Arocs – the new force in construction
- 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
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. This specialist in construction 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 strength.
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 tippers, all-wheel drive tippers, concrete mixers, tractor units and rigid chassis 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 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 tippers, all-wheel drive tippers, concrete mixers, tractor units and rigid chassis 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.
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. Public service vehicle operators
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 for payload sensitive or extreme duty applications, the Arocs Loader and Arocs Grounder have been developed.
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 for payload sensitive or extreme duty applications, the Arocs Loader and Arocs Grounder have been developed.
The Arocs Loader has made considerable saving to its
own kerb weight. The result provides payload optimised 4×2 tractor units
which are among the lightest vehicles in the construction sector, as
well as 8×4/4 concrete mixers with the lowest possible kerb weight, able
to transport the maximum amount of 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 9 mm,
it is extremely robust and also features particularly high levels of
stability and a high load carrying capacity.
Broad range of vehicles from 18-tonnes 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-tonnes in the case of the two-axle models, through to 41-tonnes or more for the off-road four-axle models making up the Grounder series.
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-tonnes in the case of the two-axle models, through to 41-tonnes or more 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 construction industry
applications. As a result, the range even includes road-biased tractor
units, ideal for tipping trailers or recycling, as a separate vehicle
rather than a variant of Actros.
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 tractor unit can therefore be ordered as a 4×2 standard vehicle with steel or air suspension, a payload optimised 4×2 Arocs Loader, a 20-tonne heavy duty air suspended vehicle or a 4×4 as an 18-tonne vehicle or a 20-tonne heavy duty 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 single front and three rear axles as part of a normal series production process in the world’s largest truck plant in Wörth.
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 tractor unit can therefore be ordered as a 4×2 standard vehicle with steel or air suspension, a payload optimised 4×2 Arocs Loader, a 20-tonne heavy duty air suspended vehicle or a 4×4 as an 18-tonne vehicle or a 20-tonne heavy duty 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 single 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.
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 trucks with a
large rear mounted 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.
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.
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 torque levels from 1,000 to 3,000
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-litres, output of up to 460 kW (625 hp) and maximum torque of 3,000 Nm, the new Mercedes‑Benz OM 473 diesel engine sets its own powerful tone.
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-litres, output of up to 460 kW (625 hp) and maximum torque of 3,000 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 torque. It is not only the numbers which are impressive – between 2,600 Nm and 3,000 Nm are fed to the crankshaft, depending on the variant – but also the way in which the torque is made available. This is because under full load, around 2,500 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.
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 torque. It is not only the numbers which are impressive – between 2,600 Nm and 3,000 Nm are fed to the crankshaft, depending on the variant – but also the way in which the torque is made available. This is because under full load, around 2,500 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 1,100 rpm.
In the real world, almost the entire tractive power is available across a
wide range from around 900 to 1,400 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.
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 per cent
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 per cent 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 1,600 rpm 2,600 Nm at 1,100 rpm
425 kW (578 hp) at 1,600 rpm 2,800 Nm at 1,100 rpm
460 kW (625 hp) at 1,600 rpm 3,000 Nm at 1,100 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 2,500 Nm of torque from a displacement of 12.8-litres.
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 2,500 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 1,400 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:
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 1,800 rpm 2,100 Nm at 1,100 rpm
330 kW (449 hp) at 1,800 rpm 2,200 Nm at 1,100 rpm
350 kW (476 hp) at 1,800 rpm 2,300 Nm at 1,100 rpm
375 kW (510 hp) at 1,800 rpm 2,500 Nm at 1,100 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.
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 per cent of its maximum torque as low as 800 rpm. The maximum torque remains constantly available from 1,100 rpm through to 1,400 rpm. The engine almost achieves its 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 excellent pulling power.
