ROADTEST
Page 38
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the HY-13110 comes with four-bag air suspension giving the 17.372 an "FLT" designation. The front axle is also home-grown, suspended on long parabolic springs. Antiroll bars are standard front and rear; our tractor was also equipped with a sliding fifth wheel.
The 17.372's F sleeper cab is 160mm narrower and 50kg lighter than the full-width FB twin-bunk cabin fitted on the .422 and .502 F90 tractors.
Two years ago the back of the F90 cab was modified to suit full-length trailers with the pipes, connections and lights resited to handle semis with deeper pin positions.
The compact six-pot ensures a clean rear; the suzie outlets are set low under the bulkhead to avoid damage or stretched air lines during tight turns.
• PRODUCTIVITY
A quick flip through the comparison tables puts the 17.372 into perspective. It's overall 38.11it/1001mi (7.41mpg) is respectable enough, falling between the Foden 4350 and the Leyland Daf 85.360. It's noticeably more fuel-efficient than the similarly powered Foden 4380 with the the Cummins 14-litre (CM 21-27 January) but the Foden was faster. Its best consumption was undoubtedly on A. roads.
Although the 17.372's average speed around our test route was down on its rivals its 0-80km/h time beat the Iveco Ford EuroTech and the Foden 4350; on hill climbs it was generally up with the pack.
With a payload of 24.3 tonnes the 17.372 finally lays the myth that German tractors are heavyweights.
MAN claims to be the only manufacturer to offer a 3.5m-wheelbase tractor capable of running with a 13.6m trailer. The 1.6m pin position of the longer trailer needs a swing clearance at least 2.04m if the truck is to turn freely the F90 tractors exceed that figure by positioning the cab further forward than most and keeping its rear wall uncluttered.
Using a 1.6m pin position trailer the fifth wheel can be located up to 775mm ahead of the drive-axle centre line. With the 1.36m pin on CM's 12.2m Fruehauf curtainsider we set the fifth wheel 760mm forward, giving a close coupling for better fuel economy.
III ON THE ROAD
The 17.372's power and torque are impressive enough in themselves; combined with the SAMT you've got a driver's dream. There is a clutch pedal, but you only need it when pulling away or coming to rest. Otherwise SAMT makes use of the Twin Splitter gearbox's ability to make smooth clutchless changes.
MAN's installation of SAMT differs from Iveco, ERF and others. Instead of the usual mini gearlever MAN has sensibly opted to fit a right hand steering column stalk, which greatly improves cross-cab access.
Shifts are selected by simply clicking the stalk up or down; one click down when stationary and in neutral selects reverse. The action is similar to switching between dip and main beam headlights. We found the design works very well, although we did once forget which stalk was which and tried to change up by flashing the headlights.
The column change finally removes the clutter from the engine cover, bringing an end to the outdated idea of siting a switch there simply because that's where the gearstick used to be. Manufacturers of EPS, Geartronic and the like, please note.
Superb ride and handling remain an F90 strong point. Few air-suspended 4x2s handle better, with the possible exception of Volvo's new MAN got its suspension, steering, damping and roll right first time so since the 1986 F90 launch it's sensibly left things pretty much alone.
The cab has four-point mechanical suspension which gives a smooth ride without being too lazy and transmits just enough feel to the driver. A fully adjustable full-air Isringhausen seat adds a soft touch: we particularly liked the sliding seat base for its ability to support the full length of the upper leg.