used test

MERCEDES-BENZ
axor 2543 6x2
We put the Axor through its paces

Sensible
used buy?
Images: Tom Lee

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

 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 trucks
Axor 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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CMO_290312_ROADTEST.indd 35 23/03/2012 15:05:22

used test Mercedes-BENZ Axor 2543 6x2
tensioner 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
“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
36 COMMERCIAL MOTOR 29/3/12
CMO_290312_ROADTEST.indd 36
SPECIFICATIONS
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
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
For today’s news visit: www.commercialmotor.com
23/03/2012 15:05:57
 USED test
CAB COMFORT
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.

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CMO_290312_ROADTEST.indd 37 23/03/2012 15:06:54

USED TEST Mercedes-BENZ Axor 2543 6x2

Contract maintenance: On a
five-year contract, minimum of OPERATIONAL COSTS
eight inspections,
120,000km/year UK trunking. Make and model Mercedes-Benz Mercedes-Benz MAN Iveco
Parts prices: Retail total Axor C2543LS Actros 2546 Long TGX 26.440 EcoStralis
of brake linings (full set); High Roof sleeper Distance AS440S46
headlamp unit; door mirror,
wiper blades; oil/air (CM 8/7/10) (CM 8/12/11) (CM 15/12/11)
filters; clutch. List price: Basic price (plus VAT) £31,995 £121,598 £111.995 £110,620
Residual values: Trade value Residual value: Three /five years (from test) £10,200/ N/A £23,975 / £14,700 £28,825 / £18,125 £29,775 / £18,075
assuming 120,000km/year CAP
Average Condition.
Parts prices: Total £1,518.38 £1,417.19 £1,987.88 £1,706.16
Figures supplied by CAP Warranty: Basic cover, months/km 6*/N/A 36 / 450,000 36 / 450,000 36 / 420,000
Monitor. Contract maintenance: 120,000km per year £6,994 £1,461.99 £5,400 £2,822.76
85 85 68 105

*six-months can be extended to 36 months

Truck Test Route DISTANCE TRAVELLED M6 Motorway A69 / A6

Motorway 494.3
Severe gradients 121.1 8%
Trunking 145.1 Carlisle
Holmescales
Start M6/J12 Stafford Hill climb

52.7km Liverpool / Manchester Kendal Penrith Gretna

100km 200 300 347.9km

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CMO_290312_ROADTEST.indd 38 23/03/2012 15:07:49

