Daimler Truck Mercedes-Benz SLT to haul load of 250 tones.
- Thread starter hannaz
- Start date
Daimler Truck AG (holding company legal name Daimler Truck Holding AG) is the world's largest commercial vehicle manufacturer, with over 35 main locations worldwide and approximately 100,000 employees. Daimler Truck AG is headquartered in Leinfelden-Echterdingen, Germany. The Daimler Truck and Daimler Buses divisions include the eight vehicle brands BharatBenz, Freightliner, FUSO, Mercedes-Benz, RIZON, Setra, Thomas Built Buses and Western Star. Daimler Truck is the global market leader in the medium and heavy-duty truck segment with a gross vehicle weight of over 6 tons.
hannaz
Aerodynamic Artisan
This one is a great article published "Big Truck" Magazine on SLT super-heavy duty range of Mercedes Trucks. It has lot of in depth information on technicality and engineering part of SLT trucks as well as Custom build truck division of Mercedes-Benz. It was something I was looking for years - a great read for truck lovers.
The Mercedes Actros SLT history - Mercedes's king class
Mercedes-Benz Custom Tailored Trucks (CTT) develops adjustments for Mercedes-Benz Trucks. This formula is so successful that now 15% of all Mercedes trucks get a CTT adjustment. Many of the CTT options are mounted on the assembly line in Wörth. According to Mercedes the SLT series, the king class for exceptional transport, is adapted in Molsheim based on a standard 6x4 or 6x6 from Wörth. In Molsheim it will all be hard to take in for a true lover, because a Mercedes-Benz SLT is made for 250 tonnes of GCW and more. To achieve that, in addition to state-of-the-art electronic systems, the chassis is also reinforced with solid steel plates.
In an interview, Georg Staskiewicz, Global Key Account Manager Heavy Haulage of Mercedes-Benz Trucks, answered our questions.
How many SLT trucks were produced in recent years?
“Since 2000, we have sold approximately 1,700 SLT trucks. From 2014, we have increased our market share with the new Actros and Arocs, and we currently produce up to 200 SLT trucks per year. By 2018, the SLT series will be completed with an 8x8 version of the Arocs. These are no big numbers, but several countries like China, South Africa and Australia take on average ten vehicles of this type a year.”
How was the SLT tested?
“The first SLT Euro 6 was an 8x6/4. This truck is here in Molsheim and is sometimes used to test new adjustments. Before the introduction we made many test kilometres on the test track in Münsingen. That is a former military base, where we have ample space and the ability to try out accelerating in the climb. The prototype is much heavier than in normal use with our customers. Every SLT truck runs the same quality controls as all other Mercedes-Benz trucks.”
The SLT is standard permitted for 250 tons GCW, is a higher weight also possible?
“Over 250 tonnes of GCW we run against different boundaries. The main limitation has to do with natural laws: traction. Up to 500 tonnes of GCW is possible on roads with a maximum of 1% increase of height. Above 500 tonnes often the type of trailer coupling forms the boundary. In practice, we determine the maximum weight by case of the legally allowed weights of the country, the conditions, the load and some other technical variables.”
What is adapted in Molsheim?
“The SLT is built as complete as possible as an 6x4 of 6x6 truck at the Wörth factory. In Molsheim, we assemble the second axle, the cooling tower and the chassis is reinforced for the rear-end connections and – as an option – at the front. Furthermore, each SLT is adapted to the wishes of the customer.”
Why does the SLT program also have semi-heavy versions?
“SLT users have different demands. Some rarely drive more than 200 tonnes of GCW over the paved road. Other customers use multiple SLT trucks at the same time for a transport weighing up to 750 tonnes. The standard SLT with Turbo-Retarder-Clutch (TRC) and additional cooling (ZKA) is calculated for 250 tonnes GCW. However, an SLT is always a specialized truck. If a customer does not require TRC or ZKA, then we will create a “light” version of the SLT with a reduced GCW.”
Will there be a heavier engine available for the SLT?
“The OM 473 engine has been used by Freightliner since 2011 and for the SLT since 2014. The OM 473 is 12 to 25% more fuel-efficient than the old V8, depending on the heavy haulage operation. About the demand for more power, I can be very clear: the TRC and the engine brake together have a brake capacity of almost 1,000 hp. That is – in very heavy transports – much more important than 100 hp more engine power. For the marketing department, it might be nice to have the strongest engine, but technically our OM 473 with 460 kW (625 hp) is sufficient for the most challenging transports.”
