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Page 27
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The MAN M2000 family runs from a 4-tonne rigid through to a 36-tonne tractive unit by way of an 18-tonne 4x2, a 25-tonne 6x2 and a 2.6-tonne 6x4. As if to justify the M2000 series' middleweight credentials it can be specified with either the L type Steyr day and sleeper cab from the lighter range, the larger but older M day cab, or even the F sleeper cab (which is being superseded by the TG-A cab).
MAN is not best known for its r8-tonners but last year its sales in the tipper and distribution sector increased by a massive 23% to 1,039 chassis, putting it in fifth place behind such names as Daf, Volvo, Mercedes and Iveco, but creeping ahead of Scania in the middleweight rigid league.
The M cab doesn't tilt as far as the L cab but it has a roof hatch and an electric passenger window. In other respects the cab specification with two-point suspension is pretty similar, featuring MAN's typically teutonic but hard-wearing interior.
The 4x2 18.224 went on sale from October 1995 at 17 tonnes, first with the M cab and in the following spring with the smaller day cab. Two power options gave the designations 18.224 and 18.264, with the more powerful of the two Euro-2 engines and the stronger of two gearboxes well suited to drawbar applications. As standard the 220hp option was matched to a six-speed overdrive transmission while the 26 ohp model took
the direct-drive nine-speed box. In 1999 MAN introduced an EDC-equipped Euro-3 `g six-cylinder engine rated at 220hp and a 8 beefier variant rated at 28ohp. -rz"
Despite the differences in power and torque they offer a very similar specific fuel curve ccs. between 1,200-2,000rpm. At the same time 1four-bag air suspension became standard on 2 the rear axle and the driver got an air-suspended seat. Options included a 7.5-tonne steer axle, ABS braking, t6-speed transmission, air-con and the big sleeper cab.
The success that MAN has enjoyed with the TG-A tractor range has influenced more recent MAN 2000 styling, as can be seen by the unframed front grille and new-style headlight integrated into the front bumper. The more powerful engine option adds 5okg to the unladen weight but the L chassiscabs are about 175kg lighter than equivalent M-cab models.
MAN is stronger than it has ever been in the UK, claiming more than To% of the market. In line with this growth the company has beefed up its customer support. One example of this is MAN's Bodyline system, which was set up to reduce the lead time needed to fit bodywork onto a chassis. MAN chose Marshalls to provide GRP box vans and IC Payne to supply curtainsiders. There are many options to choose from—and the twoyear chassis warranty is extended to include the bodywork.
MOM Brock