ROADTEST
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ULTRA-LINER
of UK Mack importer Western Truck, In any case, most are used for Continental and/or heavy haulage where left-hand drive is often preferred.
On the road we were surprised by the tightness of the turning circle achieved by such a long chassis, and manoeuvrability was helped by very light steering. The 38tonne combination, with 13 tonnes through the pin, steered beautifully through corners and roundabouts. Competent brakes helped the vehicle's overall handling abilities too, although this machine has no anti-roll bars.
Unfortunately ride quality is not what might be expected from such a large, glossy truck. Those short, stiff front springs transmit every detail of the road's surface to the driver. The twin-bellows rear cab air suspension and Bostrom mechanical suspension seat failed to prevent driver take-off when we negotiated an industrial estate-style road hump at more than tickover speed.
• PERFORMANCE
To suit its role as a long-distance trunker Maggs' Mack was specified with a ninespeed 0.71:1 overdrive box and a relatively fast axle ratio giving an overall gearing of 72.1km/1,000rpm. This was fine on the motorway but too tall for good all-round economy. That, coupled with the Ultraliner's high, non-wind-deflected cab and double-drive bogie ensured that we were never going to break any fuel economy records. Overall consumption worked out at 44.11it/100km (6.41mpg).
That's not exactly impressive by today's standards, but it did manage to beat the Cummins E400-powered Foden 4000 Series 6x4 we tested back in 1987, even if it couldn't match the 4400's kerbweight.
We were also pleasantly surprised by the way that the Mack engine's flexibility allowed the lower gears to serve on most of the long, undulating hillclimbs along our test route. A 13-speed box is the least we would normally look for in any wagon destined for arduous terrain at top weights.
As our MIRA acceleration tests proved, this truck is no slouch away from the lights, and its 73.5km/h (45.7mph) overall average speed compares well with other contenders in the 260kW (350hp) class. Indeed, as our charts show, this is a truck that can deliver the goods fast. Only a lack of the occasional split ratio detracted from the Ultra-liner's commendable driveability.
• SUMMARY
The Mack Ultra-liner was no more built to suit European operations than any other American truck, so comparing it directly with similarly powered European trucks on their home ground may not be fair. But Maggs, like most other buyers, doesn't see his Mack as a plaything, and direct comparisons are unavoidable when buying vehicles in a competitive market.
On that basis the Ultra-liner falls down primarily on its cab sophistication, fuel consumption, ride quality and lighting equipment. It is also not as light as some.
However it scores highly on performance, roadholding and manoeuvrability at least for a 6x4. The cab may not be up to European standards, but it's roomy and will be comfortable for nights away.
Obviously parts are not available on every street corner, but Western Truck offers a comprehensive range and full servicing at its Leyland site. Many Macks are exported to developing countries so servicing has deliberately been kept simple and anyone with a properly equipped workshop should have no problems in doing it themselves.
At .N4,000 the Ultra-liner is not expensive for an imported 6x4 built to the buyer's specification, and having kept our comments objective, let's not forget that keeping a high profile can win business in a competitive industry.
With typical American hyperbole, Mack's brochure calls the Ultra-liner "The Ultimate Cabover''. We wouldn't go quite that far. But if the Mack isn't the world-beater some of its devotees would have you believe, it certainly deserves to be taken seriously. 0 by Danny Coughlan