Centurion List Update

RP and myself thought it was time for an update on the Centurion List as it’s been a little while since we said anything. As with everything we could blame COVID for everything but that’s only part of the recent issues. Firstly book publishers seem to have gone to ground and we are struggling to find a new publisher for the book as the original has pulled out and has no interest what so ever. Not particularly helpful, but you know of or have published your own books then please get in contact. Next we have the on going issues with the Centurion box set model. Centurion number 001 model of fine and looks a treat. The Master Centurion on the other hand, has proved a little more tricky. The truck itself and the detail is correct, the problem is the paint colour. Having spoken to the original painter who painted the truck their seems to be no record of the official colour used. Richard and I had selected a colour that we felt is as close as we can get and also what will look good on the model bearing in mind pearlescent paint on 1:50 scale models is not possible. The paint code was given to the model maker and without any notice or consultation they have painted the truck in a different colour that isn’t correct. This is an ongoing piece so you will also have to bear with us on that please as we want to be as right as we can be for such an iconic model truck.

As for the list itself well we have a little more time to fill the remaining gaps while we try to confirm a new publisher. As it stands we have only 5 on the 100 editions that don’t have an original owner or reg number against them.

Does anyone who anything about; 037, 039, 043, 054 or 068???

We also have 5 or so trucks that we can’t assign to a number and seem to be untraceable thus far. Above we have J606 UOE on AID mission to Romania in 1992. No one at Keltruck can remember or has a photo that shows the Centurion number. We suspect that this was sold on under a different registration number. Anyone know who bought it from Keltruck???

J5 LOS a cracker of a Centurion and one we have plenty of info on and photos of from Blairmore Haulage. Still no number for this one either. Anyone???

J598 AAO was new to AW Jenkinson and then went on to Stephen Sanderson. Neither can remember the number and the following owners have also not been able to confirm the number. Anyone???

This great photo of Cambrian Pet Foods appeared on the Centurion Facebook page from Stephen Vandevoorde and we knew Cambrian’s had a Centurion, but no record of the number. The registration was J727 TRO. Anyone???

We still haven’t solved the mystery of this photo either and all the clues and evidence is there but no idea on the number. Anyone???

Can you confirm the number for J949 EDS please. Belonged to Thomas Douglas and Misfud. Anyone???

Finally this classic. One of her Owners Steve Clark from Essex, is sure it’s number 024 and that fits as we knew 024 was a 450hp and the reg number is J450 MGV, which also fits with it being a Robinsons of Stowmarket truck. Does anyone know anymore about it???

We have tons of info as you can imagine so we don’t really need to go over old ground but if you have anything else you can tell us then please step forward. Happy hunting Centurion lovers!

New DAF……or not!

Spotted today in deepest Suffolk, it could be the new DAF. Looks like a new DAF, has DAF on the fuel tank but according to a friend of mine who recently asked for a quote on a new DAF their isn’t one. Anyway what ever it is, I think, has potential. The driver was under strict instruction for no photos of the interior but it looks all new, although this one seemed to have the “normal” sized engine tunnel we all know the current DAF has. I wonder if the there will be flat floor version? This had a fairly large side air deflector on the cab but I can’t help thinking or feeling that the cab seems deeper than the current range. I think we’d agree that this would be the equivalent to the current Space Cab XF and there is likely to be a taller cab offering. Note the nifty blind spot camera on the corner deflector and also note the new gaffer tape on the windscreen! Really interested to see and know more about this, if indeed it is a new DAF. If like me you want to know more, you can sign up to the launch of the new DAF by clicking HERE: Start The Future. Hopefully we will see more of this new Dutch Delight over the next few months, I have to say I think these will be rather nice, then again if it ain’t Dutch, it ain’t much, right?

New 579 for Peterbilt

Alright I’m a little behind on this one, but I am a sucker for a big American and I’ve always favoured a Pete’ over a KWhopper. I am on the Peterbilt mailing list, so here is a little bit of not so new news;

Peterbilt Motors Company announced a new era of class today with the launch of the bold and aerodynamic on-highway flagship, the new Model 579. Thoroughly redesigned, this major evolution of the Model 579 delivers outstanding improvements in Aerodynamics, Efficiency, Comfort, Technology and Uptime.