The OM 470 has been consistently tuned for economy: the engine achieves a full 95 per cent of its maximum torque as low as 800 rpm. The maximum torque remains constantly available from 1,100 rpm through to 1,400 rpm. The engine almost achieves its 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 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 six-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 2,100 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 hp) at 1,800 rpm 1,700 Nm at 1,100 rpm
265 kW (360 hp) at 1,800 rpm 1,800 Nm at 1,100 rpm
290 kW (394 hp) at 1,800 rpm 1,900 Nm at 1,100 rpm
315 kW (428 hp) at 1,800 rpm 2,100 Nm at 1,100 rpm
OM 936: compact and light, yet still powerful
The new Mercedes‑Benz OM 936 in-linesix-cylinder engine is particularly light and compact. The new design features a number of technical refinements, such as a maximum injection pressure of 2,400 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.
The new Mercedes‑Benz OM 936 in-linesix-cylinder engine is particularly light and compact. The new design features a number of technical refinements, such as a maximum injection pressure of 2,400 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 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.
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 1,600 rpm,
roughly 90 per cent 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
1,200 rpm and 1,600 rpm. However, the engines display high power output
even at engine speeds below 1,000 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 achieves 300 kW (408 hp). Until now, only considerably larger
engines have achieved values of thismagnitude.
The Mercedes-Benz OM 936 is available with five power output and torque levels:
Power output Maximum Torque
175 kW (238 hp) at 2,200 rpm 1,000 Nm at 1,200 – 1,600 rpm
200 kW (272 hp) at 2,200 rpm 1,100 Nm at 1,200 – 1,600 rpm
220 kW (299 hp) at 2,200 rpm 1,200 Nm at 1,200 – 1,600 rpm
235 kW (320 hp) at 2,200 rpm 1,300 Nm at 1,200 – 1,600 rpm
260 kW (354 hp) at 2,200 rpm 1,400 Nm at 1,200 – 1,600 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.
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).
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 473 475 kW (637 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, 12 or optionally 16 gears. They facilitate the work of the driver 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.
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, 12 or optionally 16 gears. They facilitate the work of the driver 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 per cent shorter compared with the previous Mercedes
PowerShift 2 transmission, and even up to 50 per cent 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.
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.
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.
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.
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 2,600 Nm.
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 2,600 Nm.
In the case of the Arocs with
several driven axles and for torques up to 3,000 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.
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 3,500 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 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 is just one example of the wide variety of new
Arocs vehicles now available ex-works. A further example is the 8×2/4
rigid 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 choose from offering optimised traction for specific applications.
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 choose from offering optimised traction for specific applications.
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.
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 per cent lock) plus additional off-road gear ratio.
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 per cent lock) plus additional off-road gear ratio.
Locks: always engaged
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.
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.
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 mm 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.
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 mm 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-tonnes, 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-bellow 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 now also available for the three- and four-axle versions of the Arocs.
For tandem axle weights greater than 26-tonnes, 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-bellow 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 now also 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 1,120 mm, the frame of the new Arocs is 15 mm higher than the comparable Actros. This is the case for rigid chassis as well as tractor units. The off-road tipper and cement mixer chassis are 45 mm higher, depending on specification.
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 1,120 mm, the frame of the new Arocs is 15 mm higher than the comparable Actros. This is the case for rigid chassis as well as tractor units. The off-road tipper and cement mixer chassis are 45 mm higher, depending on specification.
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.
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 move equipment to create space for such items beforehand. Easily accessible connection points, such as the bodybuilder interface, are installed for the perfect connection of the body electrics and electronics.
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 move equipment to create space for such items beforehand. Easily accessible connection points, such as the bodybuilder interface, are installed for the perfect connection of the body electrics and electronics.
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.
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 axles. The all-wheel drive vehicles of the new Mercedes-Benz Arocs range are fitted with a disengageable anti-lock braking system as standard.
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 axles. 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 or long lengths and a variety of heights to accommodate ease of access and different engine tunnels. In addition, two 2.5 m wide cabs are available where more space is required.
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 or long lengths and a variety of heights to accommodate ease of access and different engine tunnels. In addition, two 2.5 m wide cabs are available where more space is required.
