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MAN 17.422FLT

22nd July 1993, Page 28
22nd July 1993
Page 28
Page 30
Page 31
Page 28, 22nd July 1993 — MAN 17.422FLT
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Price as tested: 269,495 (ex-VAT). Includes 22,530 to supply air deflector and Silent noise suppression kit. Fifth wheel, spray suppression, radio/cassette player and spot lights are extra.

Engine: 11.97 litres, 309kW (420hp). GVNIV: 38.00 tonnes. Payload: 24.02 tonnes. Speed: 72.2km/h (44.9mph). Fuel consumption: 38.0111/100km (7.4mpg) Austria's imposition in 1991 of a maximum 80dB(A) night-time noise limit for transiting trucks (CM 29 April-5 May) forced Europe's manufacturers to consider additional suppression kits for their products.The industry was quickly forced to offer drivetrain encapsulation, but air-brake silencers and other paraphernalia raised reliability concerns among fleet engineers. What would it all cost and weigh? And what were the maintenance implications?

An EC proposal now seeks to adopt the 80dB(A) standard in 1996. The European Free Trade Association (EFTA) countries, if not already EC members by then, also look likely to adopt this stringent standard. But what are the penalties?

Sheddick Transport runs seven MAN 17.422 "Silent" tractors on international operations, often through Austria. According to the Newport, Gwent-based company the 80dB(A) authorised trucks are necessary: it is the only way of ensuring flexibility when working between Italy, Switzerland and Germany, and particularly when pulling to and from Austria.

Commercial Motor decided to get some facts and figures. With the help of MAN Truck & Bus UK we borrowed one of the 4x2 trucks for a full roadtest around our demanding Scottish route. We are indebted to Sheddick Transport for its assistance in rescheduling vehicles, and to K25 YTX's regular driver Paul Evans.

• PRODUCT PROFILE

The heart of MAN'S 17.422 is the most powerful in-line six in the company's catalogue. The Eco-badged D2866LF Euro-1 engine develops 309kW (420hp) at 2,000rpm and 1,730Nm (1,2771bft) of torque at between 1,100 and 1,500rpm. The charge-cooled unit is identical to that used in non "Silent" versions, except for the noise-absorbing panels which surround it. Certification for 80(1B(A) often requires belly pans to reduce road reflected noise; the 17.422 manages without but the bell housing is encapsulated. The single dry plate 430mm (17in) clutch is asbestos-free and has an air-assisted hydraulic action. Drive passes into 7,F's 16S-151, 16-speed synchromesh gearbox. Top gear is a 0.84:1 overdrive.

MAN switched the standard gearbox specification from Eaton Twin Splitter to ZF when its customers kept ordering what was then the option. The standard gear linkage works its way past the encapsulation with ease. The gearbox requires no additional cooling.

The drive axle is MAN's own single reduction design. The HY-13110 is suspended by four air bellows as standard. A rear stabilizer bar serves along with the usual damper arrangement. A traction tread is specified despite the noise penalty on the 295/80 R22.5 tyres fitted to the back axle.

The front axle is also the company's own. The l-section drop beam unit is suspended on long parabolic springs. A second anti-roll bar maintains front end stability in bends.

The chassis is built from 8mm gauge Uchannel steel. A combination of bolts and rivets are used for assembly, and a fifth wheel mounting plate spreads the trailer's imposed load.

44 The cab is MAN's full-width FB sleeper with twin bunks. Suspended at four points, its underside is coated with noise encapsulation material. The Sheddick fleet is further equipped with full air management kits. The 17.422 comes equipped with ABS braking and ASR traction control as standard.

Specifying the optional Silent package costs .£1,000 and introduces changes to the regular UK specification. These include an effective, though unsightly, vertical exhaust and the re-positioning of fuel tanks and cab tilt pump. None of these changes affects the vehicle's basic operation.

• PRODUCTIVITY

Flat track acceleration wasn't the quickest we've experienced, nor were the hill climb times record breakers. That's not to say the truck's on-road performance was lacking, more that the synchromesh gearbox, slow revving engine and high overall gearing make for economy first.

Payload is good for such a fully-equipped truck. The Sheddick truck pulled CM'S trailer within hours of finishing a European run, and carried all the equipment necessary to do its regular job.

A visit to the weighbridge told us we carried just over 24,000kg of payload within the 38-tonne maximum; more than the three comparative trucks which appear in our comparison charts.

We asked Sheddick's general manager RogerJackson if there were any complications in maintaining an enclosed drivetrain. There are none, he says. Assistant workshop manager Les Evans had already said the shielding is easy to work around. The only real precaution necessary is to prevent contamination of the insulation when changing oil and filters.

The rear cab area underwent a few changes two years ago to accommodate longer trailers better.

Deeper pin positions demanded improved swing clearance and a number of pipes, lamps and connections were repositioned, especially on the vee-10 models.

