1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
201
202
203
204
205
206
207
208 
Putting the big boys through their paces
Page 84
Page 85
If you've noticed an error in this article please click here to report it so we can fix it.
In 2003 we tested three options for run ning at 44 tonnes to see which would be the most effective. The choice for horsepower is threefold: sub-420, 440-plus and over the-top 500hp. How do those figures stand up today?
With the move to 44 tonnes CM got its first impression from new fully freighted tests around the Scottish route.To get a better indication of day-to-day cost we decided, with the help of MAN as it was in those days, to run three different options around a shortened test route.
We took three trucks.TG410A LX,TG460A XXI. and TG510A XXL,from MAN's UK headquarters at Swindon,Wiltshire.on a two-hour route through Marlborough, Hungerford, to J13 on the M4 and back to Swindon, at 44 tonnes.We made two timed hill climbs and took an average fuel and time reading for each trip.
We benchmarked the TG410A for comparative fuel figures and compared the two bigger tractors against it; then we benchmarked theTG460A against theTG510A
to give us a complete picture. There are always variables in terms of engine capabilities, mileage and road conditions, but at times you simply have to get on with it.The fleet-orientated TG410A with LX cab had more than 100,000km clocked up with a true 403hp rating, combined with a 16-speed manual gearbox.
Next up was the TG460A XXL with more than 30,0(X)km on the clock. It was also fitted with the manual 16-speed transmission and has a true 453hp rating —better equipped for the small haulier businesses and owner-drivers.
Finally, we took out the TG510A, with MAN Tipmatic gear shift, XXL cab and more than 30.0(X)km completed — a classic owner-driver pet and prestige. but fleets are increasingly snapping up big trucks as well.
Results 'Me 460 used 6% less fuel than its 410 stablematestravelled quicker at 38.4mph and worked the hill climbs better, with fewer gear changes overall. Fitted with the XXL cab, the driver gets a more comfortable ride behind the steering wheel and has a better feeling of perpetual motion, rather than of a truck idragging its heels. Against the 410 i benchmark figure, this was the biggest of the three engines with a true 503hp rating, and used 1.3% more fuel. Journey time was much quicker at 39.9mph, almost six miles per hour better, This truck would certainly get you from A to B substantially quicker.
With 100hp more at our disposal the 510 made light work of the hill climbs, giving the driver a sense of actually getting somewhere with little haste. Compared with the TG 460A it used 7.7% more fuel, but the productivity benefit of the TCi510A's higher average speed can't be ignored.
The TG410A holds a small payload advantage thanks to its smaller cab, and produced a very good benchmark figure, but the TG 460A proved to be the most fuel efficient overall.
The slower speed of the 410 hampered its performance allowing both the bigger engines to offer more economical options. The 460 held a 19% advantage over the 410 and a 3.6% advantage over the 510.
Four years down the line and it's the lower powered (and priced) versions that have retained their relative values.The more specialised 510 example is now only worth £1.500 more than the 460, a difference we doubt you'd have achieved in the showroom. •