Unilateral Driving Impressions
Page 73
If you've noticed an error in this article please click here to report it so we can fix it.
MAN 8-wheeler THE four-axled MAN which was first introduced at Earls Court last year shares a great many components with the already well-known 16.232 FT tractive unit. The engine, clutch and gearbox are common to both trucks as well as the cab although the sleeper version is not available for the eight-wheeler.
The version I took for a brief test drive was fitted with a Cravens Homalloy alloy tipper body on the 6.3m (20ft 7in) outer axle spread chassis. Although the cab is marginally higher than the tractive units (one inch to be precise), it was easy to get in and out of, and if the job involves short distances and a great deal of loading and tipping this is an important point.
The steering-column gearchange for the ZF box was very precise with none of the free play normally associated with this arrangement and selection of high ratio in the splitter was accomplished by a flick switch on the lever itself. A green light on the instru merit panel indicated when high range was engaged although even on .a gloomy morning in Glasgow this bulb was not very bright.
The engine pulled extremely well and it was possible to start from rest in second low with no difficulty. The in-cab noise level was reasonable without being outstandingly• low and it did not increase even when the engine was working hard. The brakes were positive and had an easy progressive action, but the effect of the exhaust brake was negligible except for •the increase in noise level when it was used. The exhaust-brake button was situated at the base of the steering-column and could be operated comfortably by the driver without searching about under the seat, where many manufacturers locate them.
Eight-wheelers always have an excellent ride characteristic and the MAN was no exception, sitting squarely on the road even when negotiating tight roundabouts. I tried a few manoeuvring exercises to check the feel of the steering which was light and accurate although there were some loud "clanks" from the front end on full lock as the springs adjusted themselves.
The 30.232 is, as I have mentioned, based on already well-proven components although its kerb weight of 8.46 tonnes (8.3 tons) leaves it at a disadvantage when compared with some of the competition, especially the Leyland Octopus. It rather depends if you equate weight with durability.
G.S.M.