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It's a Commercial Motortradition that every

Christmas we come up with a roadtest that's a little out of the ordinary This year we've teamed up with our continental counterparts who regularly get together for a "1,000 Point Test". In this case they've turned the spotlight on distribution tractors with power outputs from 340-360hp—the sort of wagon that will have kept the shops supplied during the pre Christmas shopping frenzy...

. he five magazines that took part in this group test are Fernfahrer and LastautoOmnibus from Germany; Truck az Business from Belgium; Transport ez Logistique from Switzerland; and Homme et Camion from France. They took five vehicles round a 1,348km test route: a Daf 85CF, a Scania Pii4L, a Volvo FMiz, an Iveco EuroTech Cursor 350 and an MAN 19.364. The 1, 000 Point Test includes five sections worth up to 20 o points each: cab; driving; driveline/performance; fuel consumption; and running costs/efficiency.

These features were assessed over two laps of a 674km mixed route through central Germany. Starting at Hockenheim the convoy headed north on the AG, A67 and A7 autobalms to Hannovrisch Mfinden. From there it took the B27 via Witzenhausen, Fulda and Wiirzburg to the A8i autobahn, heading back to Hockenheim via the AG.

The five tractors pulled identical Schmitz Cargobull semi-trailers; all the artics were loaded to a GCW of 4o tonnes.

Test vehicles

The five test vehicles were all around the 35ohp mark, but their engine sizes ranged from the Iveco's 7.8 litres to the Daf's 12.6 litres. They're all built for 4o-tonne operation. The Daf 85CF is a heavy distribution truck, available at up to 43ohp. The Iveco EuroTech has been on the market for more than seven years, with a number of revisions. Its Cursor 8 engine is the first of the new-generation Cursors with unit-pump injectors and variable-geometry turbo-charging.

The MAN Fz000's cab is the oldest of the bunch, but its chassis is technically up to date, thanks to the six-cylinder engine that replaced the MA N's well-established five-potter. The Volvo FM is based on the FH and, like the Scania, has its cab mounted low on the frame.

Cab

Apart from the Iveco all the test vehicles came with low-roof, long-distance cabs.

At 340hp Daf only offers the 85CF cab (the much bigger 95XF is available at higher ratings), so it loses points for lack of choice. Thanks to the low-mounted floor cab access is easy and all-round visibility is good, but the vibrating mirrors lost points. The driver's seat is comfortable and the instruments are well arranged, though the high engine hump leaves little elbow-room. There's a small (650mm-wide) bunk but no outside locker. Standard equipment is limited—at least for the version sold in Germany—but construction and finish were solid. The Des cab shared bottom place at 153 points, but you could always go for the 95XF at a higher rating.

In many ways the Iveco EuroTech cab is a smaller version of the EuroStar's. Daily checkpoints are behind the grille with the oil level indicated by a dashboard warning. The Cursor engine should not need oil between services but if the level is low operator's are advised to contact their dealers.

The cab floor is 1,250mm above the road and reached via three steps and a wideopening door. Again, standard equipment is limited, but storage space is pretty good, especially with the lockers above the windscreen. Tools go under the passenger seat with the first-aid kit below the driver's seat which, like the steering wheel, offers a good range of adjustment but the dashboard layout was less impressive.

The interior height (1,700rnm from the floor and 1,34omm from the engine hump) is among the best in this group, but the 2,o9ox65omm bunk would be best reserved for occasional nights away. With 153 points Iveco shares fourth place with the Daf in this category MAN and Scania lead the pack in terms of cab choice: even at 34ohp the MAN offers its largest Fz000 cab but, for maximum payload a smaller cab would make sense. Daily checks are made in the usual way, though access to the windscreen is relatively awkward.

Entrance to the cab is good, even though the doors only open to 8o*. At 1,280mm, the cab floor is the highest in this test group. The view and mirrors were judged as mediocre, but the MAN's standard equipment is good for this class. Storage space, especially under the bunk, is particularly generous.

