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For today’s news visit: www.commercialmotor.com For today’s news visit: www.commercialmotor.com34 COMMERCIAL MOTOR 29/3/12

axor 2543 6x2We put the axor through its paces

MErCEDES-BENZuSED tESt

Sensible used buy?

CMO_290312_ROADTEST.indd 34 23/03/2012 15:04:52

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Introduced by Mercedes-Benz in 2002, the Axor competes head on with Daf’s CF85 and the Volvo FM. This 2008-registered 6x2 Euro-5 Axor, also meets the needs of a used market starved of quality late-year trucksAxor tractor units were introduced early in 2002, apparently as a direct result of Mercedes’ UK management urging their bosses in Germany to come up with a fleet distribution tractor that could compete more closely with the likes of Daf’s CF85 and Volvo’s FM. The Actros was not competitive at this lower end of the sector, leaving Mercedes languishing in seventh place in the UK tractor unit market in 2001.

Mercedes-Benz’s solution was to marry the Actros chassis with the narrow cab borrowed from what was then an 18-tonne GVW Atego to create the Axor, a back-to-basics, functional truck. Its name is derived (loosely) from Aksaray, the town in Turkey where Axors are built.

Mercedes replaced the V6 engine used in the Actros with another 12-litre unit, an in-line six-cylinder lump previously used by Mercedes in Brazil and in a European coach. Out went the complex 16-speed Telligent pre-selector gearbox and in came an eight-speed (plus crawler) range-change synchromesh gearbox with a double-H shift pattern.

The first generation of Axor was available in three nominal power ratings – 350hp, 400hp and 430hp – and the Germans created some clear water between its two tractors by dropping the lower power ratings for Actros.

The rest, as they say, is history. Axor quickly surpassed Mercedes’ original UK sales projections of around 1,000 a year without undermining Actros numbers. Today Mercedes is neck and neck with Daf, jostling for leader-ship of the UK fleet tractor market.

In the 4x2 tractor market Mercedes is the comfortable leader thanks to the dominance of Axor among fleet buyers who do not need 44-tonne capability, as well as becoming a mainstay for many retailers such as Halfords and Tesco, parcel delivery operators such as UPS and TNT, and rental companies such as Dawson Rentals.

Dawson Rentals is the previous owner of CM’s used truck test vehicle, KX57 HJK.

The truck was registered in January 2008 and has clocked up 425,000km since then, a little over 100,000km a year. Its service record shows that the heated air-dryer on the braking system was replaced at 300,000km. A new fan-belt


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Mercedes-BeNZ Axor 2543 6x2

36 COMMERCIAL MOTOR 29/3/12

Website http://mercedes-benz.co.uk Vehicle Mercedes-Benz Axor C2543LS cab Long Distance High Roof sleeper cab engine Mercedes-Benz OM457LA diesel using selective catalytic reduction with turbo- intercooled and unit pump injectors cylinders Six, in-line Bore x stroke 128x155mm capacity 11.97 litres compression ratio 17.8:1 Maximum power 422hp (315kW) at 1,900rpm Maximum torque 2,100Nm at 1,100rpm Transmission Mercedes-Benz Powershift G211-12 12-speed automated gearshift with manual option Gear ratios 14.93, 11.67, 9.93, 7.06, 5.63, 5.37, 3.39, 2.65, 2.05, 1.60, 1.28 and 1.00:1; reverse, 14.93, 11.67, 3.39 and 2.65:1 Final drive ratio 3.08:1 clutch Hydraulically-operated, single dry plate with air assistance, 430mm diameter Brakes Dual circuit air system, rear axle load- sensing, automatic brake adjustment, heated air dryer, ABS, disc brakes Parking brake Spring brake on front and rear axles secondary brake Two-stage engine brake Brake dimensions Disc diameter 406mm chassis Bolted and riveted ladder dimensions 270x85x8mm suspension Front, two leaf parabolic springs, double acting shock absorbers, stabilisers; mid-lift, air-operated lift and dump facility; rear, air operated with electric modulation, double acting shock absorbers, stabiliser steering Variable re-circulating ball Turns to lock 5.5 Wheels and tyres Steel 8.25x22.5 wheels 295/80 R22.5 Bridgestone tyres Fuel / AdBlue tank 450 litres / 40 litres electrical system 24V negative return CANbus with on-board computer and vehicle management Battery / Alternator 2x12v 165Ah Test trailer 13.6m long, 4.0m curtainsided test trailer

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sPecIFIcATIoNstensioner and radiator has been fitted, as well as a new clutch at 408,000km. This last item is surprising: vastly superior clutch life is advertised as one of the big pluses for automated transmission of the type fitted to the test vehicle.

