Does the best all-rounder come from Munich, Stuttgart, Turin or Södertälje? And what can Euro 5 mean to your operation? Test report by Richard Gruenig of Trucker magazine, photography by Karel Sefrna.

Despite the last-minute sales rush to buy Euro 3 vehicles while they were still available, Euro 5 has quickly made itself felt in Germany. Increased demand has led to all the manufacturers offering the popular 430hp engine variant in their ranges. DAF has updated its model ranges for Euro 4 and 5 and is committed to SCR (selective catalytic reduction) technology. Iveco has renewed its entire engine range over the past six years and has also gone the SCR route.

MAN is confident its D20 and D26 engines will be just as competitive wiTheGR technology for its Euro 4 range, but currently can only offer SCR in its Euro 5 trucks aimed primarily at the German market. Mercedes is committed to SCR (branded BlueTec) down to 5.9 tonnes; Scania will use SCR on its V8 engines to meet Euro 4 and Euro 5 emission standards. And Volvo and Renault also nail their Euro 5 colours to the SCR mast.

So at Euro 5 – for a change – there is unity in achieving the highest pollutant standard. Each of the four test candidates here is betting on reducing the nitrous oxides in the exhaust emissions by means of AdBlue and a selective catalytic reduction. In this group test Mercedes's Euro 5 debutante Actros challenges the Iveco Stralis and Euro 5 trucks from the Euro 4 exhaust gas recirculation supporters MAN with a TGA and Scania with an R420. To create uniformity all four trucks have automated gearshifts, retarders, complete aerodynamic packages, as well as identical tyres. The cabs are equipped for a single driver.

To create identical prerequisites for all the test vehicles, the fuel economy assessment was carried out using a reference 40-tonner – in this case a Euro 3 Actros 1846. The Actros runs alongside each 234km test run with Trucker's road testers driving the four vehicles under assessment. Performance, noise and cab measurements were carried out on a test track. An assessment for ease of daily checks and maintenance plus servicing intervals and dealer networks – applicable to Germany – is also factored in. Following this, each truck is driven around a road route by eight different test drivers and everything from the ratio matches to the dashboard layouts were scored to get as wide a view as possible on each truck. The detail is in the tables.

Engines

The engine plays a central role in the assessment of a vehicle and, despite conversion to Euro 5, all four engine/gearbox combinations have retained their fundamental Euro 3 characteristics. Only the Iveco has increased in engine output. Not only has power been increased by 20hp but also the torque rating has jumped by 200Nm (148ft-lb). Although this is enough to put it ahead of the field in performance terms, the favorites still come from Munich and Södertälje. In spite of its modest cubic capacity of 10.5 litres, the MAN puts on a good show; even at low revs it offers the same torque output as its more voluminous rivals. The six-cylinder motor is not afraid of high loads and always remains in the green range. The TGA has the shortest rear axle ratio in the test and this helps it to make a good showing in the performance tests.

The Scania makes an equally powerful impression, the 12-litre engine and well matched driveline mastering its 40-tonne load with ease. In spite of its tall rear axle there never seems to be a lack of performance. The automated Opticruise gearshift has to change the gears more often than MAN's ZF-based Tipmatic system, but the driver will not notice because the transmission does all the work. The Scania does not give the impression it is working hard thanks to its low noise levels. The MAN D20 was the truck that gave its driver the most audible feedback. The more powerful Iveco six-cylinder performs the best in the acceleration stakes but due to its comparatively short rear differential ratio, the MAN sets the standards in the roll-on test. Although the Iveco shakes the MAN off in the sprint to 85km/h by six seconds, from 60 to 85km/h the TGA is ahead. The Mercedes and Scania only needed one to two seconds longer to reach motorway speed.

Productivity

Rising fuel prices mean performance comes second to economy. Unfortunately the otherwise good MAN rapidly lost its magic here. At 8.35mpg it consumed the most. In the assessment we added the AdBlue consumption in price proportion to the diesel. All consumption values given are inclusive of AdBlue. Scania and Mercedes at 8.61mpg delivered a competitive head-to-head race, the Actros getting it by a nose thanks to its higher average speed.

It is interesting to note that when comparing the average consumptions to that of the Trucker test driver, who always drove in the same style, a different picture shows: Iveco, 8.53mpg, 75.6km/h; MAN, 8.48mpg, 76.6km/h; Mercedes, 8.50mpg, 76.1km/h; Scania 8.74mpg, 75.5km/h. This shows that in reality there is virtually nothing in it. The most economical in this group is the Scania, which is also the slowest. The MAN uses 10% more fuel than the Actros, and is in return 0.5km/h faster. The Iveco is only minimally faster than the Scania, but is 20% better on fuel consumption than the MAN. In overall economy this result would bring Scania to the front but the Actros earned 898 out of a 1000 points in spite of its higher chassis weight of 7250kg. At 7330kg, the Scania is only 10kg heavier than the MAN and achieves 890 points. MAN and Iveco follow with 878 and 867 points.

Transmissions

An interesting new feature seen here is the new Powershift transmission from Mercedes. The 12-speed constantmesh countershaft transmission won the tester's hearts at first go. However, it owes this less to new technology and more to comfortable design. The successful operating concept and the high standard of electronics made a significant impression. The gear change is still slower than the MAN and Iveco's ZF derived boxes but, to Mercedes's credit, it is considerably softer than the Telligent automatic it replaces.