Peterbilt designers and engineers have delivered the most technologically advanced truck Peterbilt has ever built. The new 579 is also the most aerodynamic and fuel-efficient Peterbilt thanks to the new exterior design featuring a new sloped hood and optimized aero components, as well as the new 2021 PACCAR MX-13 and MX-11 engines and PACCAR transmission. Improved comfort will have drivers feeling right at home on the road with a 10% quieter cab and sleeper, additional storage, a new smart steering wheel and an improved Bluetooth microphone. Highlighting the New 579s innovative technologies is a class-leading 15” Digital Dash Display, delivering all the information drivers need in a clean, intuitive interface. In addition, the new 579 features Advanced Driver Assistance Systems providing drivers the latest safety technologies in the form of collision mitigation, lane departure warning and the new lane keeping assist (LKA), among others. Uptime is Peterbilt’s driving force. Peterbilt worked with over 50 of our customers to understand their unique operations and needs, incorporating their input into the design of the new 579. Validation units have already accumulated 1.5 million real world miles, and combined with the durability testing done at the PACCAR Technical Center, the new 579 is the most reliable truck ever designed by Peterbilt.

“The launch of the new Model 579 is a huge moment for Peterbilt and our customers. This new product is the result of five years of relentless focus on increasing fuel economy, taking driver comfort to new heights, and maximizing uptime. This new truck delivers the next level of performance for our customers and continues Peterbilt’s legacy of being the ‘Class’ of the industry,” said Jason Skoog, Peterbilt general manager and PACCAR vice president. The new Model 579 is available for order starting today (03/02/2021) in a day cab configuration, integral 80” UltraLoft sleeper and a variety of other sleeper sizes.

Developed over a five-year span, Peterbilt set out to perfect the look and aerodynamic shape of the new 579. Over 1,000 hours of computational fluid dynamics (CFD) analysis and over 7.8 million CPU processing hours were spent evaluating the exterior design of the new 579. This research resulted in an enhanced aerodynamic profile and a 7% improvement in fuel economy. Achieving this feat meant no stone was left unturned.

Key exterior features to the new 579 include a redesigned stronger Metton® hood that is narrower and more resistant to damage. This is topped off with Peterbilt’s iconic aerodynamic “bird” ornament, a bright stainless steel grille and improved Halogen or optional LED headlights. A new 3-piece bumper integrates the forward radar cover for collision mitigation, with a larger aerodynamic air dam, and provides both protection against damage and lower replacement costs. Improvements to the aero mirrors, fairings, side skirts and closeouts help improve the overall aerodynamic shape with the revised A-pillar vane redirecting airflow around the windshield reducing friction and helping deliver a 10% noise reduction in the cabin. Peterbilt designers infused the new 579 with a look that is both bold and elegant. Already the best in the industry, the interior of the new 579 features soft-touch materials with a fit and finish that delivers an outstanding driver experience. The 579 UltraLoft with an integral sleeper provides 70 cubic feet of space, offering more storage than any comparable integral sleeper. Drivers will feel right at home with plenty of headroom from the eight-foot high ceiling. The cabin has room for small appliances, including a 1.1 cu ft microwave, a 32” TV, a tall wardrobe closet, multiple power outlets and optional bunkbeds with a clever fold-away ladder. Multiple windows provide plenty of natural light and additional ventilation. At night, interior lighting from dome LED lights and three directional spot/reading lights provide added convenience and safety. New sound abatement technology helps minimize outside noise creating a quieter cabin, both on and off the road. Small additions like a fixed cup holder and the option for multiple USB charging ports in the center console make life on the road more comfortable.

“Beautiful on and off the road, the new Model 579 raises the bar to a whole new level of aerodynamic performance and driver comfort. The boldness of the exterior design combined with the elegance of the interior space set the new 579 apart from the competition,” said Jason Skoog, Peterbilt general manager and PACCAR vice president.

