The New Construction Vehicles from Mercedes-Benz

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Love the new look of this truck. Wouldn't mind having one to have fun offroad! 


The New Construction Vehicles from Mercedes-Benz
Mercedes-Benz is expanding its current heavy-duty vehicle range with the addition of the Arocs, the specialist in construction



Mercedes-Benz has achieved a triple leap forward in the field of Euro VI compliance: this year the brand with the star is expanding its current heavy-duty vehicle range with the addition of the Arocs, the specialist in construction, which follows hot on the heels of the Antos, which celebrated its market launch in the heavy-duty short-radius distribution sector in 2012, and the Actros, which celebrated its market launch in the long-distance transport sector in 2011. In addition to maximum environmental compatibility thanks to Euro VI, the new Arocs vehicles also boast three outstanding qualities: power, efficiency and ruggedness.

    16 power output levels from 175 kW (238 hp) to 460 kW (625 hp)
    Powershift available as standard for the first time in a construction vehicle
    First electrohydraulic power steering system in a commercial vehicle
    Frames, axles, suspension, brakes: all optimised to match the job
    Seven cabs available in 14 variants
    Loader and Grounder: leading forces for special loads
    Special vehicles available direct ex works
    Cab comfort and user-friendliness on a par with long-distance haulage vehicles
    Profitability: ecology meets economic efficiency
    All safety systems available


Clear segments

The Arocs range is being offered in a previously unparalleled variety of vehicle models to precisely match customer requirements in this extremely diversified application sector. The new dump trucks, all-wheel drive dump trucks, cement mixers, semitrailer tractors and dropsider chassis vehicles are available as two, three and four-axle vehicles with 16 power output levels ranging from 175 kW (238 hp) to 460 kW (625 hp). From the outset, all of the engines have been designed to meet the future Euro VI emissions standard and are available to order as Euro VI versions.

The clearly segmented building industry sector requires vehicles which are ideally matched to their operating conditions. Around half of all construction vehicles work directly on construction sites. Around a third deliver equipment and building materials to sites, while a further 15 percent of construction vehicles are involved in handling ready-mixed concrete.

On top of this, there is also a wide variety of requirements when it comes to the means of transport used in ancillary construction trades or the ultra-heavy-duty transport sector. And public service vehicle operators also require tailor-made vehicles too.





Leading forces in construction: Loader and Grounder

With the new Arocs, transport tasks in the building industry can be carried out more efficiently than ever before. In order to be able to meet this requirement even more effectively, even in payload-sensitive applications such as in the case of dump semitrailer vehicles and cement mixers for example, the Arocs Loader and Arocs Grounder have been developed.

The Arocs Loader has made consistent use of every possibility to reduce its own kerb weight. The result provides payload optimised 4×2 semitrailer tractor units which are among the lightest vehicles in the construction sector, as well as 8×4/4 cement mixers with a 32 t maximum permissible weight. Thanks to their particularly low kerb weight of a maximum of 9250 kg, these vehicles are able to supply 8 m3 of ready-mixed concrete on every trip.

The Arocs Grounder is designed for operating in extremely difficult conditions, such as in quarries or on building sites. Thanks to a host of technical measures, such as a longitudinal member thickness of nine millimetres, it is extremely robust and also features particularly high levels of stability and a high load carrying capacity.


Broad range of vehicles from 18 t and up

Both the Loader and Grounder belong to a broad collection of vehicles comprising the Arocs family and which range from a maximum gross vehicle weight of 18 t in the case of the two-axle models, through to 41 t for the off-road four-axle models making up the Grounder series.

In general, the Arocs construction vehicle family has been specifically designed for all types of applications. As a result, even the so-called "road roller" for example – the two-axle semitrailer tractor unit with driven rear axle (4×2) – is not an Actros variant but a separate vehicle type in its own right.


Clear differentiation: high frame

The frames, frame heights and overhangs are specifically different from those found on long-haul trucks. As a result, matching conversion parts for use as construction material transporters are no longer required. The two-axle Arocs semitrailer tractor vehicle can therefore be ordered as a 4×2 standard vehicle with steel or air suspension, a payload optimised 4×2 Arocs Loader, a 20-t 4×4 all-wheel drive vehicle or a 4×4 Arocs Grounder. Other specialist vehicles within the broad-based Arocs family include variants previously only available as subsequently converted vehicles. Four-axle vehicles now roll off the production line with a front and three rear axles as part of a normal series production process in the world's largest truck plant in Wörth.


New ex works: four-axle 8×4/4 single-tyred trailing axle with three rear axles

This four-axle vehicle is based on a three-axle vehicle with a non-driven steering axle and two twin-tyred driven rear axles. Added behind this is a single-tyred, liftable trailing axle with positive steering.

Possible areas of application include building material platform trucks with a loading crane for example, which are required to operate on their own. A three-axle vehicle, or even a classic four-axle variant, would not be able to cope with the rear position of the loading crane due to the load distribution. Thanks to the triple solution at the rear, however, all axle loads can be handled without a problem.