The great advantage of the Fz000 cab is its low engine tunnel, which makes cross-cab access easy. The driver's seat was ranked second in the group, as were the instruments and switches; only the oldfashioned steering wheel scored badly.

The interior is well put together, helping boost the MA N's tally to 162 points and third place in this section.

Scania's P114 has a low-mounted cab: the grille opens wide for daily checks and the wide step up to the windscreen was best of the group. Cab access was safe and easy—but the folding lowest step (not standard on UK models) made the doors difficult to open.

At 1,140mm the cab-floor is commendably close to the ground, and the interior height of 1,700mm matches the Iveco, but access to the bed and co-driver's seat is made awkward by the high engine hump. The driver's seat is comfortable, heated and supportive with a wide range of adjustment. All-round visibility was the best of our five trucks, helped by excellent rear-view mirrors. Storage is good, with large lockers over the engine and under the bed, but there is no outside locker.

As usual with a Swedish truck, the standard level of equipment is good, as are the interior construction and finish so, in spite of some criticism, the Scania leads this section with 170 points.

Volvo's low-mounted FM cab is almost identical to that of the FH. Daily checks are in the usual place, and access to the windscreen is easy and safe, but the cab tilt gear is situated at the front left-hand corner where the smallest collision could damage it. The entrance to the troomm-high cab floor— the lowest of the group—is excellent The driver's seat is similar to the FH's but the engine hump makes cross-cab access a chore. The instruments are well arranged and the view is good, but the big mirrors can create a blind spot in front of the offside door window. In terms of storage the Volvo equals the Scania, and also has two big outside lockers. There are also some small but praiseworthy details, such as can-holders on the dashboard and a writing desk which fits on to the steering wheel. Dimensions are the same as the FH (even the bunk is the same size) except for the low (1,500mm) ceiling. The interior looks good and is well finished with a good level of standard equipment, which helped put the FM in second place at this stage with 165 points.

Driving

This section includes ride comfort, handling, steering, brakes and gearshift.

The Dais firm mechanical cab suspension is a little on the harsh side over bad roads. The CF engine sounded slightly rough, and our test truck's gear lever vibrated. The ventilation/heating system was efficient and easy to use, but the testers noted the lack of ventilation for the side windows.

However, the Daf behaved well on the road, thanks partly to taut suspension which minimised roll. Grip was excellent. The steering is light and stable with excellent manoeuvrability (a definite asset in this class of vehicle) thanks to a tight turning circle and the narrow front (only 2.3m wide). Daf has retained to drum brakes all round; they're smooth and efficient, as is the engine brake. Only the floor-mounted button is past its sell-by date.

The gear shift is precise but needs a fair bit of force: the Daf lacks the option of an automatic gearshift such as ZF's AS-Tronic. The absence of heated mirrors and a powered window on the nearside also cost the 85CF a few points. The fast-working air suspension is a plus, but was not enough to lift the 85CF off last place in this section which it shares with the Iveco EuroTech at 162 points.

The EuroTech's chassis is the same as that of the EuroStar, but driving comfort suffers because of the mechanical cab suspension. The suspension itself is only mediocre: it's rather stiff and does not absorb road shocks too well. At 69dB(A) the cab is noisier than the Daf, as the Cursor engine has to work that bit harder than its larger competitors, but its overall refinement earned points from all the testers.

The ZF gearbox was not as smooth as usual due to the linkage in this installation. The ventilation/heating system is straightforward, but does not work well on the side windows. Heated mirrors are not available, even as an option. The relatively large EuroTech cab is very stable, even taking sharp bends on mountain roads, and the tight turning circle will help when manoeuvring in congested delivery sites. The combination of front disc brakes and rear drums work well and the decompression-type engine brake was powerful and easy to use. All of which put the Iveco at the front of the pack in the on-road safety section with a maximum 50 points.