The Peterbilt Digital Display fully integrates with electrical and safety systems found on the new 579 including the Bendix Fusion Advanced Driver Assistance System. The state-of-art 15” Digital Display features a fully customizable user interface (UI), delivering an almost endless combination of digital gauges on the main screen at any one time. Operators control the digital UI through one of three different Drive View Zones. Minimized View eliminates everything but the speedometer and tachometer for minimal driver distraction. Basic View represents traditional information found on analog dashes with Air & Oil Pressure, Fuel & DEF level and Water temperature all prominently displayed along with a speedometer and tachometer. The Enhanced View builds upon the previous views displaying the maximum number of gauges from a list of over 30 information sources. The beauty of the Peterbilt Digital Display is that operators can fine-tune the information shown to suit their individual needs through the easy to use controls found on the all-new steering wheel.

Prior to trip departure the Digital Display has the ability to run through a visual Systems Check, inspecting 13 systems and providing a green checkmark with each passed test. Post-trip, a detailed Trip Information screen provides a breakdown of important metrics of the most recent journey.

The Waiting Game

Written by Tudor Services: We are almost at the end of one of our most frustrating experiences in transport and possibly the longest post Brexit delay for any company so far. I would like to be very clear that this was not our customers fault in any way but the importors fault. 22 days in total from the load arriving in Santander port to the truck boarding a ferry back to the UK with the load having never left the port.


Five different agents from the UK, Spain and even one from Portugal as well as a Spanish transport company that we work with were consulted to try and get this load into the country and with pretty much no feedback from the importers the whole time.
It was hard trying to find out exactly what was delaying us. As it turns out the importer had adopted an attitude of burying their head into the sand expecting the paperwork to sort it self out and they will get their goods in the end which of course there is no possible way of this happening as their are documents that have to be signed by them with a notary meaning there is no way around it they cannot have an agent or anyone else to do it on their behalf.
So this affair started when we got off the boat on the 3rd of February the boat was like a ghost ship going out with no more than 12 trucks on board which is unusual for this route. The driver was not allowed to stay in the port overnight so was allowed to leave without the trailer where he parked at a well known stop in Hoznayo 15 minutes away. When he arrived there were several other trucks there without their trailers who had been there for several days and as some eventually got cleared to leave some had to wait a few more days and every time a boat arrived more trucks would turn up to fill the spaces left by the person who had been waiting before them. After waiting for seven days we decided to leave our trailer in the port and borrow a trailer from a Spanish company so the driver could come home and returned a week later to return the loan trailer then to head back to Santander to see if we could finally push the trailer on through with some fresh agents involved who eventually got to the root cause of the hold up and they explained to us that the importer is doing absolutely zero to assist and do their paperwork that they are legally obliged to do if they want to import the goods.


Very frustratingly on the 22nd day the truck is now boarding a ferry back to the UK loaded with the goods all for the sake of something that would have taken the importer half a day maximum to get sorted. The ferry coming back is absolutely packed to the rafters as the case is that bringing goods to the UK is still reasonably easy and smooth but as many like us are finding exporting to the EU can be a very different matter. To say we are annoyed would be an understatement at the moment.
Again I want to point out that our customer has been great the whole way through and has been doing everything they can to try and get to the bottom of this mess and has taken care of us and kept us informed along the way.
I’m sure the remainers are ready to chime in about Brexit and though these new measures are here because of Brexit it is not the root cause of the issue with this load this is down to overwhelming incompetence and unprofessionalism on the importers part.
However this ordeal will not deter us from the international transport market as this is the doing of an individual not a country or industry as a whole and although there are some hurdles to deal with now with new paperwork and guidelines it’s nothing that cannot be learned and streamlined with the right attitude from the people involved.