"Super mixer": the first cement mixer capable of delivering 8 m³

When it comes to transporting 8 cubic metres of ready-mixed concrete in compliance with the law – normally roughly divided up in the trade into 0.5‑cubic metre batches – a four-axle truck mixer chassis would be allowed to tip the scales with an unladen kerb weight of 9.25 t at the very most. The new Arocs is able to do just that.

To begin with, the Loader version of the cement mixer chassis combines the lightweight 10.7‑litre OM 470 engine with the ClassicSpace S-cab. But that alone is not quite enough. In addition, the standard double driven axle with twin tyres is replaced with a single-tyred rear axle with 368/65 tyres.

To ensure that the wheelbase remains wide, which is an important element for stability, both rear axles have been specifically modified for use with single tyres: thanks to moving the wheel mounting towards the outside, the wide, classic "trailer"-format traction tyres, specially produced for Mercedes-Benz, sit flush with the outer edge of the body within their wheel guards.


Drive systems: powerful Euro VI engines for the construction sector

The new Mercedes-Benz Arocs is available with a wide range of Blue-Efficiency Power diesel engines. From the very outset, Mercedes-Benz is setting the Arocs to work in harsh, everyday environments equipped with low-emission Euro VI engines.

Arocs customers can choose from a selection of 16 power output levels. The Bluetec 6 engines are all designed as in-line six-cylinder engines with exhaust-gas turbocharging and charge air cooling for high torque at little more than idle speed. Maximum tractive power levels of from 1000 to 3000 Nm are achieved by four displacements of 7.7, 10,7, 12.8 and 15.6 litres.


Brand new: the large-scale OM 473 in-line six cylinder engine

Also now available with the Arocs is the largest-capacity engine from Daimler's heavy-duty engine series which has been comprehensively redeveloped. Boasting specifications which include a displacement of 15.6 l, output of up to 460 kW (625 hp) and maximum torque of 3000 Nm, the new Mercedes‑Benz OM 473 diesel engine sets its own powerful tone.

It is characterised by peak performance under harsh conditions – even when it comes to the most demanding of requirements in terms of transport speed, tractive power and ruggedness. Top performance is also guaranteed for off-road applications, maximum loads in the heavy-duty transport sector, and high transport speed over routes with demanding topography. On top of all of this it also offers maximum durability. The new 15.6-litre OM 473 in-line six-cylinder engine is capable of maximum performance in every respect.






Power from the word go

When it comes to the heaviest-duty applications in particular – which the Grounder variants of the new Mercedes-Benz Arocs may face for example – the OM 473 scores highly with its tractive power. It is not only the absolute power available which is impressive – between 2600 Nm and 3000 Nm are fed to the crankshaft, depending on the variant – but also the way in which it is made available. This is because under full load, around 2500 Nm are already available at a little more than idle speed in all rated output versions of the engine. This is a higher level of torque than the maximum achieved by most truck engines.

On the test bench, the highest torque of all of the OM 473 variants is available at 1100 rpm. In the real world, almost the entire tractive power is available across a wide range from around 900 to 1400 rpm. Immediately thereafter, the engines reach their maximum output.

This characteristic helps to ensure excellent driveability across a very wide engine speed range. In addition, all variants of the engine also feature a response to accelerator pedal input which is both spontaneous and powerful.


Spontaneous response, reduced fuel consumption under high load

One of the special features of the new Mercedes-Benz OM 473 engine is turbo-compound technology. The term turbo-compound stands for a second turbine, connected in series after the exhaust gas turbocharger. It also makes use of the available pressure of the exhaust after flowing through the exhaust gas turbocharger to further increase performance. This power is transferred to the engine's gear drive, and thereby directly to the crankshaft, via a shaft and hydrodynamic clutch.

Turbo-compound technology increases the output of the OM 473 by around 50 kW (68 hp). The driver is able to feel the additional performance immediately via the already spontaneous response of the engine at low engine speeds.

At the same time, a reduction in fuel consumption of around two percent is achieved under high load. These demanding conditions are typical of the areas of application in which the OM 473 is used.

In addition, the new Mercedes-Benz OM 473 also impresses with its tremendous economic efficiency: even the most powerful engine of the new engine generation has been consistently developed for low fuel consumption. Depending on the version, consumption is between 0.5 and 1.5 percent lower than the preceding model, the V8 Mercedes‑Benz OM 502.

It also goes without saying that the engine features maximum environmental acceptability: all variants of the OM 473 meet the strict Euro VI emissions standard applicable to registrations from 2014 onwards.

