On 29th and 30th March 2007, I attended a training course for the Mercedes-Benz Actros at the UK DriverTraining Centre at Tankersley near Barnsley.
The reason I went was because our fleet is predominantly Actros and our Training Manager was concerned that we were not getting the best from our trucks in terms of both economy and performance. He selected a day driver (me) and a night driver (my mate, Pete) to go so that both shifts at our depot would have access to a Mercedes-Benz trained driver.
So off we went, not really knowing what to expect. What an impressive place!! It is huge. The site is also home to a CV dealership. All around the walls were large pictures of Mercedes-Benz trucks — from years ago, right up to the present day in loads of different company liveries, as well as an enormous aerial view of the site. When you look at this, you realise what an enormous site this is.
We’d arrived slightly early and met up with our two trainers, Chris and Wayne, and the third trainee, Steve who was from another DHL site. I was pleased that we had such a high trainer: trainee ratio as it allowed plenty of opportunity to ask questions.
The course would be split into theory sessions and practical sessions to put in place the theory we were learning. We were asked if we minded a fifteen year old lad named Ryan who was on work experience sitting in on the course. He had had ten days of doing admin and filing and as a treat to finish off his time, they wanted to get him on a course where he would actually learn about the trucks. None of us objected to him being there, so Chris went and fetched him. It turned out he was a good lad and we had quite a good laugh with him. It soon became obvious that he was (like most of us trainees) total ‘motor heads’, interested in cars and bikes, as well as trucks.
We started in the training room. My initial thoughts were what a professional set-up Mercedes-Benz had here. The seats were nicely padded and very comfortable, arranged around tables that were placed in a V formation. At the front of the room was the trainers’ desk. On the desk, and also on other desks around the edges of the room were various parts that had been removed from various M-B trucks from the old SK, right up to the latest Axor and Actros models. These were for demonstration purposes, and included the original EPS, first generation, and second generation Telligent gear selectors, an entire Actros MP2 steering column and wheel, dash panels from Atego, Axor and Actros. These guys were very well prepared! They had laptops connected to a projector that was used to show various DVDs (narrated by Quentin Wilson, no less) PowerPoint presentations and graphs. It was very apparent from the outset of the level of investment M-B puts into the training it provides. These guys were professionals.
The room had tea, coffee, chilled soft drinks, and lots of sweets in it, which we were invited to help ourselves to.
We had the obligatory fire procedure explanations, and went through a timetable that had been devised. It was stressed that this was not rigid, and it was more to give us an idea of the topics we would be covering. We were also told that we should ask questions as much as we wanted if a concept was not quite clear. Tea breaks would be regular, and where we could smoke if we wanted to.
We started off watching a DVD charting the history of the company. This was fascinating viewing and really informative.
We then discussed what we all wanted to get out of the course, and it was stressed to us that the Axor is a very different truck to the Actros. This was not an issue for me because my depot does not operate any Axors.
We then looked at the cab in detail, the controls - dashboard, stalks, cruise, limiter, engine brake, Telligent and Telligent fully automatic, and so on.
It was during this session that I realised that while anyone can climb into an Actros and make it go, they have loads of neat features that are really nice to have.
After learning about the features of the vehicle, we were going to go for a drive. It was decided that Chris would take Pete and me. Wayne would take out Steve in a different truck as his depot operated the fully-automatic version of the Telligent transmission. He’d not driven a manual for a good while, and we all agreed that he would benefit from more time behind the wheel. Ryan chose to ride with us.
Then we hit a hurdle. Steve did not have a digital tacho card. It was a problem because none of the regular training vehicles had analogue tachos. This will give you a clue as to the age of the trucks, and reminded me of how serious M-B are about their training. After having a look around the site, Wayne managed to find an ‘old’ 55 plate truck with analogue tacho.
We went outside to check out our wheels. Here it is.
It is an Actros 2546 6x2 MegaSpace with manual 16 speed Telligent transmission, coupled to a 13.6m curtainsider, loaded to about 43 and a bit tonnes GVW.
A quick look around it and I discover that our truck is a seven seater. There are three seats in the front and four where the bunks would normally be across the rear of the cab. All were fitted with three point belts. I innocently said how good a job the company that had done the conversion had made of it — seat fabric even matched perfectly. Chris was horrified by this and explained that these trucks are purpose-built at the factory in Germany. I should have known, shouldn’t I?
I was first to drive. I wanted to go second, but Pete had already installed himself in the passenger seat. The git! So I fired the thing up and noted the galactic mileage the thing had done.
Out on the road, it soon became very obvious why M-B chose this area to do driver training in. In a word HILLS. Every road we went down we were going up or down. We never seemed to be on the flat. It was also obvious (apart from his accent) that Chris was a local to the region, because some of the roads were a tad tight. You know the sort. When you start to think, ‘Should I be down here in an artic with all these tree branches hitting the windscreen?’ and ‘If I had to turn around for some reason, where on earth could I?’
I had spoken to Pete a few days earlier about what techniques to use, and we’d agreed that we should drive only within the green band, and to let Telligent decide the next gear, as opposed to using the paddle to select a gear. So this was basically all I did.
I really enjoyed the drive and I did my best to keep the engine spinning in the green band, while also making decent progress.