All the test drivers appreciated the M A N's supple suspension, low noise (65.9dB(A) at 851cm/h) and ventilation and heating, but yet again the side-window ventilation was inadequate. The engine runs smoother than the previous five-cylinder model and its steering is precise. The cab, on its four-point air suspension, gives a good ride while retaining its composure round tight bends but its turning circle is inferior to the contenders from Daf and Iveco.

MAN is still fitting front discs and rear drums but will be launching a new model in the spring with EBS and discs all round. The MAN Engine Valve Brake (EVB) is efficient, but its control knob is old-fashioned. Like Iveco, MAN remains loyal to ZF's Ecosplit box with the slap-across double-H range change. It works well, but the detent between low and high ranges was judged to be too weak. Nonetheless, with 172 points the MAN took first place in this section.

With the 4-Series, Scania changed the character of its vehicles, which now have smooth suspension and relatively quiet engines. The ventilation/heating system earned praise from all the testers for perfect air distribution. As an option operators can even specify double-glazed windows with excellent insulation.

Handling is good, but it lacked the feedback of the Daf and the Iveco; they were also more manoeuvrable. The Scania 114 comes with effective electronically controlled disc brakes on both axles. The engine brake was not as impressive, though this would have been a different story if the integrated Scania Retarder had been fitted.

The gearshift earned some points, as did the optional automatic Opticruise system. However, its tally was reduced by the slow-acting air suspension, to give a final score of 163 for this section. Volvo's 34ohp FM12 boasts smooth cab suspension, and although interior noise was louder than the Daf, MAN or Scania at 67.8dB(A), it was never intrusive. The ventilation/heating system is good.

The FM handles well with precise steering and minimal cab nod, but the wide cab and restricted lock complicate manoeuvring in narrow places. The test model came with drum brakes all round but disc brakes are in the pipeline. The drums were not as sensitive as those on some of the Volvo's competitors but the Volvo Engine Brake (VEB) was effective and easy to control.

The r2-speed transmission has short, lever movements with precise changes. Volvo offers an automatic as an option on the FM transmission but we would rather opt for the latest Geartronic system.

All controls for the headlights, turning signals and wipers are in easy reach and the pedals are well positioned. The FMr2 came in at the end of this section with 170 points, just two behind the MAN.

Driveline/performance

This section covers the entire driveline, from engine characteristics to gearbox and axle. It also judges driveability and performance.

Despite the "34o" in the Des model name it actually develops 35ohp at 1,5oo-2,000rpm. The Dal's direct-drive top gear and 3.311 drive-axle ratio is similar to the Scandinavian contenders but it drives through a 16-gear ZF Ecosplit box which proved to be well matched to its power output. The excellent spread of ratios contributed to the Dais excellent hillclimbing and the relatively low number of gear-changes (165 on the entire route).

The 85C F was also among the fastest vehicles in this group over the mountainous section of the route and recorded the second-best average speed, at 71.3km/h. In terms of acceleration and flexibility it is the best of the bunch, winning this section with 18o points.

The Iveco's Cursor engine squeezes 352hp out of only 7.8 litres, but at a relatively high 1,900-2,400rpm, and its peak torque of 1,28oNm at 1,1oo-r,800rpm is considerably lower than that of the other contenders. An overall ratio of 3.73:1 suits this relatively high revving engine—at 85km/h the Cursor is spinning at 1,62 orpm, but even at 65km/h it can be held in 8H on the flat. When trying to maintain a good average speed the green economy band is on the narrow side. On uphill runs the Cursor engine was taken up to 2,200rpm, splitting gears where needed to maintain a high average speed but at the cost of impaired fuel consumption. The ZF transmission took the hard working Cursor engine in its stride and, again, the drive-axle and overall ratios were well chosen. But getting the best out of this relatively small, high revving engine inevitably entailed plenty of gear changes (au on the route) and the Iveco's average speed was a less-than-impressive 70.4km/h. In the Cursor's defence, it isn't designed to haul 40 tonnes over such a demanding route, and the 167 points recorded in this section doesn't reflect the Cursor 8's excellent potential in its natural environment.