What improvements have been made in recent years?
“The Actros and Arocs vehicles are continuously improved and the SLT benefits from it. We carry on major and minor adjustments. The previous SLT model had two separate pumps for engine cooling and the ZKA. For this version we now use one pump. The cooling capacity is also increased. In a descent, the engine and the TRC are simultaneously cooled and for this we have a cooling area of almost 2 m². Other improvements: the pressure plate on the back of the chassis has been made longer and reinforced, to support all types of low loaders. The air tanks have been moved upwards to make more room for toolboxes. At the same time, space was created to mount a hydraulic tank of up to 240 litres for the control of the semi-trailer.”
How easy to drive is the SLT?
“Thanks to the TRC and the automatic transmission, an SLT drives easily through traffic. The driver can keep his attention on the road and the traffic. Not so long ago, a driver got ‘sweat on his forehead’ if he had to descent a slope with more than 100 tonnes. That is in the past. The operation and comfort of the current generation SLT trucks compares with a modern passenger car.”
Which embodiments are being built at Titan?
“Titan already produced heavy transport trucks commissioned by Mercedes-Benz based on the NG 80 Series, more than 30 years ago. Now, they are commissioned by CTT to deliver all SLT versions, which are still delivered without a Euro 6 engine. These trucks often go to countries where the fuel quality is insufficient for a Euro 6 version. Under its own brand name, Titan offers an additional shaft that can be linked to an SLT. This makes the 4-axle SLT a 5-axle truck. This shaft is suitable for SLTs with an air suspension bogie. This 5-axle is interesting for Scandinavia and Germany.”
Why an Actros and an Arocs version?
“The SLT models are sold in many countries for different applications. The Arocs steel-sprung bogie is more focused on the construction world. In different countries it is possible to drive 16 tonnes per powered rear axle. In those countries, we only sell the Arocs SLT. The Arocs SLTs deployment area is “long-distance transports in Europe” and the Arocs is eligible when higher axle loads are required and for limited off-road use. The angle between the front axle and the bumper is approximately 5 degrees higher at an Arocs, which makes the Arocs better suited for limited off-road use.”
Why do SLT versions with a powered front axle have a narrow cabin?
“When assembling a vehicle, we depend on the product program of the Wörth factory. Some options cannot be combined. The number of SLT truck sold, is only a small percentage of total production. And a small part of these are SLT versions with a powered front axle. It is not possible to produce an additional cabin variant for that small amount.”
In which European countries are the SLT trucks sold?
“In Europe, sales are good in Germany, The Netherlands, Belgium and the United Kingdom. In the UK, the Arocs SLT is very popular due to the 16-tonnes rear axles. Denmark was a good buyer, but the numbers sold are highly dependent on wind energy developments. From Poland, we are getting more and more demand for semi-heavy SLT versions. In Austria and Switzerland, we sell a limited number of 8x6/4 trucks each year and in Norway we have sold unique 6x6 trucks. In the other European countries, we sell smaller numbers.”
And the sales outside of Europe?
“In China, we can sell 10 to 15 SLT 8x8 versions a year. We have not sold much in the past year, because Chinese customers are waiting for the new SLT 8x8, which will be launched next year. In the north of China, SLT trucks are mainly used for the transport of generators and transformers. In the south there are more production companies, which use the SLT for heavy ship sections or other construction parts. In North America, our colleagues from Western Star sell trucks for exceptional transports. Due to economic developments, we sell very limited numbers in South and Central America and Russia. However, we see that used SLT trucks are popular in those countries.”
What are the differences between a TRC and a Torque Converter Clutch (TCC)?
“The difference is so great that many customers see our TRC as the main consideration for choosing and Actros or Arocs SLT. The TRC only works while driving away, manoeuvring and braking. In all other circumstances, the hydraulic clutch is empty, and no power is lost. The fuel consumption is therefore demonstrably lower than with trucks with a TCC. Another disadvantage of TCC is that the air consumption is high while manoeuvring on a slope. The TRC does not have this problem, because the TRC can switch less. An SLT with TRC can let it carefully roll backwards in a forward gear. The third major advantage: the TRC is also a built-in primary retarder, which together with engine brake delivers nearly 1,000 hp of braking power. The large extra cooler on the side of the truck is an advantage while braking in long descents. The air that goes through the cooler, has not been heated by the engine first. In addition, the primary retarder also works well at low speeds.”
