Category Archives: Mercedes-Benz

Mercedes-Benz eActros 600 Launched

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Finally Daimler Truck AG have launched their long distance tractor unit offering to the world. I will happily say i love the look of it and that is a good start. It may be a facelift and redesign around the current cab, but when the cab interior works so well how would you actually improve it. This truck is capable of 500Kn / 310 miles on a single charge, which makes it much more of a viable option for some long distance work. There is a lot of information about the truck in the press release, so i have given you what i think are the parts of the seven page release, that you will actually want to read. This will put Daimler out there with the good looking Volvo option, although we will have to wait until early 2025 for RHD options here in the UK I am told. If you would like to read the full complete press release then please click the link HERE.

The eActros 600 heavy-duty electric truck is planned to define the new standard in terms of technology, sustainability, design and profitability

  • E-truck to replace majority of diesel trucks in the segment over the long term
  • Range of 500 kilometers1 without intermediate charging
  • Significantly more than 1,000 kilometers per day with intermediate charging during the legally prescribed driver breaks possible
  • Gross combination weight of up to 44 tons
  • Payload of around 22 tons with standard trailer
  • Start of sales this year – start of series production planned for end of 2024
  • New design language of the driver’s cab characterized by efficient aerodynamics
  • More than 80 percent CO2 savings2 compared to diesel-truck over entire life cycle possible
  • Karin Rådström, CEO Mercedes-Benz Trucks: “The eActros 600 stands for the transformation of road freight transport towards CO2-neutrality like no other truck with a three-pointed star. It is characterized by highly innovative drive technology that can offer our customers particularly high energy efficiency and thus profitability. This makes entry into e-mobility even more attractive for fleet operators.”

The high battery capacity of more than 600 kilowatt hours – hence the model designation 600 – and a new, particularly efficient electric drive axle developed in-house, enable the e-truck to achieve a range of 500 kilometers1 without intermediate charging. Therefore, the eActros 600 will be able to travel significantly more than 1,000 kilometers per day. This is made possible by intermediate charging during the legally prescribed driver breaks – even without megawatt-charging. Around 60 percent of long-distance journeys of Mercedes-Benz Trucks customers in Europe are shorter than 500 kilometers anyway, which means charging infrastructure at the depot and at the loading and unloading points is sufficient in such cases. For all other uses, continual expansion of public charging infrastructure is vital in order to make the electric truck viable for long-distance haulage across Europe. In addition to CCS charging with up to 400 kW, the eActros 600 will later also enable megawatt charging (MCS). From the start of sales, customers can order a pre-installation for this. As soon as MCS technology becomes available and is standardized across manufacturers, it is planned to be retrofittable for these models of the eActros 600. The batteries can be charged from 20 to 80 percent in about 30 minutes3 at a suitable charging station with an output of around one megawatt.
The vehicle is technically designed for a gross combination weight of up to 44 tons. With a standard semitrailer, the eActros 600 has a payload of around 22 tons in the EU. In some cases, national law may permit a higher payload. Visually, the e-truck is characterized by a fundamentally new, puristic design with clear lines and an aerodynamic shape. When it comes to profitability for fleet operators, the electric truck is intended to set new standards, over the long term replacing the majority of diesel trucks in the important long-haul transport segment. The core of Mercedes-Benz Trucks‘ concept for battery-electric long-distance transport is to offer customers a holistic solution consisting of vehicle technology, consulting, charging infrastructure and services.
Sales of the electric truck start this year. The start of series production is planned for the end of 2024. In addition to the tractor unit, Mercedes-Benz Trucks will also produce rigid variants of the eActros 600 right from market launch, offering customers further possible applications for all-electric transport. A fleet of around fifty prototype vehicles is currently being built, some of which are also to be put into practical testing with first customers in a next step.
Karin Rådström, CEO Mercedes-Benz Trucks: “The eActros 600 stands for the transformation of road freight transport towards CO2-neutrality like no other truck with a three-pointed star. It is characterized by highly innovative drive technology that can offer our customers particularly high energy efficiency and thus profitability. This makes entry into e-mobility even more attractive for fleet operators.”
Electricity price and toll system decisive for profitability compared to diesel trucks
The time period within which fleet operators can achieve cost parity with a comparable diesel truck using the eActros 600 in long-distance haulage differs from country to country, in particular depending on the electricity and diesel price and toll system. In the large transit countries of France and Germany, for example, a low electricity price and the planned CO2-based truck toll, respectively, have a positive effect on the operational costs of battery-electric trucks. This means that the eActros 600 can be more profitable than a diesel long-haul truck within the average vehicle holding period of around five years or after around 600,000 kilometers – despite a purchase price that is around two to two and a half times higher than the diesel equivalent. Government subsidization of e-trucks and charging infrastructure is a key lever providing support in ramping up the market. More than 80 percent CO2 savings possible compared to diesel trucks over the entire life cycle.