Providing the edge in terms of handling: 2.3 m 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.
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 m 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 m 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 m versions of the StreamSpace and BigSpace cabs, with level cab floors, are available.
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 m 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 m 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 flexible entry steps, this specialist in harsh applications achieves the ideal balance between form and function.
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 flexible 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 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. A 12.7 cm TFT display
is optionally available, which can offer an integrated monitor for
reversing cameras, avoiding the need to fit aftermarket devices.
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.
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
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.
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.
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.
Top-of-the-range engine with performance for the toughest requirements
The new heavy-duty Mercedes-Benz OM 473 in-line six-cylinder engine
The new heavy-duty Mercedes-Benz OM 473 in-line six-cylinder engine
- Top-of-the-range model of the BlueEfficiency Power engines
- Maximum performance level for demanding applications
- Tremendous torque at just above idle
- Systematically designed for low consumption
- Power ratings from 380 kW (517 hp) to 460 kW (625 hp)
- Technical highlights: turbocompound technology
- Instant response, consumption advantage at high load
- Extremely powerful decompression engine brake
- Tough, intense testing in overload mode
If
an engine could be described as “heavier than heavy duty”, the new OM
473 in-line six-cylinder engine from Mercedes-Benz would fit the bill
perfectly. The technology of the new range-topping engine for heavy-duty
trucks bearing the three-pointed star is based on the same platform as
the ultra-modern Mercedes-Benz OM 471. But with an engine capacity of
15.6-litres, an output of up to 460 kW (625 hp) and up to 3,000 Nm of
torque, the OM 473 stands apart from the rest, in a category of its own,
characterised by peak performance under harsh conditions and meeting
the toughest requirements in terms of transport speed, pulling power and
robustness.
Top-of-the-range model of the BlueEfficiency Power engines
As the top-of-the-range engine, the OM 473 crowns the new BlueEfficiency Power engine generation from Mercedes-Benz. These medium-duty and heavy-duty engines now range from the compact OM 934 four-cylinder engine with 5.1-litre displacement for short-radius distribution vehicles to the new OM 473 for heavy trucks, providing a complete product line comprising five vertical engines and one horizontal engine with 21 power ratings altogether, ranging from 115 kW (156 hp) to 460 kW (625 hp). All engines already meet the Euro VI emissions standard. Only Mercedes-Benz offers such a wide range of ultra-modern diesel engines with such a range of power ratings.
As the top-of-the-range engine, the OM 473 crowns the new BlueEfficiency Power engine generation from Mercedes-Benz. These medium-duty and heavy-duty engines now range from the compact OM 934 four-cylinder engine with 5.1-litre displacement for short-radius distribution vehicles to the new OM 473 for heavy trucks, providing a complete product line comprising five vertical engines and one horizontal engine with 21 power ratings altogether, ranging from 115 kW (156 hp) to 460 kW (625 hp). All engines already meet the Euro VI emissions standard. Only Mercedes-Benz offers such a wide range of ultra-modern diesel engines with such a range of power ratings.
Maximum performance level for demanding applications
High transport speeds even in demanding topography, large loads in European road traffic through to heavy haulage, top off-road performance and maximum durability – the new OM 473 is extremely effective. This becomes clear with the first glance at its performance figures: the output ranges from 380 kW (517 hp) to 460 kW (625 hp) and is already available in the main operating range. And at 1,600 rpm, the rated engine speed is unusually low. In the range of 1,500 to 1,700 rpm, and even beyond, depending on the variant, these engines have a nearly constant maximum output.
High transport speeds even in demanding topography, large loads in European road traffic through to heavy haulage, top off-road performance and maximum durability – the new OM 473 is extremely effective. This becomes clear with the first glance at its performance figures: the output ranges from 380 kW (517 hp) to 460 kW (625 hp) and is already available in the main operating range. And at 1,600 rpm, the rated engine speed is unusually low. In the range of 1,500 to 1,700 rpm, and even beyond, depending on the variant, these engines have a nearly constant maximum output.