Are all trucks which need to be adapted going to Molsheim?
“About 20% of all trucks produced in Wörth are, upon customer’s request, customized with an option developed by Custom Tailored Trucks (CTT). We know four different procedures and only a small part of the adjustments is performed in Molsheim. First, we deliver adjustments that can be mounted on the assembly line in Wörth. Somewhat more complicated are the adjustments made at the end of the assembly line, in a special hall. This adjustment may take up to 15 hours. The third group are the major adjustments – like the SLT series – performed in Molsheim. The last group are the adjustments we have carried out at an external conversion partner.
Interview: Ad de Koning STM Special Transport Magazine
The history of the SLT
The family tree of the current SLT series dates to about 1985, when 4-axled trucks became popular for heavy haulage. Titan and NAW from Arbon (CH) built vehicles, produced as a standard vehicle in Wörth, often very exotic trucks for heavy haulage, off-road and military applications. Dozens of type variants originated, but for the true origin of the current SLT we must go back to the 3336 S 8x4/4, built by NAW from 1984 in a very limited edition. In those years, the 4044 S, with TCC and Heck Refrigeration Equipment also came on the road. Of the 4044 nine pieces were built, all registered in the Netherlands. For completeness: four at Van der Vlist, three at Van Seumeren and Lommerts and Volker Stevin each bought one 4044. In 1998, the NG80 generation was replaced by the SK series. In the Netherlands the SK 3548 S was delivered in heavy haulage version. The improvements: a higher capacity of the Heck Refrigeration Equipment and a tridem rear axle. Because production stopped at NAW, Titan built the heaviest haulage versions based on the Actros, which was introduced in 1997 as successor to the SK series. Initially with a torque converter and in recent years also with the TRC. Titan is a CTT partner and builds all SLT versions with Euro 3, 4 or 5 engines.
BIGtruck International online magazine powered by Kleyn Trucks & Trailers december 2017 edition 3
The Mercedes Actros SLT history - Mercedes's king class
Mercedes-Benz Custom Tailored Trucks (CTT) develops adjustments for Mercedes-Benz Trucks. This formula is so successful that now 15% of all Mercedes trucks get a CTT adjustment. Many of the CTT options are mounted on the assembly line in Wörth. According to Mercedes the SLT series, the king class for exceptional transport, is adapted in Molsheim based on a standard 6x4 or 6x6 from Wörth. In Molsheim it will all be hard to take in for a true lover, because a Mercedes-Benz SLT is made for 250 tonnes of GCW and more. To achieve that, in addition to state-of-the-art electronic systems, the chassis is also reinforced with solid steel plates.
In an interview, Georg Staskiewicz, Global Key Account Manager Heavy Haulage of Mercedes-Benz Trucks, answered our questions.
How many SLT trucks were produced in recent years?
“Since 2000, we have sold approximately 1,700 SLT trucks. From 2014, we have increased our market share with the new Actros and Arocs, and we currently produce up to 200 SLT trucks per year. By 2018, the SLT series will be completed with an 8x8 version of the Arocs. These are no big numbers, but several countries like China, South Africa and Australia take on average ten vehicles of this type a year.”
How was the SLT tested?
“The first SLT Euro 6 was an 8x6/4. This truck is here in Molsheim and is sometimes used to test new adjustments. Before the introduction we made many test kilometres on the test track in Münsingen. That is a former military base, where we have ample space and the ability to try out accelerating in the climb. The prototype is much heavier than in normal use with our customers. Every SLT truck runs the same quality controls as all other Mercedes-Benz trucks.”
The SLT is standard permitted for 250 tons GCW, is a higher weight also possible?
“Over 250 tonnes of GCW we run against different boundaries. The main limitation has to do with natural laws: traction. Up to 500 tonnes of GCW is possible on roads with a maximum of 1% increase of height. Above 500 tonnes often the type of trailer coupling forms the boundary. In practice, we determine the maximum weight by case of the legally allowed weights of the country, the conditions, the load and some other technical variables.”