The eActros 600 has three battery packs, each with 207 kWh5. These offer an installed total capacity of 621 kWh. The batteries are based on lithium iron phosphate cell technology (LFP) and are characterized by a long service life. The development engineers at Mercedes-Benz Trucks have designed the eActros 600 to meet the same requirements on the durability of the vehicle and components as a comparable conventional heavy-duty long-haul Actros. That means up to 1.2 million kilometers in ten years of operation. After this period of use, the battery state of health should still be over 80 percent. Moreover, in contrast to other battery cell technologies, approximately 95 percent of the installed capacity can be used with LFP technology. This makes a higher range with the same installed battery capacity possible.
Innovative drive technology – Predictive Powertrain Control in the eActros 600
Mercedes-Benz Trucks has developed a new 800-volt electric axle with two electric motors and a four-speed transmission specifically for use in heavy-duty long-haul transport. The electric motors generate a continuous output of 400 kW as well as a peak output of 600 kW and ensure powerful acceleration, high driving comfort and high driving dynamics. The full motor output is available most of the time with almost no interruption in torque.
In addition, with an anticipatory driving style, electrical energy can be recovered through recuperation, which is fed back into the batteries of the eActros 600 and is then available again for the drive system. Recuperation puts less strain on the brakes of the eActros 600, which is a positive side effect. Depending on the situation, the driver can choose between five different recuperation levels. One-pedal driving can also be optionally enabled on the touchscreen in the digital cockpit – i.e. deceleration by means of recuperation with reduced actuation of the mechanical brake.
The eActros 600 features the tried-and-tested Predictive Powertrain Control (PPC) cruise and transmission control, which is specially tuned to the electric drive system. The anticipatory drivetrain control automatically takes into account the topography, course of the road and traffic signs for the most efficient style of driving. Route information from the navigation system is now included to facilitate better recognition of the situation on the road ahead. This allows the driver to avoid unnecessary braking, accelerating and shifting and to exploit the battery energy as efficiently as possible.

The new design language of the driver’s cab of the eActros 600 is characterized by particularly efficient aerodynamics. This is achieved with the large, completely closed and rounded-off front hood, an optimized bumper, including underbody paneling, an aerodynamically improved driver access and extended end flaps designed like sails. Air deflectors on the A-pillars, an additional spoiler on the roof and a sealed motor compartment complement the aerodynamic improvements to the cab. Over and above this, the cab is equipped with aluminum step plates, a new headlamp concept with matrix LED headlamps and an LED light strip. Mercedes-Benz Trucks markets the cab under the “ProCabin” name.
Specifically with battery electric trucks in long-haul operation, improved aerodynamics are of decisive importance as air resistance is one of the main factors influencing energy consumption. In addition, reduced air resistance means that more energy can be recovered through recuperation, leading to a longer range.
Extending the front by 80 millimeters made it possible to achieve the particularly aerodynamic shape of the new cab. This streamlined shape was developed in a multitude of in-house air-flow simulations as well as wind tunnel and on-the-road measurements. This enabled the ProCabin’s cW value to be lowered by nine percent6 in comparison to the Actros cab currently in series production. This aerodynamic improvement reduces the vehicle’s energy consumption and makes a decisive contribution to the range of 500 kilometers1 achieved by the eActros 600.

