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MAN 26.464 FPLT

7th October 1999, Page 36
7th October 1999
Page 36
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Page 36, 7th October 1999 — MAN 26.464 FPLT
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IPrice as tested: .£71,250 (ex-VAT), chassis-cab only. Engine: 12.8 litres, 460hp (338kW). GCW: 41 tonnes. Payload: 25.94 tonnes. Average fuel consumption: 7.28mpg (38.811t/100km).

This MAN is big. It's got the high, wide and handsome Roadhaus double sleeper cab, a 12.8litre 24-valve engine pushing out 46ohp and plenty of mod cons as standard. This is our fourth test at 41 tonnes: despite the MAN's solid build quality, when coupled to CM's trailer it took a respectable payload of 25.94 tonnes and shrugged off the extra weight in fine style.

D on't panic! Commercial Motor isn't suffering from an epidemic of yellow fever, nor have we been relaunched as MAN's house magazine. But the folks at Swindon have been doing more than their share to keep us supplied with test subjects during this strange summer of new weight limits and iffy weather.

Compared with our most recent MAN test, just last month, this one is bigger all round with a bigger engine—the i2.8-litre 46ohp 24valver, which effectively tops the range—and a bigger cab, in the shape of the Continentcrunching Roadhaus. Bigger breakfasts too, thanks to the essential Cumberland sausage stotty at Thinford, but don't tell the wife.

Big is beautiful, they say (well big people do, anyway) but they also say that beauty is in the eye of the beholder. MAN has always put function before style, but the Evolution facelift which accompanied the new range of engines earlier this year has freshened its appearance to a surprising degree. In particular, the relatively low windscreen position manages to make the big cab look less intimidating to other road users. Not a bad attribute in these less than truck-friendly days.

PRODUCT PROFILE

Since the F2000 Evolution models began to appear in the UK early in the year the range has been powered by one of three engines, starting with the r2-litre, two-valves-percylinder unit rated at 36ohp. Next up is a fourvalve version at 4rohp, followed by our test vehicle's 460. This also has the four-valve head, but with an extra romm of stroke to create an additional 850cc ofswept volume. If you really need to impress the neighbours, MAN UK might be persuaded to sell you the monstrous 600hp r8-litre Vro...but we won't be booking that one into our schedules just yet.

Tractor chassis choices are a 4x2, 6x2s in twin-steer or pusher axle forms, and a 6x4 heavy hauler for use at up to 150 tonnes GCW.

Most accommodation needs are met by a full range of cabs, starting with a basic distribution number in day or sleeper forms. The long-haul version of the single sleeper, which can be identified by a izomm filler strip between cab and bumper, comes with most of the higher levels of trim and equipment enjoyed by the Roadhaus high-roof double sleeper.

PRODUCTIVITY

Our experience with fuel consumption at 41 tonnes is still building, but a pattern is beginning to emerge. So far we've had a 46ohp Volvo and a 38ohp Scania, both of which came within a gnat's of 7.3mpg, and a 4rohp MAN which cracked 7.85mpg. This 46ohp MAN is on a par with the Volvo and Scania, returning an overall figure of 7.28mpg over CM's r,r8okm Scottish route.

Not unexpectedly, however, average journey times with the 460 are significantly better than with the 410, and it doesn't disgrace itself on the scales either. Ready for the road with steel road wheels, CM's nominal 75kg driver, fifth wheel and a full 400-litre tank, the Roadhaus weighs in at whisker over eight tonnes. Coupled to CM's Fruehauf curtainsider (7.0 tonnes unladen) this gives a payload of 25.94 tonnes—an impressive figure for such a big cab.

Although the MAN's cab-to-trailer clearance was just 600mm, any potential problems were eliminated by an excellent swinging suzie frame. The aerodynamic kit is well built and rattle-free, but the opening cab side fairing is on the right, as is the ladder giving access to the standard catwalk, and right is wrong for UK use. Given the otherwise generous specification, the lack of a rear-of-cab working light struck us as a bit parsimonious.

Routine maintenance has obviously been carefully considered by MAN's design team. Most daily checkpoints are behind the lift-up grille, with windscreen and headlight washer bottles located along the rear of the cab. The twin headlamps and front indicators live in a hinged module, giving easy access for bulb replacement; the headlamps are kept clear by washer jets which usually stay hidden out of harm's way in the front bumper, only coming out when needed.

The big cab is easily tilted by the electrohydraulic pump mechanism, which works in two stages, automatically releasing the security latches. An in-cab override and a manual backup pump are provided. Wide steps in the front bumper combine with sturdy grab handles to allow safe windscreen fettling, and the front number plate plinth folds down to reveal the towing point.

Backing up the figures is a two-year/ 320,000km repair and maintenance package. To help you hang on to your MAN long enough to enjoy that benefit, a passive engine irnmobiliser comes as standard; the locking fuel filler cap and battery carrier should deter the more casual low-life..