What is adapted in Molsheim?
“The SLT is built as complete as possible as an 6x4 of 6x6 truck at the Wörth factory. In Molsheim, we assemble the second axle, the cooling tower and the chassis is reinforced for the rear-end connections and – as an option – at the front. Furthermore, each SLT is adapted to the wishes of the customer.”
Why does the SLT program also have semi-heavy versions?
“SLT users have different demands. Some rarely drive more than 200 tonnes of GCW over the paved road. Other customers use multiple SLT trucks at the same time for a transport weighing up to 750 tonnes. The standard SLT with Turbo-Retarder-Clutch (TRC) and additional cooling (ZKA) is calculated for 250 tonnes GCW. However, an SLT is always a specialized truck. If a customer does not require TRC or ZKA, then we will create a “light” version of the SLT with a reduced GCW.”
Will there be a heavier engine available for the SLT?
“The OM 473 engine has been used by Freightliner since 2011 and for the SLT since 2014. The OM 473 is 12 to 25% more fuel-efficient than the old V8, depending on the heavy haulage operation. About the demand for more power, I can be very clear: the TRC and the engine brake together have a brake capacity of almost 1,000 hp. That is – in very heavy transports – much more important than 100 hp more engine power. For the marketing department, it might be nice to have the strongest engine, but technically our OM 473 with 460 kW (625 hp) is sufficient for the most challenging transports.”
What improvements have been made in recent years?
“The Actros and Arocs vehicles are continuously improved and the SLT benefits from it. We carry on major and minor adjustments. The previous SLT model had two separate pumps for engine cooling and the ZKA. For this version we now use one pump. The cooling capacity is also increased. In a descent, the engine and the TRC are simultaneously cooled and for this we have a cooling area of almost 2 m². Other improvements: the pressure plate on the back of the chassis has been made longer and reinforced, to support all types of low loaders. The air tanks have been moved upwards to make more room for toolboxes. At the same time, space was created to mount a hydraulic tank of up to 240 litres for the control of the semi-trailer.”
How easy to drive is the SLT?
“Thanks to the TRC and the automatic transmission, an SLT drives easily through traffic. The driver can keep his attention on the road and the traffic. Not so long ago, a driver got ‘sweat on his forehead’ if he had to descent a slope with more than 100 tonnes. That is in the past. The operation and comfort of the current generation SLT trucks compares with a modern passenger car.”
Which embodiments are being built at Titan?
“Titan already produced heavy transport trucks commissioned by Mercedes-Benz based on the NG 80 Series, more than 30 years ago. Now, they are commissioned by CTT to deliver all SLT versions, which are still delivered without a Euro 6 engine. These trucks often go to countries where the fuel quality is insufficient for a Euro 6 version. Under its own brand name, Titan offers an additional shaft that can be linked to an SLT. This makes the 4-axle SLT a 5-axle truck. This shaft is suitable for SLTs with an air suspension bogie. This 5-axle is interesting for Scandinavia and Germany.”
Why an Actros and an Arocs version?
“The SLT models are sold in many countries for different applications. The Arocs steel-sprung bogie is more focused on the construction world. In different countries it is possible to drive 16 tonnes per powered rear axle. In those countries, we only sell the Arocs SLT. The Arocs SLTs deployment area is “long-distance transports in Europe” and the Arocs is eligible when higher axle loads are required and for limited off-road use. The angle between the front axle and the bumper is approximately 5 degrees higher at an Arocs, which makes the Arocs better suited for limited off-road use.”
Why do SLT versions with a powered front axle have a narrow cabin?
“When assembling a vehicle, we depend on the product program of the Wörth factory. Some options cannot be combined. The number of SLT truck sold, is only a small percentage of total production. And a small part of these are SLT versions with a powered front axle. It is not possible to produce an additional cabin variant for that small amount.”
In which European countries are the SLT trucks sold?
“In Europe, sales are good in Germany, The Netherlands, Belgium and the United Kingdom. In the UK, the Arocs SLT is very popular due to the 16-tonnes rear axles. Denmark was a good buyer, but the numbers sold are highly dependent on wind energy developments. From Poland, we are getting more and more demand for semi-heavy SLT versions. In Austria and Switzerland, we sell a limited number of 8x6/4 trucks each year and in Norway we have sold unique 6x6 trucks. In the other European countries, we sell smaller numbers.”