The eActros 600 is very quiet on the road for the benefit of the driver and its environment. To ensure that, for example, vulnerable road users such as pedestrians or cyclists can still notice the electric truck in their surroundings, it is equipped with an external Acoustic Vehicle Alerting System (AVAS) in accordance with legal requirements. Depending on the driving conditions, sounds are played for forward or reverse travel. In addition, the sound varies depending on the vehicle speed and accelerator pedal position, so that good acoustic perception is possible in urban traffic. The futuristic sound spectrum of the AVAS in the eActros 600 is designed to take into account the appearance of a heavy vehicle and to contribute to better recognizability in urban traffic. With the eActros 600, Mercedes-Benz Trucks is advancing its vision of accident-free driving. As was the case in previous years with the manufacturer’s vehicles, the installed safety assistance systems go beyond the legal requirements in many areas. This also applies to the General Safety Regulation adopted by the EU Commission. From mid-2024, the regulation prescribes the addition of systems as standard equipment for all new vehicles. The safety concept of the eActros 600 is based on the further development of tried-and-tested safety assistance systems. The basis for this is a completely new electronics platform which involves what is known as sensor fusion to merge radar and camera data for an even larger view to the front and side. For this purpose, the electronics platform offers 20 times higher data processing. The total of six installed sensors – 4 short range radars and one long-range radar – as well as the multifunction camera in the windshield cover an angle of 270 degrees around the vehicle.

The eActros 600 will be produced on the existing assembly line at the largest truck assembly plant of Mercedes-Benz Trucks in Wörth am Rhein – in parallel to and flexibly alongside the trucks that will continue to be equipped with a diesel drive. In Wörth, it will also be equipped with the electric drive components from the Mercedes-Benz plants in Mannheim, Gaggenau and Kassel. Like the Wörth site, the three locations are also undergoing a transformation from diesel technology to competence centers for emission-free transport. Installation in Wörth takes place in several production steps, including the installation of the electric axle, the high-voltage batteries and the front box, which is a complex technology module with several control units, high-voltage components and an electric air compressor. Once all high-voltage components have been installed, the entire system goes into operation and the truck is ready to drive.

Big Love for #littlebigcabclub

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Lots of action this week on my favourite subject and Facebook group, the small but mighty #littlebigcabclub – the place for all the lightweight big sleeper cabs. Got to be a maximum of 15 tons GVW and have a sleeper cab, tick those twos boxes and you’re in the club. Ideally you want to be part of the “6 Stud Mafia” that earns you extra cool points in my book. Look at Steve Marsh in the above photo taken by Mat Ireland in Ipswich this week;

  • 12 Tonner
  • 6 Stud Wheels
  • MAN TGL with Hatcher Components Sky Cab

That’s all it needs, add to the mix that Marshy is proper international too and it really doesn’t get any better as a club member. That said it’s not just Marshy flying the international flag, I spotted this lovely little 715 Atego this week in the traffic jam on my morning commute. The little Dutchman has the Atego BigSpace cab and would have come off the Hoek boat in Harwich that morning. Working for the Hizkia art group in the Netherlands, I’d guess it carries a lot of fresh air and the odd piece of artwork all over Europe. It’s also got the best number plate letters!

Further to the above spots, I’ve also been gradually adding more and more members to the Facebook group for the #littlebigcabclub. As I sort of predict, when I add new members they nearly always have a photo to add of a little truck they have driven. These days the more modern versions seem to be 12 tonners, due to the weight of the trucks but from the past they were all 7.5 tonners (without speed limiters!!) although I’m not sure if 8 ton was the going weight in Europe?? Perhaps one of the Dutch can confirm please.

This little German frigo was spotted by Gavin Pearson recently, about to load onto the Channel Tunnel in Folkestone. Looking at the truck it ticks all the boxes, right wheels, right cab, right weight, it’s an 8.220 so has power too and looking at the livery it’s engaged on international courier work, may be pharmaceuticals or samples looking at how small the body is. There was or maybe there still is, a chap here in England that had a little frigo and he used to do European round trips on samples work. That is the ultimate job for me. A 12 ton fridge on European work and I’ll be happy than the proverbial pig in faeces.

When you start your driving career by buying this little DAF 45, is it any wonder why I think they are the bees knees! My fondness of the little lorries even got me a mention in the latest Truck & Driver Podcast, so if you fancy some retro 7.5 ton truck talk, along with all the other new truck chat, head over to your podcast download site and search for “Truck & Driver” or click HERE to go to the Apple Store to download it. Enough little truck chat, if you want to be in the club, then search for the group on Facebook and request to join; #littlebigcabclub – stickers are available!