 USED test
then its clunky (but fully-automated) constant throttle brake, where the
Autotrans derivation. ZF’s AS Tronic cylinder compression is vented to
Plated weights
and Volvo I-Shift had been around for the exhaust manifold rather than
years before Mercedes introduced its powering the down-stroke. The
7,500kg
equivalent two-pedal automated second stage is a butterfly valve
manual box, Powershift, in 2006. It was on the exhaust. 6,500kg
23,700kg
originally a £1,600 option in Axor but is The test truck has the
now standard, with the eight-speed high-roof, long-distance cab, 10,500kg
manual relegated to the substitute’s which is approximately 100kg
bench. heavier and 400mm taller than
The 12-speed Powershift is similar to the low-roof sleeper cab.
AS Tronic and I-Shift, having three ■ GVW 23,700kg
main gears, multiplied into six ratios by On the road ■ GCW 44,000kg
range-change gears on the output end The non-steering nature of the ■ Front axle 7,500kg
of the gearbox, while a splitter on the middle axle is immediately ■ Second steer axle 6,500kg
input end halves the increments between steps to produce apparent. On roundabouts, and even on A-roads, there are ■ Rear axle 10,500kg
12 ratios. The three main gears are constant-mesh, with gear moments when it feels as if the truck is disinclined to
speed matching achieved by braking the layshaft. This is round bends. The level of scrub this creates reduces
faster than synchromesh, making shifts speedier and momentum, and feeding in more power to get back up to
allowing big jumps between gears, so fewer shifts are speed must surely do no favours for the fuel consumption.
Test weights
needed. Top gear is 1:1. Lifting the axle addresses this problem, but there are
With 12 rather than eight ratios, but fewer gear-shifts limited opportunities to do this because the system is set
thanks to smart electronic programming, auto Axors up to drop the axle when the load on the drive-axle 8,058kg
should be more fuel efficient than manual versions. reaches nine tonnes and road speed passes 30km/h. With
One could grumble that the 6x2 version of a tractor unit our test vehicle at 44-tonne GCW it was only possible to 28,842kg 7,000kg
aimed fairly and squarely at the distribution market should lift the axle during low-speed manoeuvring.
have a twin-steer configuration so that it can negotiate all In Powershift Mercedes-Benz has an automated
those roundabouts. The upside of the Axor’s non-steering transmission that is easily the match of its longer-estab-
mid-lift axle is that it is cheaper, simpler and lighter: steering lished competitors. Gentle use of the accelerator pedal
linkages typically add around 100kg to a mid-lift axle. If prompts upward gear shifts at approximately 1,350rpm, ■ Kerbweight 8,058kg
weight is really critical, you can also have a 6x2 Axor with a before the torque begins to head southwards more (excluding driver)
lightweight mid-lift axle with 17.5-inch wheels, plated for 4.3 sharply at about 1,400rpm. For more heavier-footed ■ Test trailer 7,000kg
tonnes. This is 200kg lighter than the standard 6x2 model. drivers the alternative is to use manual override to change ■ Gross payload 28,842kg
Axor’s disc-brake system includes ABS (anti-lock) and up before engine speed rises too far. (including driver and full
there is a two-stage engine-brake. The first stage is a Attempting to wring the very best fuel figure from the 450-litre diesel tank +
Axor, CM usually switched to manual after ninth gear 40-litre AdBlue tank)
was engaged in order to find the optimum point to engage ■ Tested GCW: 44,000kg
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 Security
with today’s engines it veers too much towards power and Engine immobiliser Yes
not fully utilising torque. Alarm Yes
The standard final-drive ratio, also fitted to this test Central locking Yes
vehicle, is 3.08:1. When mated to the 295/80 R22.5 tyres Remote locking No
this gearing means the engine is turning at 1,370rpm when Secure bonnet Yes
the truck is travelling at CM’s motorway cruising speed of Locking fuel cap Yes

A69 / A68 Severe Gradient A1(M) Trunking A1(M) / M18 / M1 / M69 Motorway

Broomhaugh Durham
Doncaster Nottingham
Hill climb Finish

8% Scotch Corner Sheffield Leicester

m 400 469.0km 500 600 700
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CMO_290312_ROADTEST.indd 39 23/03/2012 15:08:23

USED test Mercedes-BENZ Axor 2543 6x2

Fuel consumption: 85km/h. This is well past the torque peak of 1,100rpm;
mpg / (lit/100km) 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
10
the final-drive gearing needs to be this short.
However, there are a couple of upsides to this gearing
8 strategy. First, the truck is still comfortable in top gear at
kilometres per gallon
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

64km/h (40mph), when the engine speed is 1,030rpm and
6 you have more torque available. Second, taking the
engine speed further up the power curve suits a hilly or
4
undulating terrain. There is at least 250rpm that can be
used to climb before a downward change is needed at
2
7.88 8.24 6.40 8.28 1,150rpm, and compared to trucks with taller final-drive
(35.8) (34.3) (44.1) (34.1)
0 ratios such as Actros and EcoStralis (see productivity) it
A B C D
A) Overall (760.5km)
can lead to quicker average road speeds.
B) Motorway (494.3km) The only alternative final drive ratio available is 2.85:1,
C) Severe gradients (121.1km)
D) Trunking (145.1) more like the kind of figure we are used to these days. Had
that been used on the test vehicle, engine speed would have
Average speed: km /h been cut by 100rpm to 1,270rpm at the critical 85km/h
(speed limit 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
100
engine speed scale on the rev counter prompt an upward or
80 downward change as appropriate if you stray too far from
the optimum. We found that the engine speed needed to be
kilometres per hour
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

60 pushed beyond 2,000rpm to make the engine brake really heavier than the MAN TGX, which carries no AdBlue. ■
effective and able to hold back the truck on descents.
40