The new OM 473 is available with three power output levels:
Power output    Maximum Torque
380 kW (517 hp) at 1600 rpm    2600 Nm at 1100 rpm
425 kW (578 hp) at 1600 rpm    2800 Nm at 1100 rpm
460 kW (625 hp) at 1600 rpm    3000 Nm at 1100 rpm


OM 471: resilient, powerful and economical

Slotting in seamlessly below the new Mercedes-Benz OM 473 diesel engine is the previous top-of-the-range variant of the new engine generation, the OM 471, producing a maximum of 375 kW (510 hp) and 2500 Nm of torque from a displacement of 12.8 litres.

This engine covers a broad range of applications within the new Arocs vehicle family. The long-stroke in-line six-cylinder engine (piston stroke: 156 mm, cylinder bore: 132 mm), which made its debut in the Actros long-distance truck, was the first model in a completely new engine generation in 2011.

Its effective full-load engine speed range extends down to around 800 rpm, which is particularly important for the off-road applications for which the Arocs may be used. The engines provide close to their full power output as low as 1400 rpm.






Highly efficient turbocharging and engine brake

Turbocharging is dealt with by an asymmetrical turbocharger featuring fixed geometry. It ensures quick engine response to different accelerator pedal positions. Maximum efficiency is also achieved by the turbocharged decompression engine brake. Maximum braking power reaches 400 kW in the case of the OM 471 and 475 kW for the OM 473.

The OM 471 is available with four power output and torque levels in the Mercedes-Benz Arocs:

Power output Maximum Torque 310 kW (421 hp) at 1800 rpm 2100 Nm at 1100 rpm 330 kW (449 hp) at 1800 rpm 2200 Nm at 1100 rpm 350 kW (476 hp) at 1800 rpm 2300 Nm at 1100 rpm 375 kW (510 hp) at 1800 rpm 2500 Nm at 1100 rpm


OM 470: efficiency from a displacement of 10.7 l

Also new is the OM 470 in-line six-cylinder engine with a displacement of 10.7 litres, based on the OM 471 model series. It also has a number of technical features such as the unique X-Pulse injection system. The compact engine boasts a very high performance, and is also very efficient and at the same time weight-optimised.

Designed with a view to its specific areas of application, such as the payload-sensitive transportation of building materials, the OM 470 engine is approx. 170 kg lighter than the OM 471.


Tremendous tractive power at low engine speeds

The OM 470 has been consistently tuned for economy: the engine achieves a full 95 percent of its maximum torque as low as 800 rpm. The maximum torque remains constantly available from 1100 rpm through to 1400 rpm. The engine almost achieves it maximum performance at this engine speed. Thanks to this characteristic, a high degree of power is available in the main operating range and the engine has real "bite". The long-stroke design with a bore of 125 mm and a stroke of 145 mm provides for excellent pulling power.

Both the OM 470 and OM 471 boast a particularly long-life design. The crankcase, for example, is made of a special cast iron alloy, and the cylinder head of cast iron with vermicular graphite (CGI). The pistons, meanwhile, are made of steel to increase their service life and combat the loads caused by ignition pressures of more than 200 bar.

The efficient gear drive which drives the two overhead composite camshafts has been completely redeveloped for the OM 470. It is located at the rear of the engine and is an important element of the engine's weight-saving design.


Unique: X-Pulse injection system

An important feature of all of the 6-cylinder in-line engines of the OM 470/471/473 model series from Mercedes-Benz is the unique flexible common-rail X-Pulse injection system with fully electronic control and pressure booster. Whilst the pressure is increased to a maximum of 900 bar in the common rail, it is increased to an injection pressure of up to 2100 bar in the individual injectors.

The rate of injection can be freely modulated depending on the operating conditions. As a result, X-PULSE minimises fuel consumption and at the same time maximises the smooth running performance of the engine. The injectors and shape of the combustion chamber have been adapted to the specific characteristics of the different engine variants.

Turbocharging takes place via a turbocharger with asymmetric turbine housing and fixed geometry. This process improves the engine response.

The engine brake of the OM 470 is just as powerful and efficient as the drive system. Mercedes-Benz uses a turbocharged decompression brake. It is operated via a three-stage steering column switch. The maximum braking performance is a remarkable 340 kW (462 PS).

Four versions of the OM 470 are available in the Arocs:
Power output    Maximum Torque
240 kW (326 PS) at 1800 rpm    1700 Nm at 1100 rpm
265 kW (360 PS) at 1800 rpm    1800 Nm at 1100 rpm
290 kW (394 PS) at 1800 rpm    1900 Nm at 1100 rpm
315 kW (428 PS) at 1800 rpm    2100 Nm at 1100 rpm


OM 936: compact and light, yet still powerful

The new Mercedes ‑Benz OM 936 in-line six-cylinder engine is particularly light and compact. The new design features a number of technical refinements, such as a maximum injection pressure of 2400 bar, common-rail injection or the world's first adjustable exhaust camshaft in a diesel engine.

The crossflow cylinder head with four valves guarantees the least possible flow losses. The cylinder head and crankcase are made of cast iron with lamellar graphite in a special alloy.