Pages of Days Gone By

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Who didn’t start their driving career in a 7.5 tonner?? Not many I’d guess. We all have to start somewhere and for most they were happy days, especially pre-speed limiter days. Up and down the country we went, pedal to the metal, usually doing a days work you’d struggle to do half of these days. After my little request to see your own #littlebigcabclub members and your 814’s, an old pal Darren sent me these photos and the anecdote below;

“Hi Ben, G180 SEW was the reg and we brought it brand new, believe it or not I actually drove this on a car licence at 18, I managed to convince my Dad it was legal as it was only a 3,500kg trailer !!
I used to go to London a couple of times a week and drop the trailer at a delivery point in Enfield on the way in and then go into the city with 15+ drops around the railway stations delivering polystyrene cups and lids to the platform coffee shops and then collected it on my way back out. I also went to Cornwall or Scotland weekly. It used to go like a train and was limited to 70mph with the throttle jumping in and out when you hit the limiter! I used to think I was the king of the road at 18 believe me.”

I had a dog and called him BINGO!! That is exactly the little tales I want to hear more of please. We all did it and we all just got on with it as we were green and keen, you could even say keen as mustard. If you get that reference then you are a big fan of the blog! Loving the photos of Darren’s 814. Great to see the before when it was new and then the after, once Darren had added his first pay packet purchases. All 7.5 tonners need an air horn or two and the of course the obligatory, pre-VOSA windscreen flags. I wanted a trailer for mine but never got round to it. How I’d go back and do it all again.

If you’ve got a tale to tell and a photo to share then please please please send me a message or an email. I’ll share what you send and we can all have a little reminisce.

Catch The Pigeon…. Well Nearly!

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So after my last plea last year, I got a lovely email from Adrian English at the weekend with the above photo attached and a few words of explanation. I don’t actually know how or why but I’m guessing Adrian may be involved with pigeons or the pigeon fraternity but how ever I am so pleased to see my old girl and see that she is indeed still keeping herself busy even though she is something like 21 years old.

Adrian says the chap who is the current owner works for Border Amalgamation in Manchester. Border Amal appear to be organisers of pigeon races so makes sense the cure my owner works for them. We are t Tom sure how recent the photo is but if the owner of said blue beauty reads this can you make contact please. I’ve tried to find you on Facebook but there are a lot of people with the same name! Anyway I’d be good to catch up with the truck if I can this year, no idea why but that’s what up truck nuts do I guess.

Merry Christmas Bloggers!!

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The Gr814 Passed Again

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That’s two in a row he’s passed! Today was MOT day and all the prep required was a bulb check and add a concrete block to the 5th wheel. The annual MOT comes to them all and each year I wonder how much it’s going to cost me, so very pleased with todays result. Having covered a massive 667km in the last 12 months, although not in a one hitter like my mate Brian from Gt Yarmouth. I did wonder if anything may have cropped up that I hadn’t realised but as one of the very experienced Techs said, they are fairly bullet proof so if there was something wrong you’d know about it.

You have to laugh though. The DVSA tester said I was looking at a fail as i have no VTG6 plate. I said I haven’t been sent any? He says well whoever did your first MOT last year should have arranged them and they would have been sent out following the test. I then produced last years test certificate for the him to see, I laughed on the inside when he realised it was him who did the test last year!! Other that everything else mechanical was fine, the only thing comment was that there wasn’t quite enough weight over the drive axle. With a mix of pallets and concrete blocks to chose from it is difficult to impose a load on the back end our MOT tests trailer loaded up would probably kill the little Gr814 in its tracks. I’ve taken a photo for reference for next year, so using a bigger block I’ll try and put it further back on the chassis to give more load in the back brakes. I still want to put some weight on the back end, but don’t want it to visible. I do like the idea of a “heavy” spare wheel under the rear of the chassis.

If all goes to plan and I can get him painted up in the spring time, I might just be able to break the 1000km mark for next years MOT. Hopefully a trip to NL will come along with a couple more shows in the UK. Might need a fuel sponsor though, what with the current price of fuel!… also need to think about what to put on the headboard.