Tremendous torque at just above idle
Just as impressive is the maximum torque of the OM 473. Depending on the version, the figure is between 2,600 Nm and 3,000 Nm. Just above idle speed, approximately 2,500 Nm is available at a mere 800 rpm in all versions. That is a higher torque than the maximum torque achieved by most engines in heavy trucks.
Just as impressive is the maximum torque of the OM 473. Depending on the version, the figure is between 2,600 Nm and 3,000 Nm. Just above idle speed, approximately 2,500 Nm is available at a mere 800 rpm in all versions. That is a higher torque than the maximum torque achieved by most engines in heavy trucks.
Nominally, the highest torque is
available at 1,100 rpm. In reality, nearly the entire pulling power is
available over a wide range from roughly 900 to 1,400 rpm. Immediately
thereafter, the engines reach their peak performance.
This
characteristic produces excellent driveability over an extremely wide
engine speed range. Moreover, all versions of the engine prove
impressive with a response to accelerator pedal movements which is as
eager as it is powerful.
Systematically designed for low fuel consumption
At the same time, the new Mercedes-Benz OM 473 provides surprising economic efficiency. The most powerful engine in the new engine generation was systematically developed for low fuel consumption. For instance, depending on the version, the engine achieves between 0.5 per cent and 1.5 per cent lower consumption than the previous engine, the V8-cylinder Mercedes-Benz OM 502. Likewise, maximum environmental compatibility is ensured: all versions of the OM 473 meet the future Euro VI emissions standard.
At the same time, the new Mercedes-Benz OM 473 provides surprising economic efficiency. The most powerful engine in the new engine generation was systematically developed for low fuel consumption. For instance, depending on the version, the engine achieves between 0.5 per cent and 1.5 per cent lower consumption than the previous engine, the V8-cylinder Mercedes-Benz OM 502. Likewise, maximum environmental compatibility is ensured: all versions of the OM 473 meet the future Euro VI emissions standard.
Like all engines in the BlueEfficiency
Power generation, the new OM 473 is produced at the Mannheim engine
plant. Series production will begin in September of this year. The new
OM 473 will be used in both the new Mercedes-Benz Actros and the new
heavy-duty Mercedes-Benz Arocs construction trucks. Power ratings from
380 kW (517 hp) to 460 kW (625 hp) The new OM 473 is available with
three power ratings:
Power Maximum torque
380 kW (517 hp) at 1,600 rpm 2,600 Nm at 1,100 rpm
425 kW (578 hp) at 1,600 rpm 2,800 Nm at 1,100 rpm
460 kW (625 hp) at 1,600 rpm 3,000 Nm at 1,100 rpm
Thus
the OM 473 provides a seamless continuation of the previous
top-of-the-range version of the new engine generation, the OM 471 with
its maximum output of 375 kW (510 hp), 2500 Nm torque and an engine
capacity of 12.8-litres.
Technical highlights: turbocompound technology
Amongst the special features of the new Mercedes-Benz OM 473 is a technical highlight, known as turbocompound technology. It is one of the main reasons for the engine’s high performance and economic efficiency.
Amongst the special features of the new Mercedes-Benz OM 473 is a technical highlight, known as turbocompound technology. It is one of the main reasons for the engine’s high performance and economic efficiency.
The
term turbocompound refers to a second turbine located downstream of the
exhaust gas turbocharger. It makes use of the exhaust gas temperature
which is maintained after the gas has flowed through the exhaust gas
turbocharger, thereby further boosting efficiency. The power is
transferred via a shaft and a hydrodynamic clutch to the engine’s gear
drive and thus directly to the crankshaft.
Instant response, consumption advantage at high load
The driver can feel the turbocompound technology directly by the even more eager response of the engine, even in the low rev range. At the same time, a consumption advantage of approximately two per cent is achieved at high load. These demanding conditions are typical for the range of application of the OM 473.