Even the "small one" is an undersquare engine

The choice of the bore-to-stroke ratio (110/135 mm) provides for optimum fuel consumption and guarantees high pulling power at low engine speeds. The compact, rigid gear drive of the camshafts is located on the rear side of the engine.

The turbocharging function is carried out up to an output of 220 kW (299 hp) by an asymmetrical exhaust gas turbocharger with a double-flow turbine. There is a two-stage supercharging process with two turbochargers for the two uppermost output levels.


Impressive performance and drivability

The OM 936 achieves an impressive performance. Specific output of up to 34 kW (46 hp) per litre of displacement propels the power units to a performance class previously only achieved by larger-capacity engines. It is this downsizing that provides one of the prerequisites for the favourable exhaust emissions and consumption values, and also the payload.

Besides the nominal data of the new engines, it is their ease of driving that impresses. At an engine speed of only 1600 rpm, roughly 90 percent of the maximum torque is already available. At the same time, the engines also display their dynamism at low revs. Within the main operating range, the maximum torque remains constant between 1200 rpm and 1600 rpm. However, the engines display high power output even at engine speeds below 1000 rpm. Furthermore, the engines' spontaneous response to accelerator pedal movements is surprising in practice.

Whereas the standard version on the six-cylinder engines achieves up to 235 kW (320 hp), the optional high-performance engine brake even achieves 300 kW (408 hp). Until now, only considerably larger engines have achieved values of this magnitude. The Mercedes‑Benz OM 936 is available with five power output and torque levels:
Power output    Maximum Torque
175 kW (238 hp) at 2200 rpm    1000 Nm at 1200 – 1600 rpm
200 kW (272 hp) at 2200 rpm    1100 Nm at 1200 – 1600 rpm
220 kW (299 hp) at 2200 rpm    1200 Nm at 1200 – 1600 rpm
235 kW (320 hp) at 2200 rpm    1300 Nm at 1200 – 1600 rpm
260 kW (354 hp) at 2200 rpm    1400 Nm at 1200 – 1600 rpm


Effective engine brake

The engine brake acts just as effectively. Its performance, unique for an engine of this class, increases safety and the average transport speed, and at the same time minimises wear of the brake linings due to less use of the foot brake. The double synchronised decompression brake is based on the engines of the OM 470/471/473 series.


New engine generation with a great deal in common

Whether the OM 936, OM 470, OM 471 or the new OM 473 – all engines already comply with the Euro VI emissions standard. They feature Blue-Efficiency Power with common-rail injection, a closed particulate filter system and exhaust gas recirculation. Exhaust gases are treated by means of BlueTec 6 featuring SCR technology with AdBlue injection, as well as a downstream oxidation catalytic converter and particulate filter.


Powerful primary retarder: braking system for inclines

All of the engines are available with the extremely powerful, turbocharged decompression engine brake. The driver can activate it in three stages via the steering column switch. Due to the considerably larger displacement of 15.6 litres, the engine brake on the OM 473 significantly outperforms its renowned, powerful counterpart on the OM 471: it achieves up to 460 kW (625 hp).
Engine series    Max. engine braking power
OM 936    300 kW (408 hp)
OM 470    340 kW (462 hp)
OM 471    400 kW (544 hp)
OM 473    460 kW (625 hp)

Maximum efficiency comes as standard in the new BlueEfficiency Power engine generation: all engines combine a spirited response and very smooth running characteristics with low consumption figures for fuel, AdBlue and engine oil. Equally present are exemplary environmental protection and long maintenance intervals.


Fully-automated transmissions as standard

Power transmission in all variants of the broad Arocs product range is implemented as standard by means of fully-automated, fast-acting Mercedes PowerShift 3 transmissions with eight, twelve or optionally 16 gears. They facilitate the work of the driv er considerably, particularly with regard to tough manoeuvring or harsh off-road applications. As an option, regular manual transmissions with nine or 16 gears are available at extra cost.

The enhanced Mercedes PowerShift 3 automatic transmission is characterised among other things by shorter shift times, which are up to 20 percent shorter compared with the previous Mercedes PowerShift 2 transmission, and even up to 50 percent shorter compared with the Telligent automatic transmission. With its sensitive shift sensor system, the Mercedes PowerShift 3 ensures a precise selection of gears suitable for the respective driving and load conditions.


Smart sensor system for all situations

One feature is the ability to detect overrun mode on downhill gradients and as a result maintain the gear. The new crawl function (increased starting torque) with the integrated manoeuvring mode enables particularly easy moving off and precise, defined manoeuvring. In addition, different transmission modes and additional functions make driving in construction traffic simpler. The rocking-free mode, for example, enables vehicles which become stuck in muddy, boggy conditions to free themselves.

The direct-shift mechanism which enables direct shifting from first to reverse – without having to shift via neutral – is yet another advantage. For quick reversing, for example when working on motorway construction, particularly "fast" reverse gears are also available.


