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In fitted with an overdrive box, (CM10 Aug, 1989) was theory the geared speed of the 1 735S,
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more than 1 28km/h (79.5mph). But even then Mercedes-Benz
(UK) was fitting top speed limiters, mainly in consideration of the 1 735's much slower tyre speed rating! Maximum torque of 1,6001%bn at 1,000-1,600rpm enabled the engine to pull down to about 64km/h (40mph) without having to change down. In hilly conditions this flexibility proved tO be very useful, adding to vehicle driveability while making light of the fuel consumption. Overall the 1735 returned 39.51it/1 00km (7.16mpg) at a good average speed of 73.1km/h (45.4mph).
Mercedes' own 16-speed range-change synchromesh gearbox with splitter is similar to the Ecosplit unit it replaced and works very smoothly. We took some time to adjust to the in-built EPS shift switch control which required so little physical effort to operate. With the 1735 the EPS control behaved well, but on the 1 733 tested a year later we experienced a total loss of drive which required reprogramming the gear selection sequence
The fifth-wheel pitching clearance on the 1 735 proved to be insufficient. During a parking manoeuvre at our usual overnight stop the trailer
chassis made heavy contact with the lead up ramps and bent them. Standard steel parabolic springs gave an excellent ride and the handling could not be faulted. Inside the cab the driver's air suspended seat soaked up the worst of the vertical Gforces that found their way Past the chassis suspension.
Despite the size of the big vee engine interior noise levels were low, if slightly louder than the previous 1635 model. At the time we thought the 1 735 was expensive which, even allowing for the drive axle ABS brakes and EPS transmission, would deter some potential customers.