1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176 
MAN M2000
Page 36
If you've noticed an error in this article please click here to report it so we can fix it.
Although MAN's L2000 range will be replaced by the TGL this spring the equivalent heavier TOM won't he with us for a while —so the current M2000 middleweight range from 14 to 26-tonnes will soldier on for some time yet Nevertheless, just like the 12000 (with which it shares the same basic cab) it's a well-built no-nonsense truck with a surprisingly broad range of chassis options from solo or drawbar 4x2 rigids. through 4x4 'specials right up to 6x2 and 6x4s. All are powered by the DOB six-cylinder engine rated at 220 or 280hp and are titled with either a six or ninespeed gearbox with the option of a 16-speed for top weight drawbar work. Meanwhile, the 6x4 makes bra very attractive lightweight mixer chassis with a class leading body/payload allowance that's only rivalled by Mercedes Atego. The M2000 cab interior is probably best described as no-frills but, in line with MAN's traditionally good build quality, its hard wearing which makes it ideal for urban distribution work.
Chassis built for urban distribution t. Mixer version offers excellent payload Driver appeal not high Six-litre engine lowers residual value VERDICT M2000 is a no-nonsense truck that's built to last. But lower driver appeal compared 1 with Dab, Mercedes and Swedes