And the sales outside of Europe?
“In China, we can sell 10 to 15 SLT 8x8 versions a year. We have not sold much in the past year, because Chinese customers are waiting for the new SLT 8x8, which will be launched next year. In the north of China, SLT trucks are mainly used for the transport of generators and transformers. In the south there are more production companies, which use the SLT for heavy ship sections or other construction parts. In North America, our colleagues from Western Star sell trucks for exceptional transports. Due to economic developments, we sell very limited numbers in South and Central America and Russia. However, we see that used SLT trucks are popular in those countries.”
What are the differences between a TRC and a Torque Converter Clutch (TCC)?
“The difference is so great that many customers see our TRC as the main consideration for choosing and Actros or Arocs SLT. The TRC only works while driving away, manoeuvring and braking. In all other circumstances, the hydraulic clutch is empty, and no power is lost. The fuel consumption is therefore demonstrably lower than with trucks with a TCC. Another disadvantage of TCC is that the air consumption is high while manoeuvring on a slope. The TRC does not have this problem, because the TRC can switch less. An SLT with TRC can let it carefully roll backwards in a forward gear. The third major advantage: the TRC is also a built-in primary retarder, which together with engine brake delivers nearly 1,000 hp of braking power. The large extra cooler on the side of the truck is an advantage while braking in long descents. The air that goes through the cooler, has not been heated by the engine first. In addition, the primary retarder also works well at low speeds.”
Are all trucks which need to be adapted going to Molsheim?
“About 20% of all trucks produced in Wörth are, upon customer’s request, customized with an option developed by Custom Tailored Trucks (CTT). We know four different procedures and only a small part of the adjustments is performed in Molsheim. First, we deliver adjustments that can be mounted on the assembly line in Wörth. Somewhat more complicated are the adjustments made at the end of the assembly line, in a special hall. This adjustment may take up to 15 hours. The third group are the major adjustments – like the SLT series – performed in Molsheim. The last group are the adjustments we have carried out at an external conversion partner.
Interview: Ad de Koning STM Special Transport Magazine
The history of the SLT
The family tree of the current SLT series dates to about 1985, when 4-axled trucks became popular for heavy haulage. Titan and NAW from Arbon (CH) built vehicles, produced as a standard vehicle in Wörth, often very exotic trucks for heavy haulage, off-road and military applications. Dozens of type variants originated, but for the true origin of the current SLT we must go back to the 3336 S 8x4/4, built by NAW from 1984 in a very limited edition. In those years, the 4044 S, with TCC and Heck Refrigeration Equipment also came on the road. Of the 4044 nine pieces were built, all registered in the Netherlands. For completeness: four at Van der Vlist, three at Van Seumeren and Lommerts and Volker Stevin each bought one 4044. In 1998, the NG80 generation was replaced by the SK series. In the Netherlands the SK 3548 S was delivered in heavy haulage version. The improvements: a higher capacity of the Heck Refrigeration Equipment and a tridem rear axle. Because production stopped at NAW, Titan built the heaviest haulage versions based on the Actros, which was introduced in 1997 as successor to the SK series. Initially with a torque converter and in recent years also with the TRC. Titan is a CTT partner and builds all SLT versions with Euro 3, 4 or 5 engines.
BIGtruck International online magazine powered by Kleyn Trucks & Trailers december 2017 edition 3
hannaz
Aerodynamic Artisan
One of my personal highlight of IAA 2018 was meeting Georg Staskiewicz, Head - Heavy Haulage division of Daimler Trucks (same person in the article above ^) who shared lot of inputs about the SLT variants as in article above.
I was expecting 8x8 Arocs SLT in the show, when enquired he mentioned it’ll be ready only by the end of the year for Chinese customer or so. How ever for Europe the highest configuration is 8x6 & won’t have 8x8 for Europe market as law doesn’t permit for such high capacity truck to hit Euro roads. 8x8 SLT were still made on old Actros for some markets like Middle East, Brazil, etc. as these markets just got matured for Euro 4 engines which is esential for Arocs & new Actros.