European Boat-MAN – Part 2

Monday 11th January – Woke up at 0730, two other trucks, low loaders, had arrived in the night ready for a busy and cold day loading. I’m up and dressed and start on setting up the truck with timbers etc, ready for my loading spot. Crane rocks up at 0800, gets set up and is on with loading the German registered Glogau Yacht transport R730. These are some seriously sized boats going out today, 5m wide and upwards of 13m length! It takes them longer to get out of the gate than to actually crane the boats on. A Polish low loader is up next, another 5m wide and super long boat loaded and another 20 minutes to get out the yard. I get the go ahead to come in and get in position by half 9, loaded and secured down by half 10, all going well so far. We’re 3m wide and 4.3m high so the marker boards and beacons go on, now it’s just the usual waiting around all day for them to finish their last jobs on the boat. Meanwhile my next important job is swapping alcohol with my polish electrician mate, Grappa for him and Vodka for me! Time ticks by but, unbeliveably and also unprecedented, I get the green light to leave by midday, so just an hour to wait for my 24h to finish and then on my merry way at 13:30. Being Convoy Cat 1, there aren’t too many rules to hinder my journey, unlike the German and Polish low loaders who are running at cat 2 and 3, they will have to wait until 22:00 to leave, have escorts and a whole host more regulations to adhere to. I run up to exactly 4h30 just  into Germany, take a quick break then carry on west to the AS24 just before Hannover. I’m heading Belgium and Paris way on the return leg, as its ever so slightly quicker. With just over an hour left on a 9hr drive, I keep on and make it to an Autohof (the only places in Germany with space at that sorta time) on exactly 9hrs drive! Its 23:30 now, so straight to bed for me. 738Km done.

Tuesday 12th January – 0800 and up, I wander into the Autohof to make use of the facilities. I pay for the privilege of a space to park and at a cost of 14 euro for just 9 hours, I don’t feel like i’ve had a bargain, but needs must I suppose. Its absolutely pissing down and I set off at half 8. I make my way down to Wuppertal and across to Dusseldorf, avoiding traffic at Cologne. Heading down the 44 now, I clear Germany at Aachen and i’m into Belgium. I make it past Liege and pull up on 4h28. (as you can tell, I don’t like to waste minutes and with the least amount of stopping as possible!) I’m heading for Paris now, but its early evening so its not an ideal time for the worst city in europe traffic wise. I pick up some more diesel in Vemars Total, the last services on the A1 before gay Paris. I had thought about staying here for the night but, its rammed at half 5. I head on and use the A104, finding space in a services, luckily! Its half 6 and i’m on 8H45 and i’ve covered 702km today.

Wednesday 13th January – I’m doing well for time this week so I take an 11h break and i’m up and on the road at 0530. I continue around the 104, then pick up the a4 into Paris as the traffic is still pretty quiet. A86, A6, past Rungis and I’m clear of Paris within an hour. I run out my 4 and a half and pull in just north of Poitiers on 4h25. I chill out for 45 minutes and then do a further 1hr30, stopping for some lunch. Out the corner of my eye I spot a tudor services Merc parked up in a services south bound on the a10, then via FB later see it was in fact the owner himself en route to spain and being questioned by the gendarmes! Other than that brief excitment, its a very quiet and boring drive between Paris and Bordeaux. There is no traffic at Bordeaux again and I run my time out as far I can get to Spain. It runs out at the last services before the border and I’m on 9h56 driving time. I make use of the car bays again as it’s a tad busy being evening in a french services. Good quiet day and 842Km covered.

Thursday 14th January – Still doing really well on time and also as we’re not able to arrive in Lisbon until friday morning, I take another 11hours off. I’m across the border at Irun again in the dark, no police at all this time and pull in for diesel at the as24. I do 2 hours more, which gets me to Miranda do Ebro, I stop for a break and take some pictures as its particularly cold and snowy here! By chance, while I was up in Poland, they had another disruptive amount of snow but I’ve managed to skirt it again! The rest of the morning is almost all in freezing fog, it takes a long time for the sun to make it through the clouds and finally at 11:30 it actually feels like day time! I make it to the As24 by Salamanca on 3h47 for the last fuel stop. I have a bite to eat and start the last 4h to home. Unfortunately, now the sun is up and burnt through the clouds, I’m driving straight into it for the duration of the last leg, which really plays havoc with in cab temperatures and also ones eyes! All good though, PT-ES border crossed without worry and just the hilly, absolutely dead road down to home. I park the truck just near the house at 17:15, on a respectable 9hr38 drive, 826km. Its 15 degrees down here, so a walk with the Wife and the dog, a bbq to follow and its time for bed. 