Two transmission modes to choose from: power or off-road

Depending on the vehicle type, the Arocs is fitted with off-road or power transmission driving programs, or as an option can also be ordered with the other respective driving program. Both driving programs each feature three transmission modes. Standard mode, including the standard eco-roll function, generally supports a particularly economical driving style for on-road use. Manual mode enables complete control of the Arocs in extreme off-road terrain.

In the power driving program's "power mode", gear changes are carried out with an increase in engine speed of 100 rpm compared with standard eco-roll mode. Power mode is automatically deactivated when no corresponding torque is available to be called upon.

The off-road driving program's "off-road mode" is characterised by the Arocs permanently having increased torque at its disposal.


Crawl mode for manoeuvring

Particularly important for short-distance haulage and construction transport, with its high share of low-speed driving and manoeuvring in restricted deployment locations, is the transmission's crawl mode: when start-off or reverse gears are selected, the driver can control the speed of the new Arocs by means of the brake pedal alone. A further support feature when manoeuvring is the option to be able to shift directly from first gear into reverse.


Optional manual transmission

In addition to the standard automated gearshift, the Arocs is also optionally available with a manual double H-gearshift with pneumatic shift assistance. Customers who prefer a manual transmission therefore have a choice between a 9-speed transmission and three optimally tuned 16-speed transmissions. All transmissions ensure virtually loss-free transfer of power as well as ease of shifting and high levels of driving comfort.


New clutch generation

Both the standard Mercedes PowerShift 3 transmissions as well as the manual versions are used in combination with a new clutch generation featuring overload protection and a warning system. In the case of vehicles with one driven axle, the single-disc clutch helps to guarantee the transfer of torques of up to 2600 Nm.

In the case of the Arocs with several driven axles and for torques up to 3000 Nm, a double-disc clutch is used. It is also optionally available for vehicles with one driven axle.


Optional turbo retarder clutch or water retarder

In addition, the optionally available wear-free turbo retarder clutch provides maximum performance when moving off and manoeuvring with particularly high gross combination weights and torques. At the same time it also acts as a retarder and therefore helps to ensure additional safety.

For applications involving high proportions of continuous braking in the higher speed ranges, the optional secondary water retarder is recommended. It has a braking torque of up to 3500 Nm and is offered as a first step for the engines of the 47x family. From October 2013 it will also be available for the OM 936 engine. Depending on the variant, it weighs 65 to 69 kg and in terms of its braking technology is fully integrated into the deceleration management of the Arocs.

In addition to safe continuous braking, the secondary water retarder also offers the advantage of being able to maintain the operating temperature of the combustion engine on long stretches of downhill driving. This provides perfect support for the complex emission control system of the standard Euro VI engines by helping to maintain the effectiveness of the cleaning technology at a high level.


A variety of axle options ex works

The new Mercedes-Benz Arocs is being offered as a two, three or four-axle vehicle. The drive configurations on offer as part of the broad-based construction vehicle family range from the 4×2 two-axle vehicle through to the 8×8/4, a four-axle vehicle with all-wheel drive and two steered front axles.

The four-axle vehicle with one front and three rear axles, or payload-optimised cement mixer chassis with a single-tyred drive tandem, are two examples of the wide variety of new Arocs vehicles now available ex works. A further example is the 8×2/4 dropsider chassis vehicle with two front axles, and one driven and one steered rear axle.


All-wheel drive: three types to cover all requirements

Besides the Arocs versions designed for use on surfaced roads with one or two driven rear axles, for off-road customers there are now three all-wheel variants to chose from offering optimised traction for specific applications.


New: Hydraulic Auxiliary Drive

The new "Hydraulic Auxiliary Drive" is designed to cover mainly road-based applications which occasionally call for increased traction. In the case of these new all-wheel-drive variants, engageable hydrodynamically driven wheel hub motors drive the front axle, instead of mechanical drive shafts. This saves both weight and fuel – the weight saving alone compared with the permanent all-wheel drive for heavy-duty off-road use amounts to half a ton.


Engageable all-wheel drive offers good compromise

As standard and when the requirements in terms of payload and low consumption are greater than the need for traction, a second variant of the engageable all-wheel drive is available without off-road gear. With this, the front axle is engaged via the transfer case (VG 3000) when the vehicle is stationary, whereby the cardan shafts are fixed at the front and rear and rotate in the ratio 1:1.


Permanent all-wheel drive for off-road use

For applications primarily in difficult terrain and with high demands to be met, for example when moving off on inclines on unpaved surfaces, the Arocs can be optionally fitted with permanent all-wheel drive (VG 2800 transfer case with 100-percent lock) plus additional off-road gear ratio.


Locks: always engaged in series

For optimum traction in each of the drive configurations in which the new Mercedes-Benz Arocs is available, a variety of differential locks is offered as standard depending on the vehicle type. They can be operated via a switch, always in the logical technical sequence: longitudinal lock, lock of the driven rear axles and – if fitted – lock of the driven front axles. In the case of an engageable front-axle drive, the engagement itself brings about the direct transmission of power.