The MAN engine has an impressive power plateau, developing nearly its maximum power across a wide rev band, and peak torque of 1,600Nm is on tap from L0001,500rpm, with the green economy ban running from 1,o50-1,55orpm. The MAN recorded the highest average speed of the group over every section of the test route, with an overall average of 72.0lcm/h.

The 19.364 is yet another contender to use the ZF transmission with a wide spread of gears, but its extremely high final-drive ratio of 3.08:1 almost ruled out top gear at the federal road 60lern/h limit. As a result the MAN recorded the most gear changes in the group, at 219.

In terms of acceleration the MAN came second behind the Daf, but it could only manage fourth place for flexibility as its climbing capacity was not much better than that of the Iveco. Thanks to its torquey engine, however, the MAN was runner up in this section with 177 points.

The Scania 114's ro.8-litre engine, with unit-pump injectors, produces 34ohp at 1,800rpm and most of that is on tap from r,5oorpm. Peak torque is 1,600 Nm at 1,000-1,450rpm, and while its power plateau is not as impressive as the MAN's on paper, it lugged down very well indeed. The green economy band runs from 1,150-1,550rpm, but the Scania will happily rev to 1,7oorpm.

The 12-gear transmission has a gear spread of 11.27-1 .00:1 without a crawler. That's none too wide in this power class and the Scania paid the price over the mountainous section of the autobahn, where it could only manage 73.5km/h. On federal roads the Scania's 55.3km/h average was beaten by the MAN and the Daf, while its acceleration put it in fourth place—and that's where it ended this section, with 171 points, despite needing only 150 gear changes.

At 34ohp the Volvo FMT2's engine is the lowest powered option; its peak torque is 1,700Nm at Lioo-I,3oorpm. Transmission is Volvo's latest slick-shifting

VT 2014, with 12 gears and two crawlers, which is optional in the FM. The narrow gear spread of ii.3-1.0:1

demands widely spaced ratios, but with a 3.36:1 finaldrive axle the FM T 2 offers good driveability and hill climbing ability, even in top gear. However it did need 188 gear changes over the route, which was more than the Scania.

The effect of this was reflected in the Volvo's 73.3km/h on autobahns and 54.8km/h on federal roads which were lower than the more or less equally geared Scania. Over the whole test route the FMT2 averaged 70.9km/h, which was beaten by the Scania and not much better than the lveco. Nonetheless it took third position in this section with 174 points.

Fuel consumption

This section of the 1,000-point test is divided into four sections: easy (flat) roads; tough (hilly or mountainous) roads; hilldimbs; and overall average.

With its relatively big engine the Daf was in the middle of the group on easy roads, returning 9.4mpg (30.olit/iookm). On the tough section it fell back to 41.91ittiookrn but up the hills the 85CF caught up again at 5.6mpg (50.71it/r ookm), so its advantages were mainly on roads where acceleration was frequent, as it would be in urban operations. With an average of 8.2mpg (34.4lit/Tookm) over the 1,348km the 85CF picked up 178 points.

With its small, high-revving Cursor 8 engine the Iveco demands careful handling if it is to give its best fuel economy-that might be why Iveco sells Cursor-powered models with driver tuition included. During this test it returned 9.3mpg (30.51ft/1'00km) on flat arid 6.6mpg (42.51it/lookm) on tough roads with an overall average of 8. ompg (35.2lit/Tookm), putting it in fifth position with 168 points. With Iveco tuition this might well have been improved.

The MAN joined the Daf in the middle of the pack with 9.mpg (29.91it/rookm) on the flat and 6.7mpg (41.91ft/100km) on tough roads, averaging out to a reasonable overall consumption of 8.2mpg (34.41it/rookm) and 178 points.

Despite its low final-drive ratio which is scorned by German truck manufacturers, one of the Scania's good points is its fuel consumption. With the 3.4:1 axle the 114 needed fewer gear changes which contributed to its unbeatable figures of 9.7mpg (29.21it/iookm) on the flat, 6.8mpg (41.3 lit/rookm) on the tough section and 8.4mpg (33.71it/iookm) overall.

