A Monthly Update of Global Trucking News

Compiled Exclusively for FleetWatch by Frank Beeton of Econometrix (Pty Ltd.

Mercedes Benz Actros - Chapter Two

WHEN HISTORIANS sit down to write the story of road transport in the Twentieth Century, they may well have to devote at least one whole chapter to the Mercedes-Benz Actros. Launched initially in 1996, Actros deviated materially from the accepted norms in many areas of its specification, and, in effect, set the initial pace for trucking in the 2000's.

In some respects, it represented a major mind-set change for its manufacturer, DaimlerChrysler, who, far from being a technological slouch, were generally regarded as fairly conservative in respect of their mainstream truck designs. The impact of increasingly more demanding First World environmental legislation coupled to a need to match and improve on competitors' performance, economy and driver appeal standards, prompted the world's number one truckmaker to throw away the traditional concept of incremental refinement and to start the Actros project on a clean sheet of paper. 

The result, to be fair, was not immediately to everyone's taste and the inevitable early snags that flowed from such a radical direction change opened the door for less adventurous rivals to nibble away at DaimlerChrysler's world market leadership. However, it soon became apparent that the manufacturer had lost none of its commitment to the truck business and would do whatever was necessary to consolidate Actros as the main platform for its future success at the heavy end of the market.

Consequently, visitors to last year's 2002 IAA Show at Hanover, Germany got the first look at the second generation Mercedes-Benz Actros which will enter the European market this year. Externally, the new version has subtle revisions to the headlights, grille and aerodynamic management which identify the upgrade but the more serious changes have taken place inside, and under, the sheet metal. The new curved dash and fascia have changed colour from blue to dark grey/leather-effect, which has elicited favourable media comment regarding perceptions of improved quality. Considerable attention has been paid to refining the vehicle/driver interface, including the more convenient location of switches and controls, new steering wheel shape and adjustment mechanism, revised instrument layout and computer display in a central binnacle, new seats, four optional passenger seating layouts, additional interior space provided by the lengthening of the cab shell by 110 mm., numerous storage lockers, and new, more luxurious sleeping bunks. 

Technically, the latest Actros still uses the OM 501 V6 and OM 502 V8 engine family - now in ratings which cover the spectrum from 320 bhp (235 kW) to 578 bhp (425 kW). New features at the rear of the chassis include the HL6 air-suspended single drive axle which saves 90kg compared to the previously fitted cast axle and the option of 495/45 R22,5 super-wide run-flat single tyres in place of the more normal dual fitment. Xenon headlamps are offered as an option to the standard clear-lens types.

Although there has been considerable speculation that Actros may adopt new in-line engines in future, there was no indication of such a change at Hanover 2002. The second-generation Actros is clearly an evolutionary step, intended to consolidate the considerable effort DaimlerChrysler has put into optimising the original product.

Initial media response to the new edition has been positive, particularly in respect of the driver convenience upgrade but its real test will be market reaction and sales once it becomes freely available. If the new Actros is both efficient and reliable off the showroom floor, it will provide its rivals with many headaches and completely justify the giant leap of faith that its manufacturer took back in 1996.

GM/Isuzu relationship changes shape.

The relationship between General Motors Corporation and Japanese vehicle and engine builder Isuzu Motors is undergoing a total change. The link-up between the world's largest automaker and the Japanese company was first established in 1971 when GM purchased a 34% shareholding in Isuzu. Since then, the GM shareholding has grown to 49%, mainly by way of equity injections to support specific product and component programmes carried out by Isuzu on behalf of the global GM family.

Unfortunately, despite an enviable reputation for its products and advanced diesel technology, Isuzu has slid into an increasingly untenable loss-making situation and has recently embarked on a three-year business and financial restructuring plan intended to restore the company's financial health.

Part of this plan is a complete redesign of the GM/Isuzu relationship. The previous 49% GM investment in Isuzu was written off by the American corporation during 2001 and this shareholding will be officially "retired" during the present Isuzu financial restructuring. GM will then acquire 12% of the "new" Isuzu for a sum of 10 billion Yen, or around US$ 80 million. However, General Motors is also investing a further Y50 billion in securing key Isuzu products and operations seen as vital to the global interests of the corporation. By doing this, it will acquire control of Isuzu's Duramax, Circle L and V-6 diesel engine technologies, the Isuzu Motors Polska small-displacement diesel engine operation in Poland, and the DMAX heavy-duty diesel engine business in the US.

