AT THE HEART OF THE ROAD TRANSPORT INDUSTRY.

Call our Sales Team on 0208 912 2120

MAN 41.372

11th march 1993, Page 27
11th march 1993
Page 27
Page 27, 11th march 1993 — MAN 41.372
Close
Noticed an error?
If you've noticed an error in this article please click here to report it so we can fix it.

Which of the following most accurately describes the problem?

Sold as the 32.372 in the UK, MAN's 272kW (365hp) eight-legger is one of the most powerful on the UK market. It shares the D2866 LF 12-litre block with the 17.372 tractor and the more powerful 17.422. MAN offers the Eaton Twin Splitter gearbox in the UK, but for mainland Europe it's strictly synchromesh. The ZF Ecosplit 16-speed is the doubleH pattern version with all the vagueness in selection we've experienced with other MANs. The box even caught out MAN's French demonstration driver who inadvertently selected low ratio at one point.

Gear selection would benefit from a blocking device to prevent accidental selection of low ratio at normal operating speeds, as is fitted on Leyland Dafs with the ZF box. Until then the MAN's driver appeal is spoilt for want of a good gearchange. Subjectively the MAN was the quietest of the bunch, partly because of its big cab. The engine noise is a distant hum—a reminder that there's more distance between driver and engine than in the Volvo or Renault. Controls and instruments are well laid out, with the same dash as the rest of the big MANs.

Black marks go to the heater controls, however. If a driver cannot work out at a glance how to demist the windscreen, the designers have failed to do their jobs. Large, clear markings would transform the system, which at present is cloaked in secrecy. It's also potentially dangerous as drivers have to take their eyes off the road to try and work which lever does what.

The trim is the same grey and black plastic found in other MAN F90 cabs. It may not be visually exciting but it is practical in a tipper as surfaces should wipe clean fairly easily. Cross-cab access is better than in most of its rivals, thanks to the larger cab and less intrusive engine hump.

The outer axle spread of 6.53m coupled with 9.5 tonne axles in the rear bogie entitles the MAN to run at 32 tonnes GVW in the EC, even without "road friendly" suspension. The MAN uses parabolic steel springs at the front and semi-elliptics at the rear. Anti-roll bars are fitted at both ends and rear-axle articulation is limited by steel cables. In our roadtest of the MAN 32.322 (CM 10-16 Dec 1992) we praised the MAN 8x4 chassis for its handling and steering response: the higher powered .372 chassis only confirms those feelings. Steel bodies are the norm in France, where aluminium bodywork is felt to be too costly. The MAN was fitted with a Marrel body and underfloor tipping gear which tipped to the rear and the side.

With so much power on tap the MAN could return fast journey times and, as our results show, it topped our productivity chart, despite a chassis-cab weight of 10.34 tonnes which is hardly the lightest in the group. It stops as well as it goes, and again we echo our previous roadtest comments about the exhaust brake. Treading on the button doesn't just make more noise; it has a noticeable braking effect.

Make: MAN. Model: 41.372 VF (UK: 32.372VF). Outer axle spread: 6.53m.

Engine: MAN D 2866 LF05, six-cylinder in-line, charge-cooled.

Capacity: 11.96 litres. Max power: 272kW (365hp) at 2,000rpm.

Max torque: 1,520Nm (1,12116ft) at 1,200-1,400rpm.

Gearbox: ZF 16 S 150, 16-speed synchromesh.

Rearbogie: HD-9 13120 and H9-13120 double-reduction bogie with cross and interaxle di)) -locks.

Ratio: 4.64:1. Tyre size: 13 R 22.5. Fuel tank: 300 litres (66 gal).

Chassis-cab weight: 10,340k9. Average fuel consumption: 47.214/100km (5.99mpg).

Average speed: 47.7km/h (29.7mph).


comments powered by Disqus