In general, the all-wheel drive Arocs vehicles are fitted as standard with a disengageable anti-lock braking system. This enhances safety in heavy-duty off-road applications, because locking the wheels can cause a wedge-like build-up of soft surface material which can contribute to shorter stopping distances.


Power take-off units: even more choice

The range of power take-off units has been extended once again in the new Mercedes-Benz Arocs. The variants already available have now been supplemented with the addition of an even more powerful version offering 900 Nm on the engine.

Also new are an additional power consumption point at the front on the engine, as well as a clutch-dependent combination drive for use when the vehicle is stationary or whilst underway.

In general, all of the power take-off units in the Arocs can be combined with the standard, fully automatic Mercedes PowerShift 3 transmission, and also with the optional secondary retarder – a clear product advantage in the competitive environment.


Structure and suspension: two frames for different applications

Also targeted clearly at specific applications is the vehicle frame used in the new Mercedes-Benz Arocs. This component, which is crucial for off-road capabilities, payload and durability, is implemented in two variants in the case of the new vehicle family.

When it comes to use primarily on construction sites and off-road terrain, a frame measuring 744 mm wide and with a section thickness of eight or nine millimetres is used which is made of cold-formed, high-tensile fine-grained steel in conjunction with robust 100 mm-wide steel springs. This also guarantees a high load capacity and torsional flexibility, even under difficult conditions.


Strongly supported tandem

For tandem axle weights greater than 26 tons, for the first time a specific, heavy-duty tandem suspension with so-called flange socket bearings is used. Depending on the selected gross vehicle weight, the front and rear axle springs are fitted with two, three or four-leaf spring assemblies.

In the case of vehicles which are mainly for use on the road, the 834 mm-wide frame, which has been widened by 90 mm and features a frame thickness of seven or eight mm, in conjunction with the new four-bellows rear axle air suspension, helps to ensure particularly good ride comfort and good handling in both a laden and unladen state. Air suspension systems are available for the three and four-axle versions of the Arocs.


New height: the Arocs provides good ground clearance

The requirements could not be any more different: while pure road vehicles such as the Mercedes-Benz Actros or the new Antos tend to need low frame heights for transporting large volumes, as a construction industry specialist the Arocs primarily needs ground clearance.

At a height of up to 1120 mm, the frame of the new Arocs is therefore 115 mm higher than the comparable Actros. This is already the case for the truck chassis for platform bodies as well as semitrailer tractor vehicles. The off-road dump truck and cement mixer chassis are even 45 mm higher.


New position: axles moved towards the rear

The newly created range of wheelbases for two-axle vehicles is also always based on a front and rear axle repositioned by 60 mm towards the rear in each case. This enables the use of even the largest specialist tyres beyond the typical 13 R 22.5 sizes used in construction, without the need for any additional modifications.

In the four-axle vehicles, the two steering axles have each been moved by 60 mm towards the rear. The two rear axles are generally positioned a further 110 mm towards the rear. Here again there is an advantage to be gained in terms of the tyres used, and in addition the weight distribution is also more favourably balanced.


Making life easier for bodybuilders

To enable the efficient mounting of bodies, the frame features a 50 mm hole grid pattern, standardised mounting brackets, support blocks and attachment fixtures. Time savings and improved planning are also afforded thanks to the clearly defined mounting areas and positions on the frame of the new Arocs. Bodybuilders are able to fit accessories here such as support feet, compressors or instrument cabinets, without having to create space for such items beforehand. Easily accessible junctions, such as the bodybuilder interface, are installed for the perfect connection of the body electrics and electronics. In addition, the Arocs has a programmable special module. The smooth construction of an Arocs base vehicle into a specialist vehicle can be managed via the Mercedes-Benz Bodybuilder Portal.


A world first: Servotwin electro-hydraulic steering

Representing a world first in the commercial vehicle sector is the new Servotwin electro-hydraulic steering for four-axle vehicles. It features speed-sensitive power-assisted steering and active steering return. This newly developed technology, which is fitted as standard in heavy-duty vehicles and available as an optional extra in light-duty vehicles, opens up a world of previously unattainable steering comfort and maximum steering precision.


Brakes: always benefitting from full braking power

Depending on the area of application, the Arocs benefits from optimum deceleration performance – and therefore short braking distances – thanks to drum brakes, a combination of disc and drum brakes, or disc brakes on all wheels. The all-wheel drive vehicles of the new Mercedes-Benz Arocs range are fitted with a disengageable anti-lock braking system as standard.


Driver's cabs: 14 variants to choose from

Even the selection of practical driver's cabs for the new Mercedes-Benz Arocs has reached a level of variety previously unseen in the construction sector. Construction vehicle customers have a choice of no fewer than seven driver's cabs in a total of 14 variants. The range comprises 2.3 m-wide cabs featuring short or medium lengths and a variety of heights to accommodate ease of access and different engine tunnels.