An uncomplicated vehicle like the Axor should make a particularly sensible used vehicle, although its small cab will not please future owners looking for something bigger and plusher, as it will have an effect on its residual value. However, late-year Euro-4 and Euro-5 trucks are thin on the ground, which pushes prices up. On balance, CAP reckons this four-year-old Axor should fetch £29,250. In three years time when the truck will be seven years old Cap Monitor, which predicts future truck prices, says the Axor will be valued at £10,200. Mercedes-Benz UK values this example rather more highly than CAP, asking £31,995 (plus VAT).

Mercedes-Benz offers a full repair and maintenance package supported by the dealer network, or can supply a six months’ warranty that can be extended to 36 months.

Recent road tests of several other Euro-5 6x2 tractors provide compelling comparisons with this Axor (see productivity). These are the Mercedes Actros 2546LS (CM 8 July 2010) fitted with the 12-litre V6, and the MAN

three outputs available. Although some way short of the 10hp/tonne yardstick, its peak torque figure of 2,100Nm is respectable and the engine speed required to deliver this output is par for the course: peak torque is at 1,100rpm, with maximum power arriving at 1,900rpm. In fact, there is no point exceeding 1,600rpm because by then you have 99% of the available power and the torque slips away fast once you are beyond 1,400rpm.

The test vehicle is fitted with a G211 Powershift 12-speed gearbox. Mercedes came late to the automated gearbox game, persisting far too long, in our opinion, with the semi-auto, electro-pneumatic 16-speed Telligent gearbox and

“An uncomplicated vehicle like the Axor should make a particularly sensible used vehicle, but late-year euro-4 and euro-5 trucks are thin on the ground”

TGX 26.440 with its 12.4-litre engine (CM 8 December 2011). Both have similar-sized engines but a little more power. We also include Iveco’s 460hp EcoStralis (CM 15 December 2011), boasting more power than the Axor but from an engine of just 10.3 litres.

Technical profile Unlike the V6 in the Actros, the 11.97-litre OM457LA is an in-line engine, although both share the same unit-pump fuel injection system, rather than a common-rail set-up. The 430hp rating in our test vehicle – actually 315kW (422hp) – is the highest and most popular of the



Buying a truck that belonged to a rental company usually ensures the interior will be spotless but basic. Cabs are cleaned on a regular basis and we found no damage, scuff marks, cigarette holes or coffee stains.

The high-roof sleeper cab offers 1.99m of internal height provided you stand in the footwell: there is 1.69m above the engine cover. Interior width is 260mm (10.5 inches) less than the Actros.

Standard specification includes an electric roof hatch, electric windows for both doors, an external storage compartment on the offside, an air-suspended driver’s seat, a single passenger seat, storage pockets on the rear wall, and storage above the windscreen.

Worthwhile options on used Axors include remote-control locking, a second bunk, air-conditioning and driver’s airbag. The main storage includes pockets built into the doors and more pockets above the doors.

CAB COMFORT

USED

TEST


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DoncasterDurham

Carlisle

Start Finish

8%

100km52.7km

200 300 400 500 600

Truck Test Route A1(M) / M18 / M1 / M69 MotorwayA69 / A68 Severe Gradient A1(M) TrunkingM6 Motorway

M6/J12 Stafford

Liverpool / Manchester Penrith Scotch Corner LeicesterGretna

347.9km

Nottingham

Sheffield

469.0km

Kendal

8%

HolmescalesHill climb

700

BroomhaughHill climb

Severe gradients 121.1Trunking 145.1

Motorway 494.3

DISTANCE TRAVELLED

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MErcEDES-BENZ Axor 2543 6x2

contract maintenance: On a five-year contract, minimum of

eight inspections, 120,000km/year UK trunking.

Parts prices: Retail total of brake linings (full set);

headlamp unit; door mirror, wiper blades; oil/air

filters; clutch. residual values: Trade value

assuming 120,000km/year CAP Average Condition.