Well done Gr814, not missed a beat this year and genuinely a thoroughly enjoyable drive.

McLaren & Mercedes-Benz

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Tracking a quarter-of-a-century of progress in truck technology, F1 team McLaren takes a trip down Mercedes-Benz ‘memory lane’

McLaren truck driver Ian Hodges has been reunited with the 25-year-old Mercedes-Benz Actros tractor unit he once piloted to race circuits throughout Europe, thanks to the stunning efforts of ace restorer Dominic Newby. Ian joined the Formula One outfit in 1997, the year in which the very first examples of the truck range that set previously unseen standards for efficiency and innovation hit UK roads. Mercedes-Benz High Performance Engines was McLaren’s works partner at the time, and Dominic’s 6×2 Actros 2557 MegaSpace was one of three identical trucks used to support the illustrious team’s pursuit of more Grand Prix victories. They pulled the race team transporter that carried the MP4/12 cars of Mika Häkkinen – winner of the Drivers’ World Championship for Mercedes-McLaren in each of the following two years – and David Coulthard, as well as the race engineer & communications trailer, and a hospitality unit.  

Fast forward a quarter of a century and after a brief interlude in which McLaren ran Swedish-built trucks, Ian is once again driving a Mercedes-Benz. This time, though, it’s a strikingly-finished 4×2 unit from the fifth-generation Actros range, one of a dozen supplied by Sparshatt Truck & Van. When Newhaven-based Dominic made a VIP visit in his restored Actros to the impressive McLaren Technology Centre in Woking, Surrey, Ian and his colleagues jumped at the opportunity to compare and contrast the two trucks, and remind themselves how much the technology has moved on. An enthusiastic contributor to Mercedes-Benz Trucks’ Roadstars platform for drivers, Dominic had already won awards for his restoration of a Mercedes-Benz 1622 tractor unit from 1976, and was keen to take on another project. He explained: “I’d been looking for a suitable Actros for a long time, because I used to drive one back in the day. So when I learned this particular vehicle was available, my wife and I went to see it. We were pleasantly surprised to discover that not only was it a top-of-the-range model, with features like electric seats, but it also had all the books and, considering its age, was in great condition.” That was back in the summer of 2020. Dominic bought the Actros and, thanks in part to the truck’s highly distinctive aerodynamic features, quickly divined its McLaren provenance. “There are hardly any first-generation Actros left and as this one is so unique I couldn’t pass up the opportunity to give it a new lease of life,” he said.The comprehensive, restoration on which he then embarked entailed stripping the truck completely, and entailed the replacement of some electrical wiring harnesses and repairs to a cab suspension airbag. Dominic laboured for nine months in his spare time to return the unit to its former glory.

The first-generation truck’s 425 kW (570 hp) V8 engine and visually arresting, multi-coloured upholstery are very much ‘of their time’. By contrast, the interior of Ian’s new Actros, with its aluminium-effect and chrome StyleLine trim and leather upholstery, is a masterclass in understated comfort and quality. Powered by a 390 kW (530 hp), 12.8-litre in-line ‘straight-six’, his 1853 GigaSpace boasts an exhaustive list of advanced Mercedes-Benz technology, including MirrorCam, the ground-breaking, camera-based replacement for conventional mirrors, and the upgraded, interactive version of the radical, twin-screen Multimedia Cockpit dashboard. On safety, meanwhile, as well as the standard-fit Active Brake Assist 5 system, with its market-leading pedestrian-recognition capability, and the Lane Keeping Assist and Proximity Control Assist driver aids, the truck is equipped with an optional, secondary water retarder. “It’s a lovely truck, with a beautiful interior,” enthused Ian, who still supports the race team, driving to and Continental race venues at which Lando Norris and Daniel Ricciardo are competing in this year’s F1 World Championship with their Mercedes-Benz-engined McLaren MCL36 cars.