Providing the edge in terms of handling: 2.3 metre cab

The cab width of 2.3 m has proved to be extremely advantageous in a wide variety of applications for which the new Mercedes-Benz Arocs has been tailor made. The compact design makes handling in short-distance haulage transport and on construction sites a great deal easier. In addition, the practical cab layout enables an integrated step-like entry design. This helps to reduce the workload of the driver significantly in applications involving him having to get in and out of the vehicle frequently, as is often the case in short-distance haulage and on construction sites.


Practical: 2.5 metre BigSpace cab

When the application calls for it, the new Mercedes-Benz Arocs can also be equipped with wider cabs. As always with the new construction vehicle family, this is determined by the use to which the vehicle configuration is put.

In addition to the compact 2.3 metre M-cabs therefore, long cabs can also be used for those applications which extend beyond a single day.

For such cases, the more spacious 2.5 metre versions of the StreamSpace and BigSpace cabs, with level cab floors, are available.


Visually appealing: a powerful look for harsh applications

The new Arocs construction specialist has inherited some significant elements in terms of cab design from its colleagues, the Mercedes-Benz Actros and Antos. These include the typically expressive design idiom. However, the design of the new Mercedes-Benz Arocs remains exceptional and absolutely distinctive.

The specially designed styling of the construction vehicle family is characterised by its radiator grille with so-called "bucket-teeth" look. It sends a clear message: the sturdy "teeth" stand for biting one's way through and knuckling down to the job. With steel elements on the bumpers, a functionally designed underride guard and visually integrated folding entry steps, this specialist in harsh applications achieves the ideal balance between form and function.


Operation: a top-class interior in every respect

The interior is geared towards vehicle use. The look is characterised by easy-to-clean, rugged surfaces finished in anthracite. The subtle contrast created with the black finish of the cockpit gives the impression of a robust yet very high-quality interior.

The instrumentation of the Arocs vehicles is also of high quality. The multifunction steering wheel, instrument cluster and implementation of the switches completely follow the template found in the Actros designed for long-distance haulage. Thanks to its graphics-enabled 10.4 cm TFT colour display fitted as standard, the instrument cluster provides a quick and particularly comprehensive overview of all of the important information relating to the vehicle and its operating status. Additional information is also displayed, such as current fuel consumption and which differential locks are enabled for example.

Optimum seat ergonomics are guaranteed thanks to an entire selection of seating, as in the long-haul truck. As a result, a body-contoured seat with massage function is now also available for construction vehicles. The massage function available for the comfort and climatised suspension seats protects against strains thanks to inflating and deflating seven air cushions one after the other.


Profitability: ecology meets economic efficiency in the new Arocs

With the new Mercedes-Benz Arocs, construction traffic is becoming more efficient than ever before. This is because the new vehicle achieves a saving precisely where it counts: fuel consumption. The new Arocs is at least able to balance out the initially unavoidable increased consumption which is basically inherent in a Euro VI-compliant engine, compared with an engine using Euro V technology, thanks to its significantly more advanced technology alone. On top of this it also makes use of the Mercedes PowerShift 3 automatic transmission as standard.


Technology and training go hand in hand

Technical innovations such as the Hydraulic Auxiliary Drive are able to achieve fuel savings of up to twelve percent compared with a permanent all-wheel drive system in those areas in which the latter is never used.

Furthermore, driver assistance provided in the guise of the standard FleetBoard EcoSupport, and optionally available FleetBoard Performance Analysis, also help to save fuel.

In addition, for low overall costs the Arocs also features long, use-dependent maintenance intervals and a repair and maintenance-friendly design. The increased service life of many of the components, and not least the exemplary good body mounting ability, also help to increase the profitability of the Arocs.


All known safety systems available

The Arocs is transferring all of the safety assistance systems which have become familiar in the new Mercedes-Benz Actros into the construction vehicle sector.

Depending on the approval class of the individual Arocs model variants (N3 or N3G), standard and optionally available systems include the electronically controlled EBS braking system with disc brakes all round, ABS anti-lock braking system and the Electronic Stability Program (ESP). Also available as an option are Lane Keeping Assist and the latest generation of the unique Active Brake Assist 3, which is able to initiate full brake application when faced with stationary obstacles.


















Link: http://www.emercedesbenz.com/autos/mercedes-benz/corporate-news/the-new-construction-vehicles-from-mercedes-benz/

[SVT666]

I understand that cab overs take up less room and is probably easier to maneuver in tight spaces, which is important in Europe, but working on them has got to be a pain in the ass.  Tilt the cab forward and the dead hookers and blow all land on the windshield.

[mzziaz]

I understand that cab overs take up less room and is probably easier to maneuver in tight spaces, which is important in Europe, but working on them has got to be a pain in the ass.  Tilt the cab forward and the dead hookers and blow all land on the windshield.

Iirc, cab overs are popular in Europe because the regulations take the total lenght of the rig in account, while us regulations measure the trailer only.