The driver can feel the turbocompound technology directly by the even more eager response of the engine, even in the low rev range. At the same time, a consumption advantage of approximately two per cent is achieved at high load. These demanding conditions are typical for the range of application of the OM 473.
In support of maximum
efficiency, a turbocharger with a full-flow radial turbine adapted to
the high exhaust gas mass flow is located upstream of the turbocompound
axial turbine. It is controlled by a wastegate valve.
Thoroughly rugged, long-lasting construction
Extraordinary ruggedness and longevity are amongst the requirements in the class of heavy-duty, high-powered trucks. The crankcase, made of grey cast iron with an alloy developed and patented at the Mannheim plant, has both horizontal and vertical ribbing and is therefore extremely stiff. The distance between cylinders is small to maintain a compact design.
Extraordinary ruggedness and longevity are amongst the requirements in the class of heavy-duty, high-powered trucks. The crankcase, made of grey cast iron with an alloy developed and patented at the Mannheim plant, has both horizontal and vertical ribbing and is therefore extremely stiff. The distance between cylinders is small to maintain a compact design.
The single-piece pistons are made of steel to
ensure maximum durability. Thanks to minimal distortion of the pistons
and the stiff crankcase, oil consumption and blow-by losses are minimal –
this lowers costs and improves environmental compatibility.
Efficient cooling with divided air flow
Wet cylinder liners ensure optimal engine cooling. The main air flow flows around the top third of the cylinder, while a smaller air flow is directed at the lower section of the cylinder liner, which is subjected to lower temperatures. Generally speaking, the coolant paths are short, resulting in extremely efficient cooling.
Wet cylinder liners ensure optimal engine cooling. The main air flow flows around the top third of the cylinder, while a smaller air flow is directed at the lower section of the cylinder liner, which is subjected to lower temperatures. Generally speaking, the coolant paths are short, resulting in extremely efficient cooling.
Highly stable cylinder head, distortion-free design
The single-piece cylinder head of the new engine is made of compacted graphite cast iron. It is highly stable and designed to withstand high ignition pressures of over 200 bar. The material of the cylinder head and crankcase has the same expansion coefficient. This means there is absolutely no distortion between the components. The cooling ducts in the cylinder head are arranged in two levels. A precisely adjusted longitudinal flow complements the primary transverse flow.
The single-piece cylinder head of the new engine is made of compacted graphite cast iron. It is highly stable and designed to withstand high ignition pressures of over 200 bar. The material of the cylinder head and crankcase has the same expansion coefficient. This means there is absolutely no distortion between the components. The cooling ducts in the cylinder head are arranged in two levels. A precisely adjusted longitudinal flow complements the primary transverse flow.
Two overhead composite camshafts
The compact, stiff gear drive is situated on the output end of the engine. It is quiet, smooth and highly efficient in its operation. It drives the two overhead cams, amongst other things. These camshafts are composite and based on a hollow shaft – a first for engines of this size category. Using low-friction plain bearing rocker arms in the crossflow cylinder head, the camshafts each control two inlet and exhaust valves per cylinder; these are arranged vertically in the head.
The compact, stiff gear drive is situated on the output end of the engine. It is quiet, smooth and highly efficient in its operation. It drives the two overhead cams, amongst other things. These camshafts are composite and based on a hollow shaft – a first for engines of this size category. Using low-friction plain bearing rocker arms in the crossflow cylinder head, the camshafts each control two inlet and exhaust valves per cylinder; these are arranged vertically in the head.
Variable X-Pulse fuel injection system
As in the other new-generation heavy-duty engines with the three-pointed star, the flexible common rail system with X-Pulse pressure boost is responsible for fuel injection in the OM 473. The maximum pressure of approximately 900 bar in the common rail is increased to up to 2,100 bar in the individual injectors. The X-Pulse system used exclusively by Mercedes-Benz continually adjusts the injection specifically for each cylinder based on the engine’s current operating conditions. Alongside the injection timing and amount, the injection quantity and the injection pressure, modulation of the individual injection characteristic (called rate shaping) is also possible. At the same time, the injection is extremely stable. Combustion chamber and fuel injectors adapted to the engine The combustion chamber in the piston crown of the OM 473 is shaped like a graduated bowl. Both the shape of the bowl and the geometry of the six-hole injectors are adapted to the special characteristics of the turbocompound system.