The best automated gearshift in the test came from ZF. Iveco, with its new transmission operating philosophy, now has something more to offer than MAN with its control stalk. This said, in the opinion of the testers, the MAN offers the slickest change and the most successful gears to match the engine characteristics.

Braking

Mercedes' braking system offers the highest standard in these four trucks when it comes to the integration of the supplementary brakes into the automated retardation system. Everything is just that little bit better and is controlled more sensitively than the competition. The truck from Stuttgart is also more likeable thanks to an exact regulation and operation of cruise control. Unfortunately, auxiliary brakes are an area where the Scania falls down but it scores points in the ride, handling and steering department.

Thanks to the optimally adjustable steering wheel position, the firmly sprung cab and its overall design, the R-Series offers a very grounded driving experience. You feel completely safe and can steer the truck with ease. This does not mean the competitors are bad, just that in our opinion the Scania is better. Because of its high degree of power-assisted steering, the Actros's handling can be described as on the spongy side.

On balance, though, the overall car-like design of the Mercedes makes a good impression and our test drivers awarded the Actros high scores for driver comfort. The Scania scored points in spite of its harder feel and the test drivers were divided – those who prefer a harder and more direct feel opposed to those who prefer to 'float' over the road. There is no debate where the brakes are concerned. All our test trucks were fitted with retarders and full sets of disc brakes produced braking of the highest standard, although as already mentioned the Scania dropped marks thanks to a below-average exhaust brake.

The MAN TGA scored thanks to the excellent electronically controlled EVB engine brake. The weakest retarder in the test was offered by the Actros, the strongest and most sensitive the MAN, with Iveco's fit just behind.

Interior

The best seat still comes from Södertälje, where the Isri product is being improved further. Together with a good fit the tester praised the intuitive operability and the wide adjustment range. These two points let down the Iveco and MAN. Length adjustment and positive operation are lacking.

The Mercedes and Scania have a good interior design with a different approach but reach a similar commendable result. The semi-circular arrangement of the instruments, an easy to operate multi-function steering wheel – as well as instruments that are well placed in the field of vision – qualify both as excellent trucks to drive. However, both are narrower than the MAN –the straight dashboard of the MAN gives more freedom of movement for the driver.

All the manufacturers offer stowage compartments, can and bottle holders but we feel that MAN could make some improvements. An attempt to brighten up the dismal plastic interior by using high-grade wood did not work for us. The colourful cockpit of the Stralis is also a matter of taste. We chose the Mercedes as the most pleasing environment due to its solid workmanship and well-chosen materials. However, the huge engine hump in the cab limits freedom of movement and one of the useful drawers under the seat has gone. Dull fascia aside, king of stowage compartments is the MAN TGA. The XLX offers as much room as the XXL. Dispensing with the giant front windscreen is easy – and the XLX cab is cheaper!

While the Iveco, MAN and Scania have different qualities in heating and ventilation, they shared the same number of points in this department but the Actros won out here by a decisive margin. It regulates its air conditioning system more consistently than the Scania, it distributes the air better than the MAN, and its fan works more quietly than the Iveco's. The new EU legislation has turned today's trucks into mirror monsters, but this is a good thing, because blind spots have been dramatically reduced. The front mirror of the Actros is certainly the ugliest but it offers the best overview. The camera in the Scania is a nice touch but you cannot beat a conventional mirror for a better sight sequence and an expensive LCD screen is not necessary.

Conclusion

Up to this point the results are clear. The Actros gets the vote as the best all-rounder and the scores put it ahead by a nose.

The Actros is followed by the economic and lighter Scania. In terms of whole-life costs and squeezed margins, service and maintenance costs must be taken into account and this throws the Scania back to last place. A short 60,000km maintenance interval and an out-of-date onboard computer, which neither supports the driver usefully nor helps the fleet manager in service planning, proved its downfall.

The Iveco scores top marks with its 150,000km service interval, as does the MAN with its simple design of daily service checks and integration of most queries with the on-board computer. Our test vehicle did not achieve the 100,000km service interval promised by Mercedes. At 55,000km the computer signalled that a service was due, which means it is no better than the Scania or was faulty. The winner in the end is the Actros thanks to its high degree of economy and balanced qualities. However, the rest of field is not so far away to exclude them from a purchasing decision.

Euro 5 Group Test

Why are we reporting on a Euro 5 road test conducted in Germany? The answer is that currently UK manufactures are finding it hard to get their hands on RHD products. There are some being prepared for UK road tests but they will not be ready until the autumn. But our aim is to keep you as up to date as possible with product so we hope you found this Euro test informative.

Early adoption of Euro 5 in Germany is a no-brainer for operators thanks to the toll concessions on the MAUT system. In the UK we are still trying to persuade the Treasury that some form of fi nancial incentive for early use of Euro 5 commercial vehicles has to be considered. In our inner cities local authorities will eventually introduce low emissions zones so operators of Euro 5 vehicles will have the most to gain here. The other consideration is residual values. Euro 5 comes into force in October 2009. That is only three years away. Bearing in mind many vehicles have fi rst lives of three to fi ve years and it is clear that residuals on Euro 5 trucks bought in the next 12 months should hold up and UK operators are already cottoning on to this with some orders being placed.

All these Euro 5 tractor units achieved what we believe to be excellent fuel returns at 40 tonnes. The good news is that, despite costing around £5000 more than a Euro 3 equivalent to buy and despite the additional cost of AdBlue, fuel savings should even things out over an average three-year life.