[Secret Chimp]

I didn't know manumatics were at all common on big trucks. I first experienced one on a big coach bus in Las Vegas and I thought it was just a novelty.

[cawimmer430]

I understand that cab overs take up less room and is probably easier to maneuver in tight spaces, which is important in Europe, but working on them has got to be a pain in the ass.  Tilt the cab forward and the dead hookers and blow all land on the windshield.

There are regulations regarding length for one, and they're also much easier to maneuver in city environments. 


Edit: I see that Mr. Norway beat me to it! 

[TurboDan]

I've noticed anecdotally that most of our local school buses have returned to conventional cabs after about a decade of mostly cabovers.

[93JC]

On the other hand I haven't seen a 'transit' style school bus in a long time.

[Madman]

Cab-over trucks were much more popular back in the 1970s on US roads.  However, they are rarely seen today.

Some American cab-overs from days gone by.......


Kenworth





Peterbilt





Marmon





Freightliner





Mack





International





Ford





Western Star





White





White-Freightliner  (The two companies were merged at one point)





Diamond Reo





GMC





Dodge

[TurboDan]

Just took a look at some truck mfg websites. Peterbilt only has two cabovers and Mack only has two as well, from what I could find. Even Volvo only sells conventional cab models in the US, according to their website. Interesting.

Madman - Do you know if they ever sold Scania trucks in the USA? I know they sell marine engines and some heavy construction equipment in the US (I saw a couple massive Scania heavy equipment pieces in Hurricane Sandy recovery ops here). Actually, I saw some types of equipment I've never seen in my life in Sandy cleanup projects - mainly huge earth moving equipment to close a 20-foot deep inlet that formed over a roadway.

Specifically to turn this:



Into this:



In a matter of weeks. It now is literally paved, with a traffic light, and back to normal. Crazy! 

[Madman]

I once saw a Scania many years ago but I don't think they were ever sold here.  I do recall seeing a few Mercedes Benz daycabs and box-trucks as a kid in Chicago, so they must have had a commercial vehicle sales channel over here at one time?

Some google-ing reveals it was probably the Merc L-Series.  I remember the elongated oval grille with the round headlights at either end.

Looked something like this.....

[cawimmer430]

I once saw a Scania many years ago but I don't think they were ever sold here.  I do recall seeing a few Mercedes Benz daycabs and box-trucks as a kid in Chicago, so they must have had a commercial vehicle sales channel over here at one time?

Some google-ing reveals it was probably the Merc L-Series.  I remember the elongated oval grille with the round headlights at either end.

Looked something like this.....

Those Mercedes "Kurzhaubers" (Short Snout) were very popular in their day. They were use all over the planet and remained in production until the early 1990s in South America and Asia, I believe.


The Scania T-Series was the only modern "snout truck" I can think off that enjoyed a degree of popularity in Europe. 

[Galaxy]

The Scania T-Series was the only modern "snout truck" I can think off that enjoyed a degree of popularity in Europe. 

I have seen some Volvo trucks with a snout.

[MexicoCityM3]

I'm glad Mercedes builds great trucks.

[Secret Chimp]

This thread needs more upside-down-land trucks

[mzziaz]

I'm glad Mercedes builds great trucks.

Great ad

[cawimmer430]

I have seen some Volvo trucks with a snout.

I have not seen much of those. For some reason the only snout trucks I see down here are the Scania T-Series.

[cawimmer430]

I'm glad Mercedes builds great trucks.

[TurboDan]

I have not seen much of those. For some reason the only snout trucks I see down here are the Scania T-Series.

All of the Volvo trucks in the US have them.

[cawimmer430]

All of the Volvo trucks in the US have them.

Snout trucks seem very popular in the US. Why?

[Secret Chimp]

Snout trucks seem very popular in the US. Why?

Cabover trucks ride harder and we don't have the same laws about length.

[Rich]

I love cab-over trucks.  I miss seeing them on the highways.

they look so intimidating

[Galaxy]

I'm glad Mercedes builds great trucks.

Imo, one of the best print ads BMW ever did.


"Even a Mercedes can bring driving pleasure."

[Speed_Racer]

I love cab-over trucks.  I miss seeing them on the highways.

they look so intimidating

Are those missile launchers??

[Laconian]

Imo, one of the best print ads BMW ever did.


"Even a Mercedes can bring driving pleasure."

Oh, burn!! HAH!

[Secret Chimp]

Our garbage trucks around here have always (that I've seen) been cabovers. No snout to poke around the neighborhoods.

I've always wondered why European trucks all have completely different hub and wheel designs compared to American trucks:


Most of the trucks i see have those weird covers on the single-wheel lugs and seemingly much more steeply conical wheels than American trucks or heavy-duty anything:



There also seem to be waaaay more trucks running steel wheels vs aluminum wheels compared to the States. Everything from garbage trucks to buses to giant cement pump trucks usually run aluminum wheels here, but most everything I saw in London had those odd-looking steelies like the Volvo here.