After finding himself back behind the wheel of the 1997 Actros, Ian said: “I’ve been working with Mercedes-Benz trucks for most of my career here at McLaren, and have particularly fond memories of the first, which was a real trail-blazer with its Telligent vehicle management systems and all-disc braking system. “I have to confess, though, that I’d forgotten the lurid colour scheme on the seats! Dominic’s Actros looks every bit as good now as it did the day we took delivery. He’s done a marvellous job and it’s a great testament to his attention to detail and workmanship.” McLaren’s latest Actros are all left-hand drive 4×2 1853s. Eight are LsnR variants with low-height frames and assigned to freight duties, their Krone Mega Liner trailers carrying everything needed to build and equip the team’s garage at each venue. The remaining four standard units, including Ian’s, pull the specialised engineering trailers that sit in the paddock throughout the Grand Prix weekends. Responsibility for operation of the McLaren truck fleet rests with long-serving Transport Manager Ian ‘Barney’ Barnard, and his two Transport Specialists Martin Boyes and Giles Matteson. Martin, who joined the team in 2000, commented: “It was a real treat to see such a bespoke truck stood alongside a vehicle from our generic fleet. His Actros is an absolute credit to Dominic, and certainly reflects all of the time, effort and passion he has expended on the restoration.” Martin continued: “Ours is a technology-led business, while the Actros has always been a platform for truck innovation. We have many friends at Mercedes-Benz and enjoy a long-established relationship with the manufacturer that we value very highly. “The same is true of our association with Sparshatt Truck and Van. Not only does the Dealer inspect and maintain the fleet at our base in Woking, but if necessary its technicians also provide support at race circuits. The Actros is a premium-quality product and when it comes to aftersales back-up, Sparshatt provides a premium level of service.”

The Trucks of Steve Jenkins

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There’s nothing I like more than talking to good old boys about their memories of good old days of trucking. In this case my awesome colleague Mr Stephen Jenkins. Steve has been in transport for most of his working career and ever since I’ve known him (probably 4 or 5 years now), he’s been promising me some photos of his owner driver years. If my notes are right, the owner driver years were from 1971 through to 1986. Most of this was on European work, but I know Steve did make a few trips to the Middle East, although he wasn’t a regular.

The first photo he finally got round to sharing is the awesome Volvo F88 above. this was YBE 540K, an early F88 with a split screen and top mounted window wipers. Steve bought the truck and had it painted red, black and white chevrons on the bumper and 4 spotlights under said bumper. Interestingly Steve said that the 4 spots were mounted under the bumper to help with the fog on the Italian mountain passes such as Mont Cenis. The standard lights on the truck from Volvo just weren’t enough to help when the fog came down, put the spotlights under the bumper so they were down as close to the road as possible. Makes perfect sense when you think about it and there was me just thinking it was an early fashion statement! When Steve went to see Ian McKellar about some work, Ian agreed Steve could start working with him as he had a red truck that matched Ian’s colours. The only catch was, Ian insisted a white stripe be painted on the cab. Steve was quite happy with that but only if it didn’t cost him any money, so Ian agreed he’d pay for the stripe to be painted on. Can’t beat a little anecdote.

The list below is of all the trucks Steve owned as an owner driver. I’d very much like it if you could all try and find any photos of the other Volvo’s listed please. I’m sure there will be some somewhere and I’m not just talking about Steve’s loft!

YBE 540K – Volvo F88 240

SLL 62L – Volvo F88 240

OGS 49M – Volvo F88 240

NHL 618X – Volvo F89

KPU 13V – Mercedes-Benz

The Merc below is a 1632 that Steve bought 2nd hand. During his time owning the truck he managed to clock up enough KM, that by the time it was retired from his ownership it had around 1.6 Million KM on the clock. Regular trips to Italy accounted for a lot of the mileage. Even though the engine was a 320HP, V10 with an 8 speed ZF gearbox, Steve was able to get a decent 7mpg out of the big German.

Retro Show ‘22 – The Roundtrip

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The Retro Show ‘22. I thought I’d give you a break from how good it was and you clearly aren’t in the club if you didn’t go. As you will know by now this was the Gr814’s first UK show outing and we made the trip there and back in good company. 1st leg was from Ipswich to Elmswell to meet up with James with EGV and Mat with Jim Cammacks 143. We decided that Elmswell would be a good meeting point as I had an early finish and James couldn’t finish until 1730hrs at the earliest. I also had a couple of jobs to finish so needed a few tools and a couple of nuts, bolts and screws.