Friday 15th January – I’m up and away down to Lisbon at 03:30, arriving in the Marina just after 5am, Lisbon like most cities, has a curfew for abnormal loads and only permits them into the city between midnight and 6am. I found out the hard way that they do enforce it, so I follow that rule now! There are no cars blocking the entrance this time and the security guard is on hand to open the gate for me. I catch a couple of hours more sleep, and wake up at 8. Unfortunately I can already see that the tide is on its way out, which means that unloading the boat is going to be delayed somewhat. My fears are confirmed and the boat is booked to be lifted off at higher tide circa 2pm. I spend some time having breakfast with the bosses and helping with some maintenance on the existing house boats we have down here and the time soon passes. Finally we get down to business, slightly later than planned but all goes well without any hitches. The new owners are there too, to watch their investment hit the water. I’ve had 9hrs off by now so I finish tidying up the truck, strap down and hit the road home. No dramas on the last stint, just under 2hrs back to the house including a quick stop for a new air duster and pressure gauge. I make it home just within daylight, a 9 day trip complete and not far off 7000km.      

Great 2 part blog thanks George @. Can never get enough of drivers diaries as I’m not out there doing my own. Please send another as and when you want to. Also if any of you readers are keen, then feel free to email me, long or short with some photos and I’ll happily publish them on TBUK.

Peterbilt 579EV Climbs Pikes Peak

Peterbilt Motors Company is excited to announce that the Model 579EV is the first zero-emission,battery-electric, Class 8 truck to successfully reach the summit of Pikes Peak.

This significant achievement demonstrates the superior performance of the 579EV and its integrated battery-electric technology. Along with over 110,000 real-world miles on the Peterbilt EV fleet of trucks, this feat further proves that the 579EV is ready for real world, customer operations today. The significant achievement was captured on video and can be seen at https://youtu.be/dJLiFUf1h6w.

Peterbilt tackled the challenge of climbing to the top of Pikes Peak, or “America’s Mountain”, to highlight the 579EV’s excellent power capabilities and drivability, even under extreme road conditions and cold temperatures. The most famous mountain road in the United States, the ascent to Pikes Peak’s summit at 14,115 feet has an average grade of 7% and incorporates 156 turns over the last 12.42 miles.

Over a 3-day period, the 579EV made the journey up Pikes Peak multiple times with ease, each time using the recovered energy from regenerative braking on the descent to recharge the high-density battery packs to repeat each climb with ease.

​“The performance of the Model 579EV while navigating to the summit of Pikes Peak was nothing short of amazing. Handling the 156 corners was made easier thanks to the lower center of gravity provided by the battery location on the 579EV,” said, Darryl Oster, Peterbilt assistant chief engineer.

“This is a huge moment for Peterbilt and everyone who has worked countless hours to bring this truck to life. Being the first battery electric powered Class 8 truck to conquer one of the most iconic roads in North America is just the beginning. Peterbilt is leading the charge on commercial vehicle electrification, with three distinctive EV configurations available for customer orders today in a variety of applications,” said Jason Skoog, Peterbilt general manager and PACCAR vice president.

Pickfords Atkinson View Line

It’s not often I blog at the moment and even less often do I genuinely get sent decent blog material at the moment. Bucking the trend is this awesome little restoration article I have been sent by Sophie Gower from Pickfords. Happy reading bloggers;

A rare heavy haulage vehicle from 1970 has been restored to its original Pickfords livery by Logistics Consultant David Batty. David currently works with road tanker specialist Abbey Logistics and this project has been completed in his spare time away from the company and his other commitments..

David spotted the vehicle in a scrap yard in Stoke on Trent seventeen years ago and realised that it was a rare find. There were only approximately 200 Atkinson View Line’s manufactured between 1968 and 1970 and Pickfords acquired twelve of these vehicles to add to its heavy haulage fleet between 1968 and 1970. The Atkinson View Line was, at the time, a revolutionary design, designed to work on heavy haulage fleets such as Pickfords.

The cab was the first of its kind and revolutionary at the time, as it featured a distinctive one piece front windscreen giving greater visibility and improved safety. One of the reasons Pickfords chose this lorry. As a driver at the time, the Atkinson View line stood out among other lorries and was a highly sought after vehicle among drivers and was seen as quite a status symbol at the time.

David acquired the View Line and spent seventeen years restoring the vehicle to as near as possible to its original specification.  He researched and found the original build sheet from the Atkinson factory, sourced the distinctive Pickfords ‘Oxford Blue’  paint colour and matched the original Pickfords Clarendon font to complete the restoration.

