AT THE HEART OF THE ROAD TRANSPORT INDUSTRY.

Call our Sales Team on 0208 912 2120

MOUNTAIN MAN

15th January 1998
Page 32
Page 34
Page 35
Page 36
Page 32, 15th January 1998 — MOUNTAIN MAN
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?

For most hauliers 600hp in a 40-tonne artic is a wee bit OTT. But if your business involves regular runs over the Alps, the Apennines or the Urals then MAN's mighty 19.603 could make sense—and as a flagship it will certainly attract attention. Having driven one in southern Germany we can certainly see why the Munich-based manufacturer is purring...

An artic with SIX HUNDRED horsepower?" whispered Billy Bates incredulously..."Are they all bloody dotty at MAN? My 400hp unit maintains maximum speeds all day along most European roads, so where's the sense?" Bates drives for Marriot's of Ferryhill, near Durham, and had paused for a breather on his way home at our watering hole. His attention was initially attracted by the chunky Hasselblad camera wielded by CM's senior photographer Pete Cramer; then he noticed the MAN's bulging vee-10 shoehorned into the shafts.

Funnily enough, only the day before we'd put Bates' point about all those horses to MAN Nutzfahrzeuge's chairman Dr Klaus Schubert. While an MAN engineer showed Bates around the left-hand-drive 19.603 we pondered Schubert's reasoning behind that massive output.

He'd agreed that most long-haul MAN operators are currently using 463s, but pointed out that there are some applications involving extremely long distances where an extra driver might be needed. "That's where 600hp begins to make sense," he'd told us.

Over mountainous regions in central and eastern Europe its whopping 2,700Nm (1,9911bft) of torque would enable the 19.603 to romp up gradients on major routes at near maximum speed all day long, "It's a very special machine," he'd said. "We've sold 128 to date and were sure there are other operators out there who will want it."

After two days in the driving seat we tend to agree with him.

41 • PRODUCT PROFILE

Producing the 19.603 FLS didn't require any major re-engineering; it's built around the vee-10 block which MAN rates at 800hp for its airport crash tenders. But in the haulage environment the D 2840 LF20 engine is in a class of its own. There's an awesome 591hp (441kW) on tap at 1,900rpm with the 2,700Nm available underfoot at 1,050-1,550rpm. The torque rise is an impressive 22% which in theory enables the MAN to reach 80km/h nine seconds quicker than an equivalent 19.460. This underlines the 19.603's raison d'etre: the ability to haul 40 tonnes-plus up steep mountain sides as close to maximum speed limits as your nerves will permit.

After a spot of pass storming the MAN's twin butterfly-type exhaust brake will keep it in check pretty well on those long downhill runs, but we feel that ZF's optional Intarder would be far better as a standard fit in the interests of fast but safer motorway descents.

The 4x2 19.603 is based on a regular F2000 artic chassis. The engine's bulk is neatly

shielded by MAN's sumptuous Roadhaus cabin which sits 120mm higher on the frame than the company's previous top-power model, the 18.502 (standard sleepers are offered for the heavy haulage fraternity).

Two and three-axled models are available and all-wheel-drive versions are in the pipeline. For now MAN only offers left-hookers: right-hand drive is way down the company's list of priorities. But as many 1.:K international operators buy left-hand-drive tractors, if you want one it shouldn't put you off. Glancing down the spec list there's a familiar look to the driveline, including the 400mmdiameter twin-plate clutches which MAN opts for with its high-power engines; mainly for their lower inertia and quieter operation. The new ZF 16S251 16-speed synchromesh gearbox is the same size as the familiar 16S221 box but with much beefier gearsets to handle the extra torque.

A pneumatic shift is fitted to help the driver overcome the higher synchronisation loads. ASR is also standard, as is a propshaft-based accelerometer. This senses the attic's speed, particularly when the 19.603 is lightly laden and at lower road speeds. and restrains it to a pre-determined velocity via the Bosch fuel system so drive-axle tyre wear should be tolerable.

Apart from the aerodynamic kit on the Roadhaus cab and chassis sides our test rig was as near standard as the 19.603 FLS gets, with three-leaf front paraboli, air springing over the rear axle and MAN's usual disc/drum combination.

In the absence of our usual Crane Fruehauf test trailer (which is also built for 40 tonnes GCW) we made use of MAN's special Kogel boxvan semi which sports full Eller side fairings, a louvered tail and rear air spoilers. These comprise flaps which fold over the back doors and hinge rearwards as the upper airflow increases.

