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n he i8-tonne sector is an increas ingly competitive market for manufacturers, and in these days of driver shortages, functionality must be leavened with a high level of creature comforts, particularly for drivers on demanding multi-drop runs. The MercedesBenz Atego range has built a solid reputation as a durable truck for operators who run higher than average distances. In the space of four years since it took up the baton in the iiitonne sector from the 1717/1720 line-up, it has proved itsel Ito be popular with drivers too.
Mercedes-Benz launched the Atego in March 1998 to cover the light-to-middleweight (7.5-26-tonne) sector—and proudly announced that this was the most advanced truck in its class. its popularity is based on a number of factors including reliability, driver comfort, strong residuals and that indefinable something that boosts a company's image. It's a heady mixture.
Product low-down
Our test vehicle, V694 FM 5, is the Atego 1823 with an SE day cab, It has the longest (6.3m) wheelbase options and an Aitken-built box body with barn doors at the rear. Under the SE cab sits a 6.37-litre Euro-2 charge-cooled turbo-diesel with an electronic management system and unit injectors.
The six-pot 0M906LA lump produces
228hp from 2,300rpm with maximum 8roNrn of torque between 1,20o-o0rpm. Drive is transmitted via a Mercedes-Benz sixspeed synchromesh gearbox with the optional 5.857:1 final drive fitted in place of the standard 5.125:1. This drops the gearing so V694 FMS needs 2,o2orprn. rather than 1,765rpm, to hold 56mph.
Its previous owner was Frans Maas Logistics, based in Livingstone, Scotland. V694 FMS was registered on i February z000 as part of a n eight-strong fleet, and was one of two 4x2 rigids on a two-year lease.
It was used to deliver computers locally and would rarely have carried more than five tonnes. The engine rating and gearbox spec combined with the 300-litre fuel tank, SE day cab, long wheelbase and spacious box body are spot on for this kind of work. During its twoyear sojourn in Scotland the Atego knocked up a modest lo,000km, just two-thirds of the average distance for its age in Cap Red Book. It worked regular 24-hour days through three eight-hour shifts with 4 drivers.
Maybe because the specification was so well matched to the
job, this Merc's service history is commendably devoid of any major repair work. Mercedes-Benz has valued V694 EMS at L25,250 (ex-VAT) which agrees with the Cap Red Book figure for April 2002.
Bottom line
As spring arrived so did the sun and calm days. Day one of our test drive was marked by glorious weather as we drove into the sunset through the Cambrian Mountains past Red Lion Hill to Llandrindod Wells. Day two, heading east back to Hinckley via Hereford, was also clear with just a trace of a head wind.
Along the A-road section, V694 EMS returned a very respectable rz.ompg at an average speed of 36.6mph. These figures were helped by the gearing: holding 4omph in top gear puts the needle at around 1,300rpm, just on the bottom of the torque band. Its spec was ideal for the tougher A-road section of our test route.
The motorway section turned up 9.2mpg at a pretty swift average 47.4mph with the needle hovering around 2,020rpm, way above the ideal torque band, reminding us that this example was set up for a different environment. The overall fuel consumption for V694 FMS was fz.4 mpg, at an average of 38.7mph.
Nowadays few operators seem to bother with air deflectors on the roof oflow day cabs so 85em of headboard tends to act as a fuel-draining barrier. A windier day would have hit the fuel figures quite severely; every operator should weigh up the cost of an air kit against the promise of lower fuel bills.
On the road
There's enough torque to make downchanges a rarity up the steady climbs on the M54 and back along the M42/M40. This has a lot to do with that lower final-drive
ratio and the fact that you can ride top gear down to around 4omph before needing to change down.
V694 FMS boasts Tempomat cruise control so when a change is required the accelerator holds the engine speed. There is a small blip when you change out of top, which might cost a little fuel, and the cruise control cuts out if you drop below 3onaph.
The right hand stalk is also home to the butterfly exhaust brake—and we have never encountered a more effective engine brake. Dropping downhill on the M42, heading east towards Junction 2 in fifth gear, it held at 56mph with the needle just up in the blue band on the rev counter—very impressive.
The Atego sports 43omm-diameter disc
brakes all-round with load sensing on the re, axle and ABS as standard. After fro,000k] the brakes are in fine form and the single-dr plate clutch shows few signs of abuse.
The short, sharp climb up Ditunore Hill c the A. between Leominster and Hereford pr vicled the strongest argument to date for offe ing operators an alternative to the estabfishc six-speed gearbox. We found ourselves dro ping down to fourth at around the 25mph ma: and clawing our way back up the box. But as v rode out the last 30 or 40 seconds of the hi climb in fourth we found ourselves holdir back, not risking the jump to fifth. Taking asp would have got us to the top quicker, and in pe: torque, rather than sitting out of torque at ti top of the green band in fourth sacrificing flu To be fair, however, the longer and steadier climb out of Newtown up Dolfor Hill brought out the strengths of the six-speed box. Despite a set of traffic lights that took us down to third gear and iSmph, it pulled steadily back into fifth without ever being more than a fraction out of the peak torque band, and with no obvious gaps between the gears.
The Atego feels very steady on the road, giving the driver plenty of confidence through the corners with no fear of excessive lean spilling his coffee. However the slightly sensifive air-suspended seat certainly lived up to its name when over the rougher section of the A483, doing a fair impression of a pogo stick, The 6.3m wheelbase does hamper manoeuvrability a little in tight situations but this is common to all the longer 02 rigids. Having said that the wheel lock is tight enough to get in and around most yards at the first attempt.
Cab quality
Mercedes-Benz's used truck subsidiary Signature has given the cab a once over, and to the credit of its previous owner it has to be said that they probably didn't have to spend too much time on it. A dark finish tends to hide wear and tear better than lighter interiors, but the trim was in a very nice condition, The SE cab measures 39omm from the front axle to the rear wall; it houses a trench across the back wall and more room for the driver's seat to fold back during rest breaks.
V694 FMS has three seats across the cab with the centre seat folding down to make a useful tabletop. The air-suspended driver's seat has yet to develop any squeaks (something the A-road section of our test route is very good at detecting). The two passenger seats are more solidly mounted.
The Atego's in-cab storage will certainly win over a driver, and possibly his boss too, as it offers plenty of space to separate paperwork from diesel gloves, wet-weather gear and any leaky bottles. As well as that trench across the back wall you get two shelves above the sun visors, a non-lockable glove box and a central dash with a fold-out tray arid a bin with a removable liner. The door pockets are a little inaccessible with the door shut, but are deep and wide enough for hard
backed map books and water bottles.
The numerous drivers who spent shifts in the cab have done no damage that couldn't be undone with a little polish and TLC: so all credit to them, and to Mercedes' solid standard of construction.
CM verdict
The important thing here is the low mileage compared with the Cap Red Book estimate and the vehicle's busy but unstressed history. This tidy wagon is clean throughout and the driveline is right on song. Not all secondhand Atego 18235 will have this type of background and still be competitively priced.
The A-road section proved a breeze and despite the rev counter sitting above 2,000rpm on the motorway it produced a decent laden fuel result. V694 FMS has obviously been well looked after, so if you're interested we suggest getting in quick.
II by Kevin Swallow