The restoration consisted of a completely rebuilt cab, along with all the main mechanical items such as engine, gearbox and axles getting overhauled and now working as good as they did the day the lorry left the factory. 

David shared the results of his work with Pickfords. Managing Director Mark Taylor said  “This is an amazing piece of work,  so much care has been taken to restore the vehicle faithfully and it’s a credit to David’s hard work and commitment” 

The vehicle is fully road legal and David plans to exhibit it at shows and events across the U.K.in the coming years – so look out for one of the UK’s most iconic lorries back to its former glory, and on the road again!

770 Swedish Horses

Introducing the new Scania V8 range
• Four new V8 engines and powertrains offer fuel savings of up to 6%
• 530, 590, 660 and 770 hp – a line-up of unsurpassed V8 power
• Low internal friction, updated turbocharger and smart auxiliaries
• Updated aftertreatment system and performance
• Longer and heavier trucks offer increased transport efficiency and lower CO2 emissions, both with or without biodiesel fuels
Scania’s new V8 engines not only offer record level power but vastly improved fuel efficiency as well. The total savings can reach up to six percent – or even more – under the right conditions, when the new G33 gearbox is included in the powertrain. Fuel savings of that magnitude make a huge difference of course, both long term for the climate and here and now for the haulier.
“While shifting to fossil-free transports, we all must do everything to improve our current solutions,” says Alexander Vlaskamp, Executive Vice President, Head of Sales and Marketing. “You cannot let your house burn down simply be- cause a new one is under construction. The transition must be seamless”.
The fuel savings are the result of extensive fine-tuning and development by Scania’s engineers, involving technologies in the fore-front of internal combustion engine development. Among them, and provided by more than 70 new parts, are reduced internal friction, higher compression ratios, improved aftertreatment-systems and a new powerful engine management system (EMS).
While future, electrified transports are on top of the agenda, the world still depend on transports carried out with trucks powered by internal combustion engines – and that is why Scania’s new powerful V8 engines play such an important role.
“A typical long-distance truck in Europe covers around 150,000 kilometres per year,” says Vlaskamp. “A reasonable saving on markets where longer and heavier combi- nations are permitted can be up to 3,000–4,000 litres annually for a truck with our new V8 – a tremendous achievement in every respect”.

Most spectacular and of certain interest in the new V8 generation is the 770 hp, 3700 Nm top-of-the line version – probably the most powerful, factory-built truck engine in production today. Where and when is all this power asked for?
“This is, of course, not for everyone, but we see a growing demand for trucks capable of handling GTWs of 60 tonnes and above, especially for road-going combinations,” says Vlaskamp. “The fastest way to increase transport efficiency is with longer and heavier truck combinations. The added fuel for a heavier vehicle is compensated by the greater payload capacity. The CO2-per-tonne calculation is favourable, and in addition there is the opportunity to run your Scania V8 truck on renewable biofuels”.
It is natural that trucks with Scania’s V8 engines are highly in demand in countries where greater GTWs are permitted – particularly in the Nordic countries. But also countries such as Italy and Spain (and certain markets outside Europe) are fond of V8s, due to hilly terrain with many steep and challenging roads.
“We have a clear picture of where the first 770 hp trucks will start making a differ- ence,” says Vlaskamp. “There is a strong rationale for ordering such a truck. These customers are looking for the best total operating economy, well aware of the fact that more payload means better efficiency, increased revenue and higher residual value. But I know that some of our customers also will become extra heartened by the sheer joy and emotion of operating such a magnificent working tool.”

Actros Edition 2

Actros Edition 2: limited special model with a “wow” effect

Whereas with the new Actros F, Mercedes-Benz Trucks especially focuses on customers who mainly want the greatest possible functionality from a commercial vehicle with the three-pointed star, the Actros Edition 2, which can be ordered from January 2021, caters to an entirely different target group: innovation-loving professional drivers and self-driving hauliers whose truck is their home and who place great value on individual style and high comfort. Actros Edition 2 drivers have a strong emotional bond with their vehicle, which is more than a working and driving machine to them. With the special model, hauliers enhance their company’s image while also holding a trump card against the current shortage of drivers.

Up to 40 additional options for interior and exterior as well as design elements from Edition 1 give the Actros Edition 2, limited to 400 vehicles, an unmistakeable character. The result: a premium Actros with a “wow” effect and features that highly distinguish it from the series models of the internationally successful model range.