Further on my question on if SLT can pull higher GCW over 250 ton he told me that with a stronger trailer coupling & additional cooling unit a single SLT truck can pull upto 500 tonnes on a surface of upto 1% gradiant, and with the new TRC it make easier for the truck & drivers to operate with such high load as TRC helps in producing braking power of almost 1000hp which in such extreme operation condition is highly required, but that is done by operators out of Europe like Brazil, China, ME, etc. and in the same case Europe law need two units, one to pull & other one to push.
I was expecting 8x8 Arocs SLT in the show, when enquired he mentioned it’ll be ready only by the end of the year for Chinese customer or so. How ever for Europe the highest configuration is 8x6 & won’t have 8x8 for Europe market as law doesn’t permit for such high capacity truck to hit Euro roads. 8x8 SLT were still made on old Actros for some markets like Middle East, Brazil, etc. as these markets just got matured for Euro 4 engines which is esential for Arocs & new Actros.
Further on my question on if SLT can pull higher GCW over 250 ton he told me that with a stronger trailer coupling & additional cooling unit a single SLT truck can pull upto 500 tonnes on a surface of upto 1% gradiant, and with the new TRC it make easier for the truck & drivers to operate with such high load as TRC helps in producing braking power of almost 1000hp which in such extreme operation condition is highly required, but that is done by operators out of Europe like Brazil, China, ME, etc. and in the same case Europe law need two units, one to pull & other one to push.
DjordjeC63
Vorsprung Visionary
I guess many guys were bribed to sell Buran.
hannaz
Aerodynamic Artisan
We have discussed this earlier in this thread, Actros/Arocs is the actually leading the Europe market. Most of the fleet owners & logistics companies prefer Merc over the individual truck drivers. However this thread is meant for ‘Super Heavy duty’ haulage & in this segment Mercedes lead in Europe & even globally.
Wolfgang
Kraftwagen König
Spectacular Airbus transport with a Mercedes-Benz Actros 4163 SLT heavy-haulage tractor unit
Germany by night with a low-flying Airbus A 320 and a heavy-haulage Actros SLT tractor unit from Mercedes-Benz – this spectacular heavy-haulage operation took place throughout Germany and drew in the crowds wherever it passed. No surprise really when you take a look at the vital statistics involved: 60 m long, 90 t in weight and 5 m wide. The Actros SLT with around 630 hp was tasked with bringing the Airbus A 320 to southern Germany. The sensational transport task of the fuselage took around 11 days. Stuttgart-based heavy-haulage firm PAULE loaded the Airbus onto their Actros SLT in Tallinn (Estonia) after it was damaged during a heavy landing.
A truck ferry took the freight across the Baltic Sea to Lübeck's docks. From there the Actros SLT heavy-haulage team took three nights to cross Hamburg, Magdeburg, Nuremberg and Stuttgart before heading for the northern part of the Black Forest. Twice along the route, the Airbus heavy-haulage convoy had to leave the motorway to avoid low bridges. Plus, after the Actros SLT left the motorway and was driving along a side road at one point, the driver even had to drive the long combination backwards so as to be able to re-enter the motorway in the opposite direction. What's more, a second Actros SLT was also brought in in readiness for the freight arriving at its final destination. On a tight and steep forest road, the SLT duo brought the Airbus to its new home on the training grounds of the KSK Special Forces Command in Calw. There, the Airbus will soon be put to use as part of realistic training scenarios for the protection of airline passengers.
Heavy-haulage firm PAULE opted for the Mercedes-Benz Actros SLT as its tractor unit of choice because such extreme transport tasks dictate 100% reliability.
Airbus-Transport mit einer Mercedes-Benz Actros 4163 SLT Schwerlastzugmaschine - Mercedes-Benz Passion Blog / Mercedes Benz, smart, Maybach, AMG
Germany by night with a low-flying Airbus A 320 and a heavy-haulage Actros SLT tractor unit from Mercedes-Benz – this spectacular heavy-haulage operation took place throughout Germany and drew in the crowds wherever it passed. No surprise really when you take a look at the vital statistics involved: 60 m long, 90 t in weight and 5 m wide. The Actros SLT with around 630 hp was tasked with bringing the Airbus A 320 to southern Germany. The sensational transport task of the fuselage took around 11 days. Stuttgart-based heavy-haulage firm PAULE loaded the Airbus onto their Actros SLT in Tallinn (Estonia) after it was damaged during a heavy landing.