Figures supplied by CAP Monitor.

oPErATIoNAL coSTS

Make and model

List price: Basic price (plus VAT) residual value: Three /five years (from test) Parts prices: Total Warranty: Basic cover, months/km contract maintenance: 120,000km per year

Mercedes-Benz Axor C2543LS High Roof sleeper

£31,995£10,200/ N/A£1,518.386*/N/A£6,99485

Mercedes-BenzActros 2546 LongDistance(CM 8/7/10)£121,598£23,975 / £14,700£1,417.1936 / 450,000£1,461.9985

IvecoEcoStralis AS440S46(CM 15/12/11)£110,620 £29,775 / £18,075£1,706.1636 / 420,000£2,822.76105

MANTGX 26.440

(CM 8/12/11)£111.995£28,825 / £18,125£1,987.8836 / 450,000£5,40068

*six-months can be extended to 36 months



DoncasterDurham

Carlisle

Start Finish

8%

100km52.7km

200 300 400 500 600

Truck Test Route A1(M) / M18 / M1 / M69 MotorwayA69 / A68 Severe Gradient A1(M) TrunkingM6 Motorway

M6/J12 Stafford

Liverpool / Manchester Penrith Scotch Corner LeicesterGretna

347.9km

Nottingham

Sheffield

469.0km

Kendal

8%

HolmescalesHill climb

700

BroomhaughHill climb

Severe gradients 121.1Trunking 145.1

Motorway 494.3

DISTANCE TRAVELLED

Plated weights

Test weights

Security

■ GVW 23,700kg■ GCW 44,000kg■ Front axle 7,500kg■ Second steer axle 6,500kg■ Rear axle 10,500kg

Engine immobiliser Yes Alarm Yes Central locking Yes Remote locking NoSecure bonnet Yes Locking fuel cap Yes

■ Kerbweight 8,058kg (excluding driver) ■ Test trailer 7,000kg■ Gross payload 28,842kg (including driver and full 450-litre diesel tank + 40-litre AdBlue tank)■ Tested GCW: 44,000kg

7,500kg

7,000kg

23,700kg

28,842kg

6,500kg

8,058kg

10,500kg

USED

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then its clunky (but fully-automated) Autotrans derivation. ZF’s AS Tronic and Volvo I-Shift had been around for years before Mercedes introduced its equivalent two-pedal automated manual box, Powershift, in 2006. It was originally a £1,600 option in Axor but is now standard, with the eight-speed manual relegated to the substitute’s bench.

The 12-speed Powershift is similar to AS Tronic and I-Shift, having three main gears, multiplied into six ratios by range-change gears on the output end of the gearbox, while a splitter on the input end halves the increments between steps to produce 12 ratios. The three main gears are constant-mesh, with gear speed matching achieved by braking the layshaft. This is faster than synchromesh, making shifts speedier and allowing big jumps between gears, so fewer shifts are needed. Top gear is 1:1.

With 12 rather than eight ratios, but fewer gear-shifts thanks to smart electronic programming, auto Axors should be more fuel efficient than manual versions.

One could grumble that the 6x2 version of a tractor unit aimed fairly and squarely at the distribution market should have a twin-steer configuration so that it can negotiate all those roundabouts. The upside of the Axor’s non-steering mid-lift axle is that it is cheaper, simpler and lighter: steering linkages typically add around 100kg to a mid-lift axle. If weight is really critical, you can also have a 6x2 Axor with a lightweight mid-lift axle with 17.5-inch wheels, plated for 4.3 tonnes. This is 200kg lighter than the standard 6x2 model.

Axor’s disc-brake system includes ABS (anti-lock) and there is a two-stage engine-brake. The first stage is a

constant throttle brake, where the cylinder compression is vented to the exhaust manifold rather than powering the down-stroke. The second stage is a butterfly valve on the exhaust.

The test truck has the high-roof, long-distance cab, which is approximately 100kg heavier and 400mm taller than the low-roof sleeper cab.

On the road The non-steering nature of the middle axle is immediately

apparent. On roundabouts, and even on A-roads, there are moments when it feels as if the truck is disinclined to round bends. The level of scrub this creates reduces momentum, and feeding in more power to get back up to speed must surely do no favours for the fuel consumption. Lifting the axle addresses this problem, but there are limited opportunities to do this because the system is set up to drop the axle when the load on the drive-axle reaches nine tonnes and road speed passes 30km/h. With our test vehicle at 44-tonne GCW it was only possible to lift the axle during low-speed manoeuvring.

In Powershift Mercedes-Benz has an automated transmission that is easily the match of its longer-estab-lished competitors. Gentle use of the accelerator pedal prompts upward gear shifts at approximately 1,350rpm, before the torque begins to head southwards more sharply at about 1,400rpm. For more heavier-footed drivers the alternative is to use manual override to change up before engine speed rises too far.

Attempting to wring the very best fuel figure from the Axor, CM usually switched to manual after ninth gear was engaged in order to find the optimum point to engage top gear. The ‘paddle and nudge’ manual gear change controls on the fold-down left-hand armrest are a joy to use, even though every other manufacturer prefers a stalk on the steering column: even Mercedes has opted for a stalk on the new Actros.