As in the other new-generation heavy-duty engines with the three-pointed star, the flexible common rail system with X-Pulse pressure boost is responsible for fuel injection in the OM 473. The maximum pressure of approximately 900 bar in the common rail is increased to up to 2,100 bar in the individual injectors. The X-Pulse system used exclusively by Mercedes-Benz continually adjusts the injection specifically for each cylinder based on the engine’s current operating conditions. Alongside the injection timing and amount, the injection quantity and the injection pressure, modulation of the individual injection characteristic (called rate shaping) is also possible. At the same time, the injection is extremely stable. Combustion chamber and fuel injectors adapted to the engine The combustion chamber in the piston crown of the OM 473 is shaped like a graduated bowl. Both the shape of the bowl and the geometry of the six-hole injectors are adapted to the special characteristics of the turbocompound system.
The result of this highly variable injection
system with efficient combustion is a quiet, smooth-running engine, low
fuel consumption and minimal exhaust emissions.
Extremely powerful decompression engine brake
The already familiar, extremely powerful pressurized decompression engine brake is also used in the new OM 473. The driver activates the brake in three stages via the right steering-column lever, and it provides an extremely fast response.
The already familiar, extremely powerful pressurized decompression engine brake is also used in the new OM 473. The driver activates the brake in three stages via the right steering-column lever, and it provides an extremely fast response.
Owing to the significantly
larger engine size of 15.6-litres, the engine brake for the OM 473
clearly outperforms its high-output counterpart in the OM 471,
developing up to 460 kW (625 hp).
Efficient exhaust gas treatment for the Euro VI emissions standard
In the new OM 473, as in the previously introduced OM 470 and OM 471 heavy-duty engines, cooled exhaust gas recirculation is used to achieve low untreated exhaust emissions. Like all engines in the new-generation BlueEfficiency Power units, the OM 473 also has a highly efficient exhaust gas treatment system based on the Mercedes-Benz BlueTEC technology with SCR technology. A synthetic urea called AdBlue is added to the exhaust gas. In the SCR catalytic converter located downstream, harmful nitrogen oxides are converted to nitrogen and water, harmless components of the air. The consumption of AdBlue is very low, at two to three per cent of fuel consumption. This can be attributed to the engine’s low emissions. And there is also a particle filter. All components are specifically adapted to the OM 473. All three performance versions of the new engine meet the Euro VI emissions standard.
In the new OM 473, as in the previously introduced OM 470 and OM 471 heavy-duty engines, cooled exhaust gas recirculation is used to achieve low untreated exhaust emissions. Like all engines in the new-generation BlueEfficiency Power units, the OM 473 also has a highly efficient exhaust gas treatment system based on the Mercedes-Benz BlueTEC technology with SCR technology. A synthetic urea called AdBlue is added to the exhaust gas. In the SCR catalytic converter located downstream, harmful nitrogen oxides are converted to nitrogen and water, harmless components of the air. The consumption of AdBlue is very low, at two to three per cent of fuel consumption. This can be attributed to the engine’s low emissions. And there is also a particle filter. All components are specifically adapted to the OM 473. All three performance versions of the new engine meet the Euro VI emissions standard.
Weight commensurate with performance
The rugged new Mercedes-Benz OM 473 is relatively compact, at 1,425 mm long (without fans), 1,128 mm wide and 1,212 mm high. The weight according to DIN 70020-GZ is 1,284 kg, an appropriate weight for a heavy-duty engine of this size which already meets the Euro VI emissions standard for the highest of demands.