A truck ferry took the freight across the Baltic Sea to Lübeck's docks. From there the Actros SLT heavy-haulage team took three nights to cross Hamburg, Magdeburg, Nuremberg and Stuttgart before heading for the northern part of the Black Forest. Twice along the route, the Airbus heavy-haulage convoy had to leave the motorway to avoid low bridges. Plus, after the Actros SLT left the motorway and was driving along a side road at one point, the driver even had to drive the long combination backwards so as to be able to re-enter the motorway in the opposite direction. What's more, a second Actros SLT was also brought in in readiness for the freight arriving at its final destination. On a tight and steep forest road, the SLT duo brought the Airbus to its new home on the training grounds of the KSK Special Forces Command in Calw. There, the Airbus will soon be put to use as part of realistic training scenarios for the protection of airline passengers.
Heavy-haulage firm PAULE opted for the Mercedes-Benz Actros SLT as its tractor unit of choice because such extreme transport tasks dictate 100% reliability.
Airbus-Transport mit einer Mercedes-Benz Actros 4163 SLT Schwerlastzugmaschine - Mercedes-Benz Passion Blog / Mercedes Benz, smart, Maybach, AMG
CrunchSlaughtered
RPM Ruler
Sorry to be negative but this is a little science fiction. The load itself is not more than 25t (An A320 has a dry weight of 35t, so without wings, engines, landing gear it shouldn't be more than 25t). The length is by no means 60, because the fuselage is 33 m long, the three axle dolly is 4,5 and the truck 7m so it's something like 45m the whole composition. And the width is not more than 4m.Spectacular Airbus transport with a Mercedes-Benz Actros 4163 SLT heavy-haulage tractor unit
Germany by night with a low-flying Airbus A 320 and a heavy-haulage Actros SLT tractor unit from Mercedes-Benz – this spectacular heavy-haulage operation took place throughout Germany and drew in the crowds wherever it pas...
Wolfgang
Kraftwagen König
^ May have included the second SLT, required for the unloading in Calw? 
Die größte Herausforderung für die Paule-Mitarbeiter aber war das großvolumige Rumpfsegment, mit dem das Schwerlastgespann laut eines Mitarbeiters auf 54 Meter Länge, 4,80 Meter Breite, 4,45 Meter Höhe und 89 Tonnen Gewicht kam. Source: FERNFAHRER
Also, just 3 km or so from it's destination it got stuck, and a hydraulic hose needed to be replaced.
Picture: dpa
Die größte Herausforderung für die Paule-Mitarbeiter aber war das großvolumige Rumpfsegment, mit dem das Schwerlastgespann laut eines Mitarbeiters auf 54 Meter Länge, 4,80 Meter Breite, 4,45 Meter Höhe und 89 Tonnen Gewicht kam. Source: FERNFAHRER
Also, just 3 km or so from it's destination it got stuck, and a hydraulic hose needed to be replaced.
Picture: dpa
CrunchSlaughtered
RPM Ruler
I really can't get it why MB should always exaggerate about the load being transported by their haulers. 624t is the maximum weight of the rigid dump truck including also the maximum load. When empty, which obviously this dump truck is, the weights is around 290 t. Not very professional, Gorden.
DjordjeC63
Vorsprung Visionary
No one will cut you off in traffic
Similar threads
Mercedes-Benz
Mercedes-Benz Group AG is headquartered in Stuttgart, Germany.
Established in 1926, Mercedes-Benz Group produces consumer luxury
vehicles and light commercial vehicles badged as Mercedes-Benz, Mercedes-AMG,
and Mercedes-Maybach.
Its origin lies in Daimler-Motoren-Gesellschaft's 1901 Mercedes
and Carl Benz's 1886 Benz Patent-Motorwagen, which is widely regarded
as the first internal combustion engine in a self-propelled automobile.
The slogan for the brand is "the best or nothing".
Official website: Mercedes-Benz (Global), Mercedes-Benz (USA)
Official website: Mercedes-Benz (Global), Mercedes-Benz (USA)