If you buy this truck then you might want to consider changing the final drive ratio to something taller. There was a time when 3.08:1 was an industry benchmark, but with today’s engines it veers too much towards power and not fully utilising torque.

The standard final-drive ratio, also fitted to this test vehicle, is 3.08:1. When mated to the 295/80 R22.5 tyres this gearing means the engine is turning at 1,370rpm when the truck is travelling at CM’s motorway cruising speed of


THE COMPETITION

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CM’s road tests have changed, but you will find the same balanced and unbiased views as before, only in a new visual format, with more information to better reflect the modern purchasing decision. Each vehicle put through a CM road test is rated according to a strict set of parameters. We appreciate that certain factors are likely to hold more influence when it comes to buying a vehicle, which is why some criteria are scored more highly than others. For exam-ple, while we realise that safety is important, all vehicles are designed with high safety levels, so elements of the test that are more variable between vehicles, such as payload, are scored more highly than those where industry-wide stand-ards are similar. This way our road tests reward vehicles that perform above expectation and penalise those that fall short. Our fuel economy test routes cover a variety of road types where normal economical driving techniques are employed and speed limits are rigidly observed. All additional testing is carried out at private test tracks using specialist equipment.

Iveco EcoStralis AS440 Easy to see EcoStralis as a marketing gimmick but its fuel figure beats the equivalent Stralis and is second at 44 tonnes. Progressive specification for operators looking to improve fuel returns.

MAN TGX 26.440 With a strong driveline, nice handling and a decent cab, this truck topped it all by returning an industry leading fuel figure. Its EGR approach to Euro-5 has paid dividends but it’ll be SCR for Euro-6.

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40 COMMERCIAL MOTOR 29/3/12

Fuel consumption: mpg / (lit/100km)

Average speed: km /h (speed limit 85km/h)

A) Overall (760.5km)B) Motorway (494.3km)C) Severe gradients (121.1km)D) Trunking (145.1)

A B C D0

2

4

6

8

10

kilo

met

res

per

gallo

n

A) Overall (760.5km)B) Motorway (494.3km)C) Severe gradients (121.1km)D) Trunking (145.1)

0

20

40

60

80

100

kilo

met

res

per

hour

A B C D

7.88(35.8)

74.1

6.40(44.1)

60.6

8.24(34.3)

77.8

8.28(34.1)

75.7

Hill performance

HolmescalesHill

(M6 J36 5.8km)

BroomhaughHill

(A68 1.9km)

12

34

5

MAN TGX 26.440 Tested: 1/12/11 9.27 (N/A)

Iveco EcoStralis AS440 Tested: 1/12/11 8.36 (4.9%)

M-B Actros 2546 Tested: 8/7/10 8.14 (5.0%)

Iveco Stralis 450AT Tested: 27/8/9 8.11 (4.5%)

Volvo FH480 Tested: 30/8/7 8.10 (5.5%)

MPG (AdBlue%)

0 1 2 3 4 5 6 7 8 9 10 11 12

Comparative fuel results

85km/h. This is well past the torque peak of 1,100rpm; running at 90km/h takes the engine speed up to 1,451rpm. That seems a tad fast by today’s standards, and there is nothing in the Axor’s performance curves to suggest that the final-drive gearing needs to be this short.

However, there are a couple of upsides to this gearing strategy. First, the truck is still comfortable in top gear at 64km/h (40mph), when the engine speed is 1,030rpm and you have more torque available. Second, taking the engine speed further up the power curve suits a hilly or undulating terrain. There is at least 250rpm that can be used to climb before a downward change is needed at 1,150rpm, and compared to trucks with taller final-drive ratios such as Actros and EcoStralis (see productivity) it can lead to quicker average road speeds.

The only alternative final drive ratio available is 2.85:1, more like the kind of figure we are used to these days. Had that been used on the test vehicle, engine speed would have been cut by 100rpm to 1,270rpm at the critical 85km/h motorway speed. In top 64km/h might just be feasible (955rpm) on the flat but any gradient would call for a downshift.

When manual shifting, green lights at either end of the engine speed scale on the rev counter prompt an upward or downward change as appropriate if you stray too far from the optimum. We found that the engine speed needed to be pushed beyond 2,000rpm to make the engine brake really effective and able to hold back the truck on descents.

