|Torque||1996: 1530/1730/1850/2000/2200 Nm|
2004: 1650/1850/2000/2100/2200/2300 Nm
at 1080 rpm
|Max. power||1996: 230/260/290/315/335 kW (313/354/394/428/456 HP)|
2004: 235/265/300/320/335/350 kW (320/360/408/435/456/476 HP)
|Rated speed||1800 rpm|
|Powertrain||Front engine with rear drive|
|Pay load||6.500 kg|
|Total weight||18.000 - 41.000 kg|
|Medal||Truck of the Year 1997/2004/2009|
|L||Charge air cooling|
Only rarely vehicles with few innovations have problems at the start of production. In the case of the Actros Daimler has acted probably somewhat too ambitious. While other providers introduce the digital electronics bit by bit, one probably want to set an example here. It has of course also an extensive system that almost affects all sectors and therefore difficult to integrate in parts.
Naturally, the expectations of the company are great. The predecessor 'Schwere Klasse' (heavy class) is already longer time in the program and requires replacement. There are no commercial vehicles worldwide represented in such a rich variety such as the Daimler-Benz. If then just the orders in the heavy class are declining, this naturally calls for action.
Thereby fall by the wayside planned development goals, as drive low resistance rear axle without outside planetary and just such a gearbox with a direct connection in the highest gear. Both are later incorporated into the series. Despite these deferments the start is anything but perfect. The malfunctions weaken after an initial high the percentage of sales in the heavy class.
To start with the engines, we can speak of a final great development step of the V6 and V8. Why the V10 disappears (and the eight-cylinder one day also) can be explained easily. With Euro 4 and 5 the AdBlue technology is introduced, which high NOX-values intercept well.
This means the pressure of the engines can significantly increase to over 20 bar, a value, the one previously has to be kept absolutely unreachable. Amazingly, how with these enormous thermal and mechanical loads even come out higher running time. Higher intermediate pressure produces more engine performances (and less consumption) and so today can V6 what accomplished earlier V8.
This will have far reaching consequences than just the abolition of the V10. Becaus in the competition, there is the six-ylinder already with 16 liters displacement, which then covers almost all ranges of performance. Consider also the current difference in weight of about 25 percent between the V6 and V8, you will see the advantage of the large volume V6. The construction length of it also fits, something questionable is its height.
The height also affects the injection system. In a V-engine with lower camshaft, the system pump-line-nozzle makes sense, the direct injection without line between not even possible. This would require OHC construction, but which would be necessary for V-engines twice. The pulsating injection line can vanish only if the V-engine disappears, too.
And this it does so in the next generation. Here an inline engine begins to operate, perhaps to admire at the Axor . Not only because of the height is expected a Common-Rail system. In each case comes out less CO2 emissions and more payload.
The engines make so a significant development during the construction period of the Actros, the remaining drive train rather hesitant. Here too, the digital electronic system of the Actros intervenes. The electronic switching with and without coupling is described here . The most important link is the CAN bus, which here partly enjoys more power than in cars of this production time.
Telligent knows and controls almost everything. It also operates the clutch during shunting operations and takes into account the state of loading of the vehicle. There are even double-clutch and will replace the transmission synchronization in foreseeable future. Together with the slightly later introduced rear axles with a minimum of gear drives, the system also reduces fuel consumption. The fully covered, empty semitrailer comes with a few more finesses in a test with reasonably realistic long-distance cycle to around 20 litres/100 km.
From the (in-)Telligent system is still a lot to report. This includes automatic control of operating conditions including engine oil in the display. At the opportunity is also checked the light even when the car starts to move and not in the dark. CAN bus directly in the dashboard even allows to exchange the switches, without affecting their function. Of course, this includes the flexible inspection interval with oil change possibly after more than 100.000 km.
About the brake system of the Actros, you can inform here . Here the vehicle collects in comparison to its competitors, perhaps the most points. Less spectacularly, on the other hand are various weight reductions to the frame and suspension. Of course, the Telligent system also intervene decisively at air suspension, just think of the rolling and possible spin movements.
At the very end we come to the Actros long-distance comfort. Cabs of short (say cargo-friendly) to long (say Megaspace) there are a total of 4, more later. Here disturbs neither an engine the flatness of the vehicle body floor, nor are there any space problems. Speak of the large capacity truck, the later will be added through externally accessible cavities. Almost everything a modern kitchen offers, is available here at a reduced space. 10/11