6x2 TRACTIVE UNITS
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TESTERS' CHOICE VOLVO UN 4101
The Chancellor's halfhearted move towards higher gross weights was still enough to transform the tractive unit market in 1999. and we've never tested so many axles... Judging from 38/40/41-tonne comparison tests we carried out at the beginning of last year, we expected the increase in gross weight from 38 to 41 tonnes to push up fuel consumption by an average of 5.2%—the reality was more like 10%, Commercial Motor's first test at 41 tonnes appeared in July, with Scania first past the post with its 380hp 111141 twin-steer. As the first test at this weight, the Scania test was always going to be eagerly watched, with all eyes firmly fixed on its fuel figures. The Swedes were not too happy with the new benchmark of 7.35mpg. although it proved to be a pretty reliable guide to what other 41-tonners would manage.
The outfit did lose grip on one of the climbs because of a lack of weight over the drive axle and this was enough to encourage us to change the Scottish route, swapping the Black Hill climb for the almost equally demanding Castlesitle. The Scania's high points included rock-solid residuals and drum brakes that were strong enough to stop all 41 tonnes instantly (well, almost).
Next to take on our modified route was MAN's 26.414 6x2, which returned fantastic fuel figures with its new 24valve engine. The MAN had buckets of luggabie torque for the hills, with only the most severe demanding a split change or two from the smooth Eaton box. Front disc brakes made stopping the big bruiser a breeze.
Engine braking on normal roads earned the dubious honour of being dubbed "lethargic", with drivers needing to be immune to the scream of the engine when trying to get useful retardation on the more severe descents. The MAN also could have provided a few more creature comforts, like a better driver's seat and improved cross-cab access, but it was generally acceptable.
Our next test featured the Volvo F1112 460. which gave a figure of 7.30mpg—on a par with the Scania. Churning out a monstrous 2,200Nm from its 12:I-litre engine, the pusher-axle tractor was never going to be short on power up the hills and achieved a very fast average speed for the route. Straight-line acceleration was equally impressive, with the 11tonne rig surging from 4880km/h in just over 30 seconds.
Even with a Globetrotter cab the Volvo took a payload of 25.8 tonnes. which beat the Scania but was behind the MAN by a half a tonne. The air suspension made the cab a very comfortable place to spend a day at the wheel without making the road feel remote— an excellent balance.
The new gearbox worked a treat too, while the dashboard and controls were well thought out. It all helped make the Volvo a great tractor to drive; albeit at £90.000.
Our second MAN 41-tonner of 1999 was a 26.464 FPLT, which delivered a fuel figure of 7.28mpg. It came with a Readhaus cab, a 12.8-litre engine putting out 2,100Nm and a respectable payload 01 25.9 tonnes. With so much power on tap the accel
eration results were unsurpris quick, although the average speed was a little down.
The F2000 cab is starting to its age—the exhaust brake butto the floor behind the driver's left was uncomfortable to use—but looking forward to the immi launch of MAN's next generatio tractive units.
Next up was the Seddon Atkii Stratocruiser. The Seddon put good fight despite having the loi torque of the trucks we tested in class. Fuel and average speed fig! were OK, but the outfit was let d by a difficult-to-use Eaton box awkward air system and slightly putting steering, perhaps down mismatched set of tyres on pusher axle. Space and storage in cab was pretty good, the Sec came with a fair few electric bits pieces to play with and the an console to the left of the driver the controls in easy reach.
Renault rounded the year off its Solo Premium, a one-man cab c pieta with a chaise longue, which tui into a bed, and a flat floor beside driver. It was certainly the n unusual of the 41-tonne breed in 1
The MIDR engine needed to revved higher than most to get best out of it—Renault even goes tc trouble of producing a two-page leion how to get the most out of ! truck. A sensible idea, no doubt, but power unit was showing its age.
A 90-second dump feature extra traction on the air-suspet drive axle impressed us, as did rig's payload (second only to our 1 MAN of the year).
The field was whittled down to MAN 26.414 and the Volvo FH12 16. was a close-run thing but in the the sheer refinement, poise and c of the Volvo won through, the FH h our Testers' Choice at 41 ton Performance and productivity v on a par with the rest of the field, the Volvo shone for doing everyt the other tractors did...and doin that little bit better.
by Peter Lawton