Only on the hillclimbs did the Scania have to be satisfied with second place, and its 184 points put it first in this section.

The Volvo FM T2, has a similar final-drive ratio to the Scania, and the Dr2C engine was thrifty throughout the test with 9.5mpg (29.611t/ Tookm) on the flat, 6.8mpg (4T.61it/Toolcm) on tough roads and 5.mpg (49.3Iit/T ookm) up the hills. With an overall average of 8.3mpg (34.Tlit/Tookm) and 181 points, the Volvo FM 12-340 was close behind the Scania.

Costs and efficiency

Fuel consumption is an important part of a CV's whole-life costs, but many other factors have to be taken into account. For a start there's the level of standard equipment-the less you get as standard, the more you might need to spend on optional extras. Payload is obviously critical. This 1,000-Point test does not directly compare the weight of the different tractors, but calculates their weight on the basis of equal equipment.

To an extent the cost of maintenance is known when the vehide is bought or rented, but service charges vary, as do the cost of spares. The details of the guarantee is important, particularly for fleets which change vehicles every three years or so.

Heavy distribution vehides like these have to be multi-talented-their final specification and body is bound to be influenced by the use to which they're put. With this in mind this test takes into account the variety of models and options such as cabs, ratios, axles, wheelbases, frame height. PT0s, suspensions and so on.

Then there are the fixed costs, which for this test are calculated in Deutschmarks by the Dekra Organisation in the form of a market price. As everybody knows, actual selling prices rarely have much to do with list prices; they are influenced by supply arid demand. The prices we have quoted in the specification panels are the new prices given in the latest Glass's Guide.

Being specially designed specifically for distribution the Daf 85CF has limited standard equipment and minimal options. Its high tare of 7,90kg equates to a relatively low payload, but its maintenance/repair costs and guarantee look good, giving the Daf a points tally of 166.

The Iveco EuroTech has a good level ofequipment as standard and its tare of only 6,680kg was unmatched by any of the competition. It also boasts the lowest maintenance and repair costs, and has a pretty good guarantee. The EuroTech doesn't do quiet as well in terms of model options and fixed costs but was still an easy winner in this section with 179 points. The MAN 19.364 has an average level of equipment and, with an unladen weight of 7,035kg, takes an average payload. It lost marks for its maintenance and repair costs but caught up with a wide choice of options and relatively low fixed costs. With 169 points the MAN took second position, but a fair way behind the Iveco.

Even with the low-roof P-cab the Scania 114 is well equipped as standard. It's lighter than three of the competitors, but at 6,9 ookg, is still heavier than the Iveco. The Scania also won points for its maintenance, repair and fixed costs, but was let down by its guarantee. In the end it scored 114 to lie equal third with the Daf and the Volvo.

The Volvo F MI2 did not score well for its standard equipment, maintenance and repair costs or payload (it tares out at 7,170kg). But thanks to a good guarantee and fixed costs it picked up 166 points to finish this section on a par with the Daf and Scania.

Conclusion

Having given each truck marks under each section, it's time to add them up to find out who's won this i,000-point test.

Iveco came up fast in the final section but our final tally leaves the MAN 19.364 in pole position with 858 points, closely followed by the Volvo FM 12 340 with 856 points— just a single point ahead of the Scania. The Daf and Iveco finished on 839 and 829 respectively, but they also have their strong points.

So what gave the MAN that winning edge? In a word, consistency. It won the Driving section with 172 points and stayed at the head, or at least the middle of the pack from then on. This is a solid, driver-friendly truck which scored well in terms of costs and efficiency.

Much the same could be said for the Volvo. It ran a close second in several categories but in the end its high unladen weight cost it valuable points.

The Scania had a lot in common with the Volvo—it did particularly well in the Cab and Consumption sections but lost decisive points for its brakes. This is ironic because on paper its all-round discs and EBS are the most advanced of this group, but their efficiency did not impress the Continental testers. That weak engine brake did it no favours either; it's a pity the excellent Scania Retarder was not fit ted. However, the Scania's overall quality is reflected in the tiny gap that separated it from the Volvo and the MAN.

