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Tester's impression: Confused by the difference in height between the
Page 45
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TGA 32.390 and its ERF ECT doppelganger? The answer lies in FUPs. While the ECT's "off-road" spec means its high enough to be exempt from Front Under-run Protection regs, the lower-riding TGA isn't and judging by its sturdy extra bottom bumper we've no doubt it complies. This eats into the TGA's front ground clearance, but its lower bottom step provides an easier passage up into the cab and Ws broader than the first step on the ECT too. Fortunately the TGA and ECT both have the same wide door aperture which ensures a quick and easy entry, aided by a steering wheel that pushes well out of the way.
The MAN'S cab interior is virtually identical to the ERF's, apart from the colour trim and badge in the middle of the steering wheel.
We've come to expect top-notch build quality from the folks at Munich, and the TGA is certainly tough enough to go the distance in a tough environment. But it's a real missed opportunity in terms of actual layout because although there's plenty of room in the M cab it is woefully under-used, especially when it comes to accommodating loose items like hard hats and boots. Apart from a pint-sized lidded box tucked away behind the passenger seat you only get a couple of cubby holes in the headlining. So everything will end up dumped in the passenger foot-well, wet or dry. MAN designers please note: there's room for a box to be fitted on the low engine hump and back wall, and for large bins behind both seats.
Couple the torquey D20 to the optional Tipmatic box and you've got a very driveable motor, especially when it's a fully laden eight-legger. We continue to be impressed by how well the diminutive 020 pulls compared with bigger displacement diesels, especially when the revs drop down to 1,000rpm, The 390hp D20/Tipmatic combination ensured our TGA 8x4 was no slouch on the road or climbing our test hill. Whether pulling away or over tough terrain Tipmatic shifts seamlessly and smoothly, taking big block changes in its stride. For a tipper driver faced with urban roundabouts and busy junctions it's oh so easy-select 03, put your right foot down and go.
If you prefer DIY you can switch to manual easily via the button on the end of the column stalk which also handles up or down shifts. And with a bit of practice you can feather the throttle to prompt early up-shifts for extra economy. The lack of any clutch pedal means there's more space for your left foot, which is just as well really as there's not a lot of room for it in the M day cab with a normal clutch pedal fitted.
Out on the road the TGA was whisperingly quiet at 50mph (helped by having a conventional low-mounted exhaust) until a nasty vibrating buzz from the sun visor disturbed our peace.
But the best thing by far is the TGA 32.390's laden ride soft and comfortable but never wallovvy and body roll is also very well contained. In fact MAN's engineers have done a cracking job on the 8x4 TGA's steering and handling. Now if only they could lipperise' its interior...
One final word on kerbweight: even with a steel body on the back our MAN was only 20kg short of a 20-tonne payload. Who says all Germans are heavyweights?