Driving, working and living in a luxurious environment

A whole range of equipment features highlight the Edition 2’s sense of luxury. Among these, the stylish interior boasts a dashboard and door handles covered in nappa leather, several interior parts in a carbon-fibre look as well as a roof hatch with ambient lighting. The new home screen in the Multimedia Cockpit’s primary display as well as the Edition logo out of polished and brushed aluminium on the passenger side are also real eye-catchers. The top bed comes with bedding and has a width of 900 millimetres. An all-around curtain – almond beige on the inside, black on the outside – ensures privacy in a stylish way. This equally applies to the curtain with the Mercedes-Benz three-pointed star in front of the bed.

The highlights of its exterior include, among other things, exclusive side wall decals with a star pattern, the “Edition 2” lettering in the lacquered sun visor, the Actros emblem in front, the Actros lettering on the upper side of the cab’s back wall, four additional LED spotlights in the sun visor as well as three LED working lights behind the cab. From the side, the stainless steel entrance steps are especially noticeable. The rear axle caps are also stainless steel, with protective wheel nut caps. Additionally, an illuminated Mercedes-Benz three-pointed star with black aperture and several decorative grille elements in dark chrome also comes as standard, while the headlamp surround is darkened.

The Edition 2 is offered for all two- and three-axle variants of the current Actros generation with GigaSpace and BigSpace cabs as a left-hand or right-hand drive. The cab paint is freely selectable and can be tailored specifically to the customer’s company colours, while the vehicle front is always painted in moonstone grey metallic, which ensures a high recognition value.

The Edition 2’s series equipment contains the following six packages:

  • Safety Package with a number of active driver assistance systems
  • Comfort Package with LED ambient lighting, shaving mirror, refrigerator and many other amenities for comfortable living
  • Driving Package with leather steering wheel, electric sun blind and more
  • Sight Package with, among others, bi-xenon headlights, rain sensor and LED rear lamps
  • Media Package with sound system, notebook holder, additional 12/15 V socket
  • Extra Line with LED position lights in the MirrorCam, LED indicators and Welcome Light

In addition, the Actros Edition 2 also comprises individually configurable service packages such as the new, mileage-based service contract Mercedes-Benz CompleteMile as well as made-to-measure leasing, financing and insurance solutions.

Excellent security features and tailored connectivity

Mercedes Benz Trucks’ goal with the Edition 2 is the same as its goal with the current Actros generation: to contribute to accident-free traffic and advance toward the vision of fully accident-free driving by utilising active safety assistance systems. For this purpose, the Edition 2 is equipped with the emergency braking assistant Active Brake Assist in its fifth generation (ABA 5), the optional Active Drive Assist (ADA) for partially automated driving (SAE level 2), the standard MirrorCam that replaces main and wide-angle mirrors as well as the Sideguard Assist with pedestrian and cyclist detection available ex-works. In conjunction with these assistance systems, the further developed Predictive Powertrain Control (PPC) is also impressive. The system not only saves a lot of fuel, but is also a relief for the driver on rural routes.

The driver is shown the activities and functions of systems such as ABA 5, ADA or PPC in the user-friendly Multimedia Cockpit, with its two colour displays forming the centrepiece of the Human-Machine Interface (HMI). In addition, further HMI innovations such as the display of the next navigation event in the primary display or the total weight of tractor unit and trailer are also included. For PPC, the kilometre display is no longer shown as a bar diagram but in absolute values, and the battery status is also displayed.

If you decide to purchase the interactive Multimedia Cockpit as an upgrade to the standard version, you also receive fast access to the Mercedes-Benz Truck App Portal. This enables haulage companies to harness the new opportunities of connectivity and equip their vehicles with efficiency- and comfort-enhancing apps such as telematics services from Fleetboard or third-party providers. The new logistics application HABBL from Fleetboard Logistics is new here. This software enables you to easily integrate trucks from your own fleet as well as from subcontractors into the dispatching process, provide assignment data and therefore facilitate communication with the drivers: Everyone involved in the transport process – driver, dispatcher and end customer – always receives the required information. This increases process quality while creating a high level of transparency