ON THE ROAD

With 2,10 oNm of torque available from 900t,3oorprn, getting 41 tonnes rolling presents no problems. On reasonably level ground the MAN will happily move off in 3L, staying in

low for fifth and sixth then block shifting up to 7H and 8H. Once underway the engine will pull strongly from as low as 9oorpm, but unfortunately its harmonics under load at that speed set up a resonance in the steering column that sounds like Rolf Harris's didgeridoo. While harmless enough, this is a bit worrying for anyone with a modicum of mechanical sympathy.

Acceleration off the line is at a level that would have done credit to a 38-tonner not long ago. The test track sprint from o-8okm/h was seen off in just 50.2 seconds, with the mid-range 48-8okrn/h run completed in 29.6sec. The M A N's performance on the road was equally impressive, particularly on the hilly sections. Apart from intentional restarts, it managed the entire length of the A68 from Dalkeith to Consett in high range.

Stopping is just as easy, with the ABS and discs on the front axle and trailer supplying a rapid and drama-free emergency stop from 40mph. In more normal use the pedal action is light and progressive.

The service brakes are backed up by the EVB engine brake, which works well enough if the revs are kept up—but in our view its operating button is the worst feature of this truck. Mounted on the floor well behind the driver's left foot, frequent operation is liter

ally a pain for anyone at all challenged in the inside-leg department.

Range changing on the Eaton r6-speeder is achieved by nudging the lever to the right of the neutral slot to change up, and to the left to go down. With the lever's spring loading biased to the right for third/fourth plane in low range, and to the left for fifth/sixth plane in high, the change is extremely positive. Clutch operation is light and predictable.

The MA N's handling is well up the task, with well weighted and communicative power steering. We did experience one minor dose of understeer coming off a particularly greasy roundabout but full grip was regained after a split-second. Traction on the challenging slopes of the A68 was never a problem, although the Ask traction control flashed its warning light on a couple of occasions.

The ride is firm but well damped, while the four-point air-suspended cab felt nicely controlled apart from a bit of bounce during the test track brake testing exercise.

The cruise control deserves a mention for its ease of use. Pressing the "Set" button on the right-hand column stalk holds the current speed without having to go through the fiddle of ramping up or down. It also includes a speed hold facility—a useful licence saver when driving in urban traffic, but there is no link to the engine brake.

CAB COMFORT

Three steps lead up through wide opening doors to the floor, r.4rn above the ground. In Roadhaus form, the F2000 Evolution cab is a remarkably civilised place to be. Al though no threat to the rain forests, the wood-effect trim adds a touch of class to the dash, and the attractive yet practical light-grey cloth and black soft-feel plastic give the interior a warm ambience.

Both seats are air-suspension units courtesy of the ubiquitous I sri nghausen. The driver gets heating, electric lumbar, cushion height and angle and bolster width adjustment and damper rate control. The passenger's is slightly less luxurious but still better than many drivers' seats. The Lucas Kienzle twodriver tacho and matching rev-counter sit either side of the warning lamp panel, with gauges for fuel, air and oil pressure and water temperature beneath. All the switches are mounted within easy reach on the dash or on the sturdy column stalks, which feel like they have a half-life on a par with radioactive waste.

The parking brake is well placed, as is the nonRDS radio-cassette with detachable security panel. However, the four rotary heater control knobs in the centre of the dash are a bit of a stretch, particularly as the driver's inertia seatbelt is over sensitive, locking up much too easily.

The heating and ventilation system is otherwise very good. There are six fresh air vents on the dash and integral side window demister vents. An opaque tilt-and-slide roof panel is controlled by no less than three different switches around the cab.

Good visibility is ensured by the excellent three-blade wiper system and electrically heated and adjustable mirrors. The top of the dash tapers down to the low windscreen bottom edge to minimise the frontal danger zone. There are rather slow electric windows on both sides and security conscious central locking, but not unlocking.

Sun protection comprises a tinted external visor backed up by internal roller blinds, although there are no visors to the side.

In-cab storage should satisfy the most nomadic of drivers, with two lidded cubbies and a deep shelf on the first level above the screen, and three more lockable boxes on the second level. The driver's valuables are protected by a lockable and removable security box complete with carrying strap. If you don't mind carrying a steel handbag around Milan or Marseilles, it could also act as a useful defence against muggers! The driver's door has a large pocket with two bottle holders while the passenger door has a large threecompartment bin. A spare DIN radio aperture doubles up as a extra storage box.

Storage of curtains has been well thought out, with the cab curtains stowed in a locker above the screen and bunk curtains in side bins above the doors. The top bunk has its own double-glazed windows complete with roller blinds and a flexi reading light. Its framework includes provision for coat hangers. Both bunks feature sturdy guard rails, the lower one doubling as a ladder to upstairs. If the lower bunk is used as a settee headroom is a bit tight unless the top bunk is raised.

The driver and passenger get a general-purpose and map light apiece, and a red night light is provided. The lower bunk area contains another light and a control for the roof vent installed below a shelf which is just right for an alarm clock, but the night heater and radio controls need a stretch to the dash.

Mattresses are roomm thick and pleasantly firm (and come with matching pillows). The lower one has cut-outs behind the seats but was still wide enough for CM's broad-shouldered tester. Longer-term stowage is provided by three large boxes under the bunk and two side boxes with external-only access. The left end of the lower bunk has yet another deep storage space with a net.