• PRODUCTIVITY There's little doubt that the 19.603's star feature is its ability to produce consistently fast runs across continents pulling maximum payloads. And while you're guaranteed to maximise your driver's hours over a long period, regular use of the stalk-switch cruise control will ensure that the intermediate gears will never wear out.

There's little point in comparing the 19.603 FLS with the 18.463 FLT 38-tonne artic which did so well around our Scottish test route (CM 14-20 Sept 1995). This test was conducted under German speed limits and the Bayern terrain is much gentler than the Borders and Northumbria. Far better to reflect on the 19.603's specific fuel consumption curve which tilts upward from 205g/kWhr at 1,2001,300 rpm to 210g/kW.hr at 1,500rpm. These figures serve as a reminder that the vee-10 engine needs careful pedalling if you're to avoid blowing fuel straight through the exhaust. Around the 607km Bayern route it was exceptionally fast with a good return on fuel. For such a big, powerful engine, 9.04mpg (31.214/100km) over the motorway stretch at a full 40 tonnes wasn't at all bad.

We weren't able to quantify the MAN's acceleration times, but having tested its 500hp Euro-1 predecessor we can safely say that the extra 100hp puts the 19.603 right at the front of the grid.

UK operators who do want a left-hand-drive model for international work should shop around. In Germany it costs £110,768, but you should get one here for some £20,000 more than the £74,750 of a Roadhaus-cabbed 18.463.

• ON THE ROAD MAN limits the 19.603 to 88km/h which is ideal for the German autobahns. At its governed speed it's pulling 1,300rpm in 16th, or 1,500rpm if you split down to 15th. When called upon MAN's huge vee-10 D2840 LF 20 power plant has tremendous pulling potential, and even when cruising at the German limit there's never less than 2,650Nm (1,954Ibft) of torque on tap.

Our lasting impression is that with doubledrive axles, Roarlhaus cab and InMrder, this is a heavy haulier's dream come true. At a mere 40 tonnes gross the motor burbles along like a Triumph Tiger 650, developing a lovely rumble as the power bites on the hills. But pulling 80 or 90 tonnes the big vee-10 will sound more like an Ariel Square Four sidecar outfit that's really on song.

Alone on the roads complacency can creep in. bringing with it craving for a kick-down facility. But on long uphill drags it leaves other laden artics eating the MAN'S dust; as gradients steepen every other artic seems to slide quickly backwards.

On German A-roads, where the limit is a brain-sapping 60kinfh, eighth low was the highest cog we used, but if you're briefly distracted this mighty powerhouse will still respond while you sort the right gear out.

The twin-plate clutch is heavier than you might expect but it feels positive enough, especially on steep hill-starts or when climbing. Pulling away from rest on anything up to a gentle slope is best handled by third low, while second low will master all but the steepest hill starts.

The amount of torque being transferred to the wheels is awesome. Even at 40 tonnes you need to change gear carefully, and if you happen to be running light the 19.603 FLS demands the greatest respect. 41 There's a slight vagueness about the steering on fast, straight roads but this soon disappears at more moderate speeds or when manoeuvering.

With the cab, seat and four out of five axles riding on air the MANN ride was inevitably smooth, absorbing the worst lumps and bumps of the Bayern motorways. This includes the concrete-slab section dating back to Hitler's pre-WW2 period (a notable stretch that still forms part of MAN's suspension evaluation roadtest route).

Our continental journey featured none of the really severe climbs which this unit was designed to combat, but there was one middlin' drag near Ingolstadt which was steep enough to make a 340hp or 400hp rig begin to work for its living This 600hp beastie romped up it without breaking into a sweat.

In regular stops in towns and at major road junctions the big MAN pulled up sweetly. We simply couldn't fault the disc/drum brake combination.

• CAB COMFORT MAN's twin-bunk Roadhaus sleeper makes use of every last half-inch of space: in terms of room and comfort it's as good as anything on the market.

The last 380mm step into the cab seems a longish one, but once settled on the black leather Isri perch, with the wheel height and rake adjusted to suit, you're in clover. Allround views from this high vantage point are excellent and five fully adjustable rearview mirrors seem to cover all the essential areas, including the kerb.

The F2000 cab instrumentation and controls are a real treat and complement the 19.603's long-haul capability, as does the automatic air conditioning system. Set the required temperature and it will make mincemeat of the blistering heat or freezing cold winds which this inter-continental heavy is bound to encounter. Set at around 22°C the system cuts in and out almost unnoticed while the Webasto heater works quietly and efficiently. Noise levels in the cab are commendably low, whether the unit is ticking over at the lights or dragging 40 tonnes up long gradients.