I also discovered how loud those factory fit air horns are. You feel the vibration from them as much as you hear them. My only criticism of my own truck would be sorted with a pair of these adorning the roof. I want a horn that reflects the size of the vehicle it is fitted to.
After about forty minutes or so Chris asked me to pull in and let Peter have a go. This was the first ever ride I’d had in an Actros as a passenger, and it struck me how quiet and comfortable the truck is. I don’t normally like being a passenger in a truck.
Pete drove in the same style that I had done, and I’m certain that Chris realised we had discussed how we were going to drive by a few tongue-in-cheek comments he made.
After arriving back at Tankersley, we had yet more refreshments and summed up what we’d done. We looked briefly at what we were going to do the following day and that is where we left it for the day. We didn’t really get much feedback on our drives, other than to say we had been safe and smooth. I wanted to know Chris’ opinions on efficiency, but he was holding back. He assured us that we would be looking at this topic and also how to get better performance out of the truck at the same time.
We checked in at the Premier Travel Inn just around the corner for the night. An excellent meal was had in the Brewers Fayre next door. We both had a couple of pints but left it at that bearing in mind we would be doing a lot more driving the next day.
So off to bed at about 2330. Nice early night. Didn’t have to get up until 0730. Or so I thought. At 0100, the fire alarm went off and red lights in my room started flashing. I buried my head under the pillow for a minute hoping the noise would stop. However, it didn’t. I wondered if we were burning down as I put some clothes on and headed for the fire exit. Outside I found Pete and we both noted how cold it was outside!! It soon became apparent I had been forced to get out of bed due to a false alarm. I saw the guy from reception in the car park muster point. He was on the phone to his boss trying to find out how to switch the alarm off. After about 30 minutes we were allowed to go back to bed. My nice long sleep mucked up. Cheers for that Premier Travel Inn.
After breakfast, we headed back to M-B for day two. Over coffee we discussed how we felt we’d done on our drives and how we could improve. While, according to Chris none of us had driven badly as such, we all had room to improve. I was pleased in a way because it meant that the course was a worthwhile exercise, and that I was learning new skills.
Chris went right back to basics and explained the principles of V engines, their characteristics, how they should be driven differently to vehicles with in-line engines, and what techniques to use with them. It was now clear why he had stressed at the very start of the course that what we would learn was not relevant to Axor trucks.
During this session we learned that Chris and Wayne were regular visitors to M-B’s home in Stuttgart, and they were also involved in testing new vehicle types in locations around the world with other driver trainers from all over the world. We heard very interesting stories about extreme hot and cold weather testing. Some of it sounded nothing short of scary!!
I cannot regurgitate all of what I learned because I’d be here all day, but to summarise — on all M-B OM501 (Actros) engines, at maximum power (1800rpm), you only lose about 100Nm of the torque you had at maximum torque (1080rpm). In other words, if you have a monster hill to deal with and you’re 40-odd tonne up, get the revs up. Maximum power is not needed for all inclines. But when climbing hills it is important to break the drive (i.e. change gear) as little as is possible, so selecting the correct gear in good time is vital. It is important not to rev beyond maximum power however as torque drops off quite quickly after this point
We also learned about the best way to use the exhaust brake. Keep the revs up. If you go into the red a little bit don’t worry too much. However M-B doesn’t guarantee that you won’t lose a con-rod through the top of the engine if you push it too much!
Another thing I noted is that it is quite acceptable to go up to maximum power while accelerating because you can then block change one and a half, or even two gears. This reduces fuel consumption more than constantly staying in the green, but making more gear changes.
With our newly acquired knowledge fresh in our minds, we went outside to get out on the road. We split into the same groups we had been in on the previous day and off we went. I drove for the first session and what a difference I noticed when climbing hills. After a couple of hours we stopped for a coffee break and then it was Pete’s turn. He too drove in this newly acquired style and it was very obvious from the passenger seat how much quicker we were ascending the hills.
After lunch back at Tankersley we discussed how different our drives had been and looked in detail at optimum speeds to drive to get the highest average speed over a given distance while bearing in mind the effects that wind resistance has over fuel consumption. All very technical, you know. All I’ll say on the matter is that the next time you go hurtling by a Tesco artic. Think about why they travel at the speed they do. Also make a note of the badge on the front.
There is so much I’ve not touched on yet I’ve written loads. If anyone wants to know anything I’ve not mentioned then please PM me.
Or even better get your gaffer to send you on the course. The guys will be on the M-B stand at the CV Show from 24-26 April.
As we left we were issued with certificates, M-B DriverTraining baseball caps, DigiTach holders, and numerous DVDs. Chris also gave us his mobile number and email address so that we can contact him if we have any queries.
Since the course Chris has emailed me a Rev Counter PowerPoint presentation that I can show other drivers at work.
One thing I want to add is that there is always the know-it-all type of driver that knows how best to drive every truck ever made since the year dot. I wouldn’t recommend going if you are one of these because the trainers, Chris and Wayne, are true professionals with engineering and driving experience — and they will (very politely) rip you apart with their vast knowledge in front of anyone who is nearby.
For those drivers that do want to improve their skills I can’t recommend this course highly enough. It is the most enjoyable time I’ve ever had while at work. First class tuition, excellent facilities in the training room, and top motors to put the theory into practise with.
If you have managed to read all of this, thank you for your time. It is a long post (my longest, anyway), but I feel it is warranted by the good experience I had.