As part of this arrangement, GM and Isuzu have agreed on the appointment of Basil Drossos as co-representative director and executive vice president of Isuzu Motors. This GM Asia Pacific executive will support Isuzu management in his expertise areas of sales, servicing and marketing. 

These changes should allow Isuzu's management more freedom to concentrate on managing the company's financial revival and the promotion of its own vehicle range which consists, primarily, of light, medium and heavy trucks.

At Scania, 5 follows 4

The hottest current object of interest for Europe's industrial espionage corps, commercial vehicle division, is the Scania 5 Series. Based on a careful analysis of clandestine photographs, journalists have concluded that the new series - which may start to replace the current 4 Series towards the end of 2003 - differs from its predecessor in several significant areas.

It is speculated that the 5 series will have a flat, or nearly flat, cab floor, reprofiled roof to allow the Topline version to meet the 4m European overall height limit, new front-end structure incorporating soon-to-be-mandatory front underrun protection, and new grille and bumper styling.

Although not visible in the spy photographs, anecdotal evidence regarding the cab interior suggests changes from the 4 Series which include a remodeled dash, steering column repositioned further forward, top bunk moved to the rear, full-width front lockers, and a generally more user-friendly driving environment. Although technical changes are less easy to predict than visible cosmetic upgrades, it has been suggested that the new 5 Series will feature a four-airbag rear suspension (on 4x2 models), an updated two-pedal Opticruise automated mechanical transmission, and developed versions of the current 12 litre 6 cylinder, and 16 litre V8 Scania engines.

Hino and Scania: The Plot Thickens..........

There was a Scania on Hino Motors stand at the 2002 Tokyo Motor Show. It was a right-hand steer low-profile tractor unit optimized for Japanese operational conditions fitted with Scania's turbocompound 12-litre low-emission 440 bhp diesel engine, 12 speed manual or Opticruise automated range-splitter transmission and offered with Scania's own retarder as an option. The rearview mirrors have also been reconfigured to meet Japan's rather unique preferences and regulations. This model is to be offered for sale through Hino's extensive network in Japan in terms of the business alliance established between the two truck manufacturers last year.

Recent statements emanating from Scania executives relating to the marque's presence in Tokyo have strongly emphasized the obvious synergies that exist between their company and Hino, in terms of both corporate positioning, and product offerings. They have been particularly strong in pointing out that both brands enjoy image leadership in their geographic regions of influence and have also spelled out possible areas of future co-operation which include the use of Hino's new seven-litre engine in smaller Scania models.

They have also not specifically ruled out future equity tie-ups between Toyota-controlled Hino Motors, which celebrated its 60th anniversary last year, and Scania, whose ownership profile is due for a significant shake-up once Volvo sells its 45,5% shareholding in accordance with EU competition rules before 2004. 

This alliance between Hino and Scania is expected to result in a larger world market footprint for both manufacturers. Hino can expect considerably greater exposure in Europe as a result of the tie-up, whereas Scania stands to benefit in Asia, and Australasia, where Hino has a strong presence. 

Renault joins Nissan/Dong Feng alliance.

An agreement recently concluded between Renault Trucks and Chinese truck manufacturer Dong Feng Motors, covering diesel engine technology transfer has added another, somewhat puzzling, dimension to the truck activities of the group that can be loosely referred to as Renault, Nissan and Volvo.

This puzzlement stems from earlier announcements of extensive collaborative activities between Nissan Motor and Dong Feng which seemed to position Nissan Diesel Motor Co as the truck design and technology source for the Sino-Japanese link-up. This latest announcement suggests that Dong Feng will gain access to Renault's dCi 11-litre engine for fitment to their trucks. Possibly, this approach may have been prompted by Nissan Diesel's recently-announced plans to buy-in some Hino diesel engines to power its next generation of mid-sized trucks, and it may also be a sequel to Dong Feng's historic fitment of license-built Cummins B-type engines in its previous line-up of Nissan Diesel derived middleweights. 

Observers continue to be puzzled by some aspects of the emerging Renault/Nissan/Volvo global alliance, especially when it comes to the group's truck activities. The burgeoning Chinese market is clearly an important opportunity for Nissan Diesel to gain critical mass, given that the Japanese truckmaker seems to be excluded from direct partnerships with the family's European and US activities. If Renault engines are to be used in Nissan Diesel-derived Dong Feng trucks in China, then why not fit them to Japanese domestic and other export market models as well? Surely, in-group sourcing would be a preferable strategy to the use of arch-competitor Hino's power units.