The rugged new Mercedes-Benz OM 473 is relatively compact, at 1,425 mm long (without fans), 1,128 mm wide and 1,212 mm high. The weight according to DIN 70020-GZ is 1,284 kg, an appropriate weight for a heavy-duty engine of this size which already meets the Euro VI emissions standard for the highest of demands.
Systematically trimmed for economic efficiency
Customers will choose the OM 473 primarily due to its performance; even so, its developers paid close attention to maximum economic efficiency. Alongside the comparatively favourable fuel and AdBlue consumption, this includes factors such as long maintenance intervals for the engine of up to 150,000 km in long-distance haulage. The particle filter only needs to be cleaned for the first time at 450,000 km and thereafter only every 300,000 km.
Customers will choose the OM 473 primarily due to its performance; even so, its developers paid close attention to maximum economic efficiency. Alongside the comparatively favourable fuel and AdBlue consumption, this includes factors such as long maintenance intervals for the engine of up to 150,000 km in long-distance haulage. The particle filter only needs to be cleaned for the first time at 450,000 km and thereafter only every 300,000 km.
The easily accessible filter module with oil
and fuel filters, and the water separator for the fuel system on the
cold side of the engine simplifies service – a further cost-reduction
factor.
Longevity proven in practice
Extreme longevity is one of the essential points of economic efficiency for the new OM 473. It achieves a B10 value of 1.2 million km. In other words, at least 90 per cent of the engines achieve this value without a thorough overhaul. The engines have furnished proof of this not just during testing, but rather in practical applications on another continent.
Extreme longevity is one of the essential points of economic efficiency for the new OM 473. It achieves a B10 value of 1.2 million km. In other words, at least 90 per cent of the engines achieve this value without a thorough overhaul. The engines have furnished proof of this not just during testing, but rather in practical applications on another continent.
Millions of kilometres in daily operation
The new Mercedes-Benz OM 473 is specifically designed for European requirements. But the engine benefits from extensive testing in North America, where for the past five years over 100,000 units of the same engine block have already been in use as Detroit Diesel DD 16 and 15 with two different engine capacities (15.6-litres and 14.8-litres).
The new Mercedes-Benz OM 473 is specifically designed for European requirements. But the engine benefits from extensive testing in North America, where for the past five years over 100,000 units of the same engine block have already been in use as Detroit Diesel DD 16 and 15 with two different engine capacities (15.6-litres and 14.8-litres).
This
means a kilometre reading to date of many billions of kilometres in
total. During this time, a number of engines have covered over a million
miles (1.6 million km) of daily haulage in tough real-world conditions.
The turbocompound technology amongst others has proven highly
successful. In Europe, only the larger 15.6-litres variant is used. It
differs from the American powerplants by more than 200 parts. The
different manufacturing plants – the units for Detroit Diesel are
produced in North America – make the distinctions clear.
Tough, intense testing in overload mode
The European version of the engine was subjected to tough, intense testing on par with any new engine from Mercedes-Benz. Alongside extreme driving cycles in the Spanish Sierra Nevada and cold tests in Scandinavia, this includes endurance runs in South Africa. There it was tested, amongst other things, in the overload range with 60-tonnes of gross combination weight in semitrailer/tractor combinations with two semitrailers, in extremely rugged topography. By the start of production, the OM 473 will have covered around 18.5 million test kilometres in total – an impressive number.
The European version of the engine was subjected to tough, intense testing on par with any new engine from Mercedes-Benz. Alongside extreme driving cycles in the Spanish Sierra Nevada and cold tests in Scandinavia, this includes endurance runs in South Africa. There it was tested, amongst other things, in the overload range with 60-tonnes of gross combination weight in semitrailer/tractor combinations with two semitrailers, in extremely rugged topography. By the start of production, the OM 473 will have covered around 18.5 million test kilometres in total – an impressive number.
In a subsequent step,
the extremely durable engine will also be used in heavy-duty tractor
units from Mercedes-Benz. It also serves as the basis for an industrial
engine in the off-highway segment under the name MTU 1500.
No comments:
Post a Comment