Productivity With an overall figure of 7.88mpg at 44-tonne GCW this Axor is not one of our most fuel-efficient Euro-5 tractor units. It failed to match the 8.14mpg achieved by the Actros 2546LS (see sidebar). Only on the severe gradient part of our route, where it returned 6.4mpg, did it really perform well, 0.74mpg better than the Actros and EcoStralis, and just 0.37mpg behind the MAN TGX 26.440.

The Axor’s fuel economy on the motorway and

trunking sections is, frankly, disappointing. We are convinced that the aforementioned final-drive ratio played a part in that result, with the engine spending far too long at what must surely be an uneconomically high speed. We also observed that many more trucks these days are limited to 85km/h rather than 90km/h, so we tended to get bunched up in clumps of traffic instead of being passed by all and sundry. Consequently, on several occasions we had to disengage cruise-control to cater for slower-moving traffic. This certainly used additional fuel. AdBlue consumption was 5% of fuel consumption.

Axor completed the test at an average speed of 74.1km/h, identical to the MAN TGX.440 and faster than the Actros 2546LS (73.0km/h) and EcoStralis (71.4km/h).CM’s test route includes two new timed hill-climbs.

Holmescales Hill is a 5.8km climb from J36 on the M6 near Kendal; we also have a 1.9km climb on the A68 at Broomhaugh west of Newcastle-upon-Tyne. As we complete more tests the times achieved on these will come into perspective.

With full fuel tanks and no driver this truck weighs in at 8,058kg, which combined with the 7,000kg test trailer, offers operators a 28,842kg payload (including the driver). Axor’s kerbweight is 151kg lighter than the Actros 2546LS (with 450-litre diesel tank and 40-litre AdBlue tank) and is 282kg lighter than the EcoStralis but 56kg heavier than the MAN TGX, which carries no AdBlue. ■

MErCEDES-BENZ AXOr 2543 6X2



How we score: Each of the above scoring criteria has been weighted to reward vehicles that push the bounda-ries of expectation. A score of 50% means the test subject has hit our expert’s industry-wide basic standard for that class of vehicle, be that on seat comfort, engine performance or fuel economy.


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tEStER’S VERDICt

29/3/12 COMMERCIAL MOTOR 41

For a decade Axor has won Mercedes-Benz friends in the fleet tractor market where previously it had few. The quality of KX57 HJK is not disputed. Below-average mileage, a clean chassis and interior, a high-roof cab, a known service record and a Euro-5 driveline adds up to an appealing package.

Bearing in mind its strong reputation with big fleets that are switched on to fuel economy, we had expected the Axor to be rather more frugal than it proved to be. It might be suitable on short distance, radial distribution work or in hilly areas but we can only conclude that a final-drive ratio beginning with a three is not the optimum choice for longer trunking duties. Motorway cruising is conducted too far along the downward slope of the torque curve. This test shows the importance of matching specification to the task in hand.

Unlike the V6 in the Actros, the 11.97-litre OM457LA is an in-line engine, although both share the same unit-pump fuel injection system. The 430hp rating – actually 315kW (422hp) – is the highest and most popular of the three outputs available.

Its peak torque figure of 2,100Nm is respectable and the engine speed required to deliver this output is par-for-the-course: peak torque is at 1,100rpm, with maximum power arriving at 1,900rpm.

UnDER thE bonnEt

Torque (Nm

)

1,200

1,400

1,600

1,800

2,000

2,200

2,400

160

180

200

220

240

260

280

300

320

Pow

er (k

W)

800 1,000 1,200 1,400 1,600 1,800 2,000

Engine Speed (rpm)

PowerTorque

Vehicle dimensions (mm)

a) overall length 6,415b) overall width 2,490c) overall height 3,900 (without air management kit)d) External cab length: 2,470e) Internal cab length 2,070f) Internal cab height 1,985g) Interior cab width 2,115h) Step heights 365, 330, 335, 340

i) Cab floor height 1,355j) Engine cover height 305k) Internal height above bunk 1,700 (single bunk)l) bunk dimensions 2,070 x 670 x 120m) Wheelbase 3,950 (OAS)n) Front overhang 1,440o) Rear overhang 1,075p) Fifth wheel height 1,150

Access to cab III bunks IIII Dash layout/controls IIII Driving position IIIIII Storage III Fit and finish IIIIII (perceived quality) Visibility IIIII Ride comfort IIIIII Steering and handling IIIII Gearshift IIIII Lugability IIIIII braking IIIIII noise IIII Performance, engine IIIIII refinement and gearing Manoeuvrability IIII Fuel economy IIIIIIIII Payload IIIIIIIII Cost of ownership IIIIIIIII

total 62/100

tEStER’S VERDICtA

M

B

D

G

C

HH P

F

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