Productivity Comparative fuel results

20
With an overall figure of 7.88mpg at 44-tonne GCW this MPG (AdBlue%)
74.1 77.8 60.6 75.7 1 MAN TGX 26.440 Tested: 1/12/11 9.27 (N/A)
0 Axor is not one of our most fuel-efficient Euro-5 tractor
A B C D
A) Overall (760.5km)
units. It failed to match the 8.14mpg achieved by the Actros 2 Iveco EcoStralis AS440 Tested: 1/12/11 8.36 (4.9%)
B) Motorway (494.3km)
C) Severe gradients (121.1km)
2546LS (see sidebar). Only on the severe gradient part of 3 M-B Actros 2546 Tested: 8/7/10 8.14 (5.0%)
D) Trunking (145.1) our route, where it returned 6.4mpg, did it really perform 4 Iveco Stralis 450AT Tested: 27/8/9 8.11 (4.5%)
well, 0.74mpg better than the Actros and EcoStralis, and
5 Volvo FH480 Tested: 30/8/7 8.10 (5.5%)
just 0.37mpg behind the MAN TGX 26.440. 0 1 2 3 4 5 6 7 8 9 10 11 12
The Axor’s fuel economy on the motorway and

THE COMPETITION

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
MAN TGX 26.440 Iveco EcoStralis AS440 some criteria are scored more highly than others. For exam-
Hill performance With a strong driveline, Easy to see EcoStralis ple, while we realise that safety is important, all vehicles are
nice handling and a decent as a marketing gimmick designed with high safety levels, so elements of the test that
cab, this truck topped it all but its fuel figure beats are more variable between vehicles, such as payload, are
by returning an industry the equivalent Stralis and scored more highly than those where industry-wide stand-
leading fuel figure. Its EGR is second at 44 tonnes. ards are similar. This way our road tests reward vehicles that
approach to Euro-5 has paid Progressive specification for perform above expectation and penalise those that fall short.
dividends but it’ll be SCR for operators looking to improve Our fuel economy test routes cover a variety of road types
Euro-6. fuel returns. where normal economical driving techniques are employed
and speed limits are rigidly observed. All additional testing is
Holmescales Broomhaugh
Hill Hill carried out at private test tracks using specialist equipment.
(M6 J36 5.8km) (A68 1.9km)

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CMO_290312_ROADTEST.indd 40 23/03/2012 15:10:08

 USED test
TESTER’S VERDICT
A

F
G K

L
Access to cab III
J

C
D Bunks IIII
B
I Dash layout/controls IIII
H P
M
Driving position IIIIII
Storage III
N O

Vehicle dimensions (mm) Fit and finish IIIIII

(perceived quality)
a) Overall length 6,415 i) Cab floor height 1,355 Visibility IIIII
b) Overall width 2,490 j) Engine cover height 305 Ride comfort IIIIII
c) Overall height 3,900 k) Internal height above bunk 1,700
(without air management kit) (single bunk)
Steering and handling IIIII
d) External cab length: 2,470 l) Bunk dimensions 2,070 x 670 x 120 Gearshift IIIII
e) Internal cab length 2,070 m) Wheelbase 3,950 (OAS) Lugability IIIIII
f) Internal cab height 1,985 n) Front overhang 1,440
Braking IIIIII
g) Interior cab width 2,115 o) Rear overhang 1,075
h) Step heights 365, 330, 335, 340 p) Fifth wheel height 1,150 Noise IIII
Performance, engine IIIIII
Under the bonnet refinement and gearing
Manoeuvrability IIII
Unlike the V6 in the Actros, the 11.97-
litre OM457LA is an in-line engine,
320
Fuel economy IIIIIIIII
although both share the same unit-pump
300
Payload IIIIIIIII
fuel injection system. The 430hp rating – 280
2,400
Cost of ownership IIIIIIIII
actually 315kW (422hp) – is the highest 260 2,200

Total 62/100
Torque (Nm)

and most popular of the three outputs

Power (kW)

2,000
240 1,800
available. 1,600
220 1,400
Its peak torque figure of 2,100Nm is 1,200

respectable and the engine speed 200

How we score: Each of the above scoring criteria has
required to deliver this output is par-for- 180
Power
been weighted to reward vehicles that push the bounda-
the-course: peak torque is at 1,100rpm, 160
Torque ries of expectation. A score of 50% means the test
with maximum power arriving at 800 1,000 1,200 1,400 1,600 1,800 2,000
subject has hit our expert’s industry-wide basic standard
Engine Speed (rpm)
1,900rpm. for that class of vehicle, be that on seat comfort, engine
performance or fuel economy.

TESTER’S VERDICT

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.

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