As long as you are more than 10hp per tonne you will make good enough progress. More gears makes for a better experience but for less than an hours drive it won't be a problem atall
Haven't been to see it yet ... but apparently it's "eps" which is semi auto I believe?Most 18t here are 220 to 250 bhp with 6 speed boxes. You do see the odd 300bhp usually with 8 speed 4over4 box but very rare.
Is the merc your looking at an 8 speed all across box?
I thought the 10 bhp per ton rule was for tractors - which obviously have the advantage of going slow and not for wagon.As long as you are more than 10hp per tonne you will make good enough progress. More gears makes for a better experience but for less than an hours drive it won't be a problem atall
I thought the 10 bhp per ton rule was for tractors - which obviously have the advantage of going slow and not for wagon.
Yea I run at 44 ton but with 620 hp you can never have enough powerI think alot of tractors run well below that.
Arctic's at 44t here are still mostly 440-450hp.
Tipper firms seem to go for bigger engines so they can drive like nutters but most lorry's over here arnt far out from 10hp per ton unless owner operators
Tippers, mixers and hook/skip wagons generally are run max weight or empty where super market artics never will be full even when loaded so no need for high power unlike tippers and the like plus the need to go off road often with slopes and soft ground sapping power
More to go wrong plus if steep hard going fully loaded on a hill your not wanting to change gear for fear of missing and starting from scratch on a hill just hold it in the gearBut what I never understand is it seems rare to have anything other than an 4 over 4 gearbox in them. If the drivers learnt to drive a splitter then they wouldn't need so much HP.
More gears is equally as important as more HP. And a smaller engine with more gears is better to drive on hills than a bigger engine with less gears.
More to go wrong plus if steep hard going fully loaded on a hill your not wanting to change gear for fear of missing and starting from scratch on a hill just hold it in the gear
Splitter more for road I would say
Yeah that's roughly right from what I've seen of them. Though not driven one.From memory it's electronic buggery that you preselect the next gear before dropping the clutch and letting it "majgik"
Bit like marmite. I've not run one in proper anger so I can't inform you much more than that.
have had splitters and three-range Roadranger boxes in cranes and always pulling max weights - liked both ...
splitter was good on hills as you always had a half cog, if you couldn't quite make it in what you were in ....
the 3/5/5 Roadrangers were lovely boxes and the ratios were always damned near perfect, but were a 'heavy'/long travel stick ... but when you knew 'em were, as I said - lovely ... with 45+t of 8 leg Grove and a mere 290 donkeys they were a perfect match (in their day) ..... only once did I ever think I was gonna run out of cogs, but was some ****ing hill and was in bottom crawler as I crested the top .... never ask a milkman for directions
Couple I've seen of interest
Merc axor 1829nl 2012 225,000kms
Renault premium 280 2009 170,000kms
Both same money - reconditioned with new 14t hookloader gear - both carry about 9.5t with a skip on.
Unfortunately neither seem to have exhaust brake or equivalent..... is that a must ?
Merc versus Renault ?
View attachment 31400
View attachment 31401
Yes the daf I drove the other day had the brake on a stick - with 3 stages - worked well tbf as didn't need to brake much at all when you got the knack.Exhausts brakes arnt a must on local roads they are nice but not a necessity. But have you checked most modern lorries I've driven will either automatically apply the exhaust brake when you let of the accelerator or when you gently touch the break pedal.
I think only daf have a separate control for it now.
Also if they arnt used often enough you use then and they get stuck on which is a pig when you want to get home