SUMMARY

Apart from the name, which sounds like a diesel-burger joint on Route 66, the Roadhaus is an eminently sensible place to spend the working day.

The 460 engine is a willing and able worker, with performance which the vast majority of operators will find to be adequate for their needs unless they spend every day dimbing through the Alps. Mind you, if they do tackle many hills they'll be cursing the designer of that exhaust brake button on the downward run.

While its fuel consumption couldn't match the 4 rohp MA N's 41-tonne record, the 460 earns its keep in other ways. Its average speeds are competitive and it carries an excellent payload for its size, while the long-haul driver's needs are well catered for, both on and off duty. Shame about the aboriginal music.

• by Colin Barnett

SPECIFICATIONS

MODEL MAN 26.464 FPLT Roadhaus tractive unit.

Design COW: 44.00 tonnes.

Design CVW: 22.50 tonnes.

Plated GVW: 22.36 tonnes.

Importer: VAN Truck and Bus UK, Frankland Road, Blagrove, Swindon Wilts SN5 8Th.

ENGINE MAN D2876F06 Euro-2, four-stroke, charge-cooled, direct-injection turbo-diesel with Electronic Diesel Control, Single overhead camshaft operating four valves per cylinder. Cylinders: Six, in-line.

Bore/stroke 128x166mm. Capacity:12.8 litres.

Compression ratio:17.0:1.

Maximum net power 460hp (338kW) at 2.000rpm.

Maxima net torque: 2,100Nm (1,548Ibft) at 900-1,300rpm.

TRANSMISSION Eaton RTS 17316 range-change splitter 16-speed synchromesh gearbox.

Rear axle: MAN HY-13110 single reduction unit; ratio, 3.08:1. Clot& 430mm single dry plate with air-assisted hydraulic operation.

BRAKING SYSTEMS Dual-circuit air system with ABS, load sensing and air drier. Discs on front axle, drums on rear axles; automatic slack adjusters. Spring parking brake on drive axle. EVB engine brake operated by floor switch. ASR traction control.

Brake dimension& Front axle, 438mm diameter; pusher axle, 410x140mm; drive axle, 410x220mm.

STEERING ZF 8098 Servocom hydraulically assisted; 5.8 turns lock to lock.

CHASSIS Ladder-type pressed-steel U-channel frame; dimensions, 270x80x8mm. Suspension: Front, parabolic leaf springs with anti-roll bar; pusher and drive axles, six-bellows air suspended bogey with anti-roll bar. Hydraulic dampers fitted to all axles; pusher axle has air dump and lift. Axle design weights: Front, 7.10 tonnes; rear bogie, 18.30 tonnes. Minis and tyres: 8.25x22.5in steel wheels with 295/80R22.5 tyres. Fuel tank: 400 litres.

ELECTRICAL SYSTEM

Battery: 2x12V,170Ah. Generator: 55k

TERMS OF WARRANTY

MAN Triple-A cover: all-inclusive repair and maintenance for two years/320,000km plus a five-year, unlimited-distance anti-corrosion cab warranty.

DEALERS AND SERVICE POINTS

MAN has 65 outlets in the UK.

The 12.8-litre 24-valve engine returned an overall 7.28mpg.

MAN

26.464 FPLT

DRIVERS' VIEWS

• SID NICHOLLS from Bury St Edmunds was at BP's Swindon Truck Stop, driving a Scania 113 360 while his son was on holiday. "The entry is higher than the Scania but it's quite easy," he said. He set the cruise control on the dual-carriageway.

"That would do me," he said. He dropped down to 7th to trickle round a roundabout at 900rpm: "It would take me a little time to adjust to such low revs but I can't believe how easy that was." He criticised the way the steering wheel rim obstructed the air gauges but liked the all-round visibility. "There's lots of room and it's easy to stand," he remarked. "It's a good job the roof hatch has a switch—it's too high to reach from the driver's seat.'

• KEVIN DESCOK drives a Seddon Atkinson 365 for BSD, out of Wansfield in the Midlands. 'The bias on the gear lever towards 5th and 6th is quite strong." he noted. "The engine has a lot more power than I'm used to; the accelerator is very responsive—the way it picks up is brilliant and the foot brake responds a lot quicker as well. This exhaust brake is the best I have come across." He also liked the cab. "It's just about right for a night or a whole week away—raising the top bunk doesn't get any easier than this. Will they ever change the instruments?' he asked. "They look the same as I remember them 12 years ago. The wood trim is nice," he concluded.

II BILL KITT runs to the Continent for Swindon-based Kingsnorth Transport. He used to drive an Iveco BiroStar 420 but had just changed to a Scania 143 420 6x2 tractor. "My training tells me to start in first and then block change," he said after we advised him to pull away in 3rd. "MAN has always produced strong engines: this one picks up from rest well. Air-con should be standard on trucks. The wide-angle lens at the bottom of the mirror improves nearside visibility. I would prefer to have the exhaust brake linked to the brake pedal but the button is in a good position. It needs a couple of plugs for a TV and fridge etc—it wouldn't cost much to make them standard."


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