The process that the Mercedes-Benz Arocs has gone through, and the idea of using this technology, is a reflection of what can only be described as a culture change in the tipper industry.
Tipper operators were distrustful of new sophisticated equipment and fittings which they did not consider to be as robust as the older, tried and true technology on which they had relied on for generations.
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Clearly, experience with modern technology, its resilience and ability to take a bit of a hammering, getting covered in dust, combined with the big contracts coming with very specific guidelines and safety requirements, especially on large government funded contracts, has seen a cultural shift into the 21st century.
Simple things like yellow grab handles on a truck were resisted as unnecessary, but now 80 per cent of sites, which trucks like this will visit, now require them as a minimum, let alone other requirements requiring even more sophistication.
Once the bigger transport companies start to fit this level of equipment, smaller subcontractors are forced to follow suit and be compliant.
The culture change is also happening in the attitude within the Daimler/Mercedes-Benz organisation. When they originally brought in this group of models, they declined from even calling them Actros or Arocs, which was the practice in Europe. The trucks were simply Mercedes-Benz heavy duty trucks.
The model PowerTorque tested will not be called an Arocs on the front panel or the door, but does feature its very different sawtooth front grille. It is named as an Arocs on the Mercedes-Benz Australia website.
This reflects a culture change in the Daimler organisation here. Now the dealers can spend less time dismantling the only truck model it could source and then go through a major rebuilding process to make it suit operators who have very specific needs, in specification terms. Add PBS requirements into the mix and it becomes even more complex.
Sharing the production line with the Actros models destined for Australia and having Arocs models which can now be specified on the production options list, has proved to be a cheaper, neater and more elegant solution to fit into very specific design envelopes needed to create high productivity and resilient trucks.
When most of the specifications are factory built, the warranty on them works better, the customers are happier and the overall package works well for all parties. Just ask Kenworth and Mack.
Handling is pretty good, the driving position is quite high but the suspension and shock absorbers make rougher conditions relatively comfortable. This new model is a good indication of where there has been a change in the tipper industry, in the way that they think about their tippers.
Where in the past they would tender for jobs with older trucks, they now need to meet quite high expectations on the part of the main contractor.
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