First job was to fit the CB in the Gr814, fairly simple ax there is already an aerial and a cable, so I just needed to connect up the power (also already there once I’d looked) and mount the bracket up on the sunroof surround, so it was well out the way. Much to my delight, once it was all in, it worked a dream, good range and clear sound with no effort. Just how I like it! Second all important job, although a temporary fix until he’s painted, was to replace the broken Mercedes-Benz badge on the back. I couldn’t turn up at the show with a broken badge.

Once my jobs were done, Mat had had a good wipe around to try and degrease and JC had finished the day job, we just had time for a roll call photo before hitting the road. The 4th member of the convoy was already flying along to the sound of Karen Carpenter and her siblings, so we decided to meet up at Rothwell Truckstop on the A14, just west of Kettering. After a pasty and a bottle of Coke, we left Rothwell with Brian Potter leading the way in his drop dead gorgeous Swedish beauty. Sadly MDF soon realised why I was in front on the way up. Sadly unlike my hero the Duck, I did have everyone following me, I wasn’t just in front as the Gr814 is somewhat relaxed about speed. I think a sound investment maybe a new diff to give me a little more than 50mph. Although it wouldn’t have been to much of a problem if JC had driven EGV rather than trailered. Anyway a steady 50 is good for the fuel gauge

Once on the way to Gaydon, we planned on A14, M6, A46 and M40. Sadly as already of a Friday evening the authorities had better ideas and we were diverted off the A46 into Coventry. Amazing although a royal pain in the ass, it did provide some awesome memories of perhaps a time when dual carriageways were few and far between and we would have regularly been followed through towns by gorgeous old Scania and Volvos. It provided some great photos of the mind of nothing else. Once back on the A46 it was a simple run down to Gaydon. As the time was getting on we were a little unsure if we could get in the gate or not. But we didn’t need to worry as Lee Herbert and his team were more than accommodating and let us all in, unload the 141 and park up ready for the morning. Perfecto.

As for the run home, a real lovely run back in the sunny Sunday afternoon sun. Although I did manage to leave the show and drive up the little hill past all the photographers with my fuel cap dangling on its chain. Bugger. A change of route to go home, down the M40, A43, A421 to Buckingham, Milton Keynes and onto Bedford. We then picked up the A428 back to Cambridge. A nice run and chosen as we all potentially needed fuel on the way home. Once nearly back at Cambridge we headed our separate ways as JC wanted to get back to Elmswell and get EGV unloaded. I then headed down the M11, across the A505 and then down the A1307 to Haverhill and the back roads back just bear Colchester where I live. May was going to follow me but day dreamed on to Bury St Edmunds and then back down to Sudbury and Halstead.

The little Gr814 didn’t miss and beat and to be honest is a real pleasure to drive. It’s actually not any where near as bouncy as you’d think and by the time I got home, I’d proper settle in and it looked like I’d been away for a week towel hanging up to dry, bags on the top bunk, bedding on the bottom one, music on and CB there incase I needed a road report Roger. 300 plus miles covered and I’d happily do it all again, perhaps a little more speed and few less revs would be nice but you can’t have everything! Hopefully way before the Retro Show ‘23 I’ll have the paint done and the other bits and bobs and he’ll be finished. Top round trip, top show and top mates.

Finnish-ed Power

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The summer holidays can be a long drawn out affair for some kids, always restless by the 3rd week, not enough things to do, etc, etc. Not for me though as you lot are on your jolly holidays and it pleases me that you think of me while you’re away. I get a few photos sent in every year of your holiday findings and I have to say that Suomi has not disappointed. My sons friend and parents are on holiday in Finland with family who live there. Dad, Mark, sent me these photos whilst they were out exploring last week;

“So these worked for the Finland electricity board and were parked outside an old power station. The HIAB looked like it would be a little top heavy when rolling, the other had a pretty plush interior for its age and work intention.”

I did wonder whether the 1413 had been restored a little as it really does look in very good condition. The Unimog looks in good condition but looking at the wheels and tyres, it looks more like it’s just been parked up after it’s last shift.

Thanks Mark and family. If you have any holiday photos to share (not those ones!), please email me with a brief description and tell me where you found your findings.

Email: ben@truckblog.co.uk