The compact Euro-1 six-pot motor used here leaves a clean, clear rear bulkhead and chassis area for problem free coupling. The suzie outlets are low, preventing snagging of the air lines on the trailer's front corners during tight turns.

• ON THE ROAD

It is difficult to lind a better handling 4x2. It's been said before and is well worth repeating that MAN got the balance of suspension, steering, damping and roll just about right when it developed the F90 range. There have been a few changes to the F90 since its launch in 1986, but essentially the class-leading ride and handling have been maintained—and not just in the 17.422.

The stability inherent in the chassis and running gear serves as the foundation of cab comfort. A non-too-advanced four-point mechanical cab suspension system adds to a smooth ride. It transmits just enough road energy up to the driver for good seatof-the-pants feel. And that's another rare quality. The full air Isringhausen drivers seat adds a soft touch.

Perhaps the most important ingredient in all this is the steering. Its has just the right amount of power assistance for our taste and the geometry imparts excellent feel. That with the ride characteristics add to the handling performance and ensures good directional stability.

All of this is leads to stable braking. MAN is rarely criticised here and there was nothing untoward in this working truck. Gentle pedal pressure is accompanied by smooth, grab-free retardation. There's no severe cab nod under braking so the driver cannot inadvertently press even harder on the pedal. The pedal also offers good feel without being over sensitive.

Our formal brake tests on the track gave competent results. The truck pulled up straight each time without pull from the steering. We recorded above average retardation and good stopping distances at all speeds.

The 17.422 comes equipped with a fairly effective exhaust brake. Some exhaust brakes improved when their engine's compression ratio were raised in the conversion to Euro-1 emissions rating. The improvement isn't of retarder proportions, but any increase in effectiveness is welcome.

• CAB COMFORT

The 17.422s full width cab is an all-steel construction. Twin bunks are standard. There are no rear or side windows to the sleeper section which is a matter of taste. Those drivers who actually use their sleeper cabs as sleepers often prefer no cold glass.

Cab access is good with clear illuminated steps. The expected grab rails are usefully positioned for getting in and out.

Once seated in the Isri air seat there's a quick inflate/deflate switch on the front which some drivers find useful, as have the emergency services.

We also liked the sliding base on this particular Isri. It affords support to the full upper leg, right to the backs of the knees.This can make the difference between comfort and discomfort. Built-in seatbelts come as standard.

The steering column adjusts three ways; mirror adjustment is manual. The nearside window is electric, but the driver has a mechanical winder. One thing we dislike in the FB cab is the use of quarter lights. While they help the design of opening windows the vertical guides often get in the way. They're also the first place a thief strikes.

Even without the optional Roadhaus high roof the FB cab offers good interior space and storage.

There are twin tool lockers on the outside and plenty of underbunk storage. The upper bunk is equipped with a cargo net, and it can be folded up. A cut-out in the upper bunk allows it to be left down during the day while maintaining complete fore-and-aft movement of the driver's seat.

At one end of the bunks is a built-in wardrobe with some general storage room at the bottom. A large storage tray is supplied for the engine cover and there's a large dropdown bin in the overhead panel. This can be used to store the curtains though Velcro straps are in place at either side to stow them conventionally.

The dashboard is clean and clear: the two big dials are tachograph and rev counter while six smaller ones in a horizontal row just below display fuel, air pressure, and so on. Higrange and split warning lights form part of the tachometer.

A central bank of warning lights do the rest, including an ASR light to show when the system is working. We found this useful when running solo on wet roads. The engine hours counter, standard on the original F90s, no longer exists.

An array of rocker switches adorn the outer extremities of the dashboard. These include speed hold-a product of the Bosch road speed limiter ---cold start and ABS lock-out. The ECAS electronic suspension control unit rests on the floor just inside the driver's door. Connected by a wandering lead it gives chassis height control when both inside and out.

Our internal noise readings were low. And perceived noise while driving is also commendably comfortable.

The legislation might be limiting external sound levels, but the internal improvement is a bonus.

• SUMMARY

The combination of high power and torque in a light and compact six-cylinder engine is attractive, no matter what the marque. An 80dB(A) certification is also available from almost every competitor. Why then buy a 17.422 ahead of a Cummins N410-powered ERF, a Leyland Daf 95.430 or any other?

in Sheddick's case it has a lot to do with the aftersales back-up available en-route. Other advantages claimed by RAN include build quality, durability and resale value. A good turn of speed and economy also help -and on both counts, the 17.422 scores well as our comparison charts show.

Features such as ASR as standard together with the overall ride qualities make this an attractive piece of hardware with good payload potential. But with an "as-tested" list price tag a little under £70,000, it doesn't come cheap either. Quality seldom does.

• by Danny Coughlan

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Locations: Gwent

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