Its sombre black and grey interior gets light relief from the bunk's coloured flecks and door trim, and the curtain material is thick enough to stop passing vehicles from lighting up the interior. As usual the curtains stow away in the centre header cabinet With 1,900nun of standing space over the engine cover you can dress in comfort. Bunk dimensions are adequate too: the top one is 1.96m (77in) long, 600mm wide and 8inm thick; the slightly shorter lower bunk is deeper, and more comfortable.

'Retail price

1.IST PRICE

• SUMMARY MAN has built the 19.603 to romp over mountainous regions in the shortest possible time. There's little doubt that it's up to the task, and it's no diesel gulper either, but prospective buyers had better not be too weight conscious. At 8,240kg MAN's biggest baby is definitely in the heavyweight division: in 6x4 trim it's most certainly a heavy haulage machine.

MAN is not short of dealer support in Europe so if there is a sticking point it's likely to be the price tag.

Served up in full Roadhaus trim the asking price in the UK won't be far short of six figures, but you'll have one heck of a machine that will turn mountains into molehills.

L by Bryan Jarvis Price (in Germany): £110,768 (Dm 326,765). Engine: 18.27 litres, 591hp (441kW). GVW: 40 tonnes. Payload: 24.04 tonnes. Speed: 49.7mph (79.9km/h).

Fuel consumption: 8.5mpg (33.21it/100km). SPECIFICATION

OREM MAN i 9.603 FLS 4x2 tnacthre unit.

Design GVW: 18 tonnes.

Design GCW: 40 tonnes.

Manufacturer: MAN Nutzfahrzeuge Aktiengesellschaft, postiach 500620, Munchen.

UK importer: MAN Truck & Bus UK, Frankland Road, Blagrove,

Swindon, Wilts SN58YU, InTh MAN D 28401E20 vee-10, Euro-2, charge-cooled, direct-injection diesel.

Bore/stroke: 128x.'l 42mm.

Capacity: 18.27 litres.

Compression ratio: 15.9:1.

Maximum net power: 591hp (441 kW) at 1,700-I ,906m. Maximum net torque:1,99111)ft (2,700Nm) at 1,1001,450rprn.

TRANSmISSION, ZE 165-251, 16-speed, synchromesh box with range-change and splitter.

Drive axle: HY13110 single-reduction hypoid with

pneumatically operated cliff-lock.

Final drive: 3.3641 as standard.

Clutch: Twin dry plate, 1100mm-diameter, asbestos-free lining with air-over-hydraulic operation and Shift-Aid assistance.

BRAKING SYSTEMS Full-air, dual-line with Cot-1 ABS/ASR, air dryei, auto-slack adjusters, drive axle load sensing and airbrake slencers.

Air reservoirs: 2x161it; 3x27Iit

Parking: Spring brakes on both axles.

Exhaust broke: Twin butterfly.

Brake dimensions: Front, 438mm diameter discs; rear, 410x220mm drums.

MEM ZF 8098 Servocom recirculohng ball with inlegral power assistance SMila Pressed-steel channel, bolted and riveted consiructiol

Sidemember section: 270x80x8mm.

Suspension: Front, three-led porabolics; rear, Four bag air suspension rear; shock absorbers and anti-roll bars all-round. Wheelbase: 3.6m.

Axle design weights: Front, 7.10 tonnes; rear, 11.5 tonnes. Wheels and tyres: B.2542.5 10-stud steel rims with Uniroyal 31 5/80R 22.5 tyres.

Fuel tank: 400111 l88gal) UlEgaMMIMI 24V earth-return. Batteries: 2x I 2V/170Ah. Generator: 35A alternator.

BM= 13 58m Kogel boxvan semi-trailer with Eller de fairinas, louvred rear panel and aerospoilers.

TERMS OF WARRANTY: One-year unlimited distance; second-year driveline cover up to 200,000km; five-year anticorrosion ca+eOr COE.

DEALERS AND SERVICE POINTS: There are 41 MAN service poets/sales outlets in the UK.

OPERATIONAL TRIAL RESULTS

German pan-Bayern route: 607km.

Day 1 (277km, all autobahn): Average speed, 50.1mph (81.9 km/h); fuel consumption, 9.04mpg (31.25 lit/100km).

Day 2 (3301cm, 30% A-rood): Average speed, 48.68mph (78.26km/h); fuel consumption, 8.11mpg (34.81it/100km).

WEIGHTS

Kerbweight of tractive unit (as tested with a Full tank) 8.24 tonnes

Unladen semi-trailer 7.72 tonnes Net payload 24.04 tonnes Total 40,00 tonnes


comments powered by Disqus