The Daf and Iveco finished well behind the top three, but each of them scored well in some areas. It should also be remembered that the Daf and Iveco contenders were more specifically designed for distribution duties than the other three, whose cabs are derived from long-distance models.

The Daf also won the Driveline and Driving Performance sections by a healthy margin, and the fuel consumption of the Oaf's "340engine (actually nearer 36ohp) boosted its points tally. However, the Daf lost points for its lack of an automated gearshift option; its high unladen weight; and lack of model and cab choices.

The Iveco EuroTech's 7.8-litre Cursor 8 engine has a lot going for it, but its lack of cube inevitably told against it when hauling a full 40 tonnes and this cost points in the Driveline and Driving Performance sections. The Iveco came into its own when it came to Costs and Efficiency, where its low tare and high payload piled up the points.

By its very nature a 1,000-point test puts all the contenders into a league table, but it's only fair to conclude with a reminder that each of these vehicles has its strong points. What the various sections can do is help hauliers select the vehicles best suited to their operation—that's why the test includes separate figures for various types of road.

Every commercial vehide is a compromise between payload, performance, fuel consumption and many other factors. We have made objective comparisons in each section but in the final analysis prospective buyers will have to decide their own list of priorities before reaching for their cheque books.

IVECO EUROTECH MH 440E 35

Base list price: £56520.

Engine: Iveco Cursor 8 350 (Euro-2) liquid-cooled, six-cylinder, chargecooled turbo-diesel with variablegeometry turbocharger.

Bore/stroke: 115x125mm.

Capacity: 7.8 litres.

Maximum power: 347hp (259kW) from 1,900-2,400rpm.

Maximum torque. 1,280Nm (944Ibft) from 1,080-1,920rpm.

Clutch: Single dry plate with air assistance.

Gearbox: ZF Ecosplit 165151, all-synchromesh. 16-speed, range-change manual gearbox. Ratios:16.47-1.00:1.

Final drive Single-reduction hypoid axle with diff-lock; ratio, 3.73:1. Steering: Recirculating ball. Brakes: Dual-circuit air brakes, disc brakes front, drum brakes rear. Suspension: Front, parabolic leaf springs with anti-roll bar; rear, air suspension with electronic level control ([CAS).

Wheels: 815x22.5in.

Tyres: 315/80 R 22.5.

Wheelbase: 3.65111.

Alternator: BOA.

Batteries: 2x110Ah.

Fluid capacities: Fuel tank, 4001it; engine oil, 34Iit; engine coolant, 4011t; gearbox oil, 1511t.

18,000kg; front axle, 7,100kg: rear axle,11,500kg.

Weight of tractive unit with full fuel tank: 6,745kg.

OAF FT 85CF 340

Base list price: £62,360.

Engine: Oaf XF 250M (Euro-2) liquidcooled, six-cylinder, direct-injection, charge-cooled turbo-diesel. Bore/stroke: 130x158mm. Capacity: 12.6 litres.

Maximum power: 335hp (250kW) at 2,000rpm.

Maximum torque: 1.600Nm (1,180111ft) from 1,200-1.500rpm.

Clutch: Single dry plate with air assistance.

Gearbox: IF Ecosplit 165151, all-synchromesh, 16-speed, range-change, manual gearbox. Ratios: 16.411.00:1.

Final drive: Single-reduction hypoid axle with diff-lock: ratio, 3.31:1. Steering: Hydraulically assisted. Brakes: Dual-circuit air brakes: drum brakes front and rear.

Suspension: Front, parabolic leaf springs: rear, air suspension with electronic level control (ECAS).

Wheels: 8.25x22.5in. Tyres: 315/80 R 22.5. Wheelbase: 3.50m. Alternator: 55A.

Batteries: 2x12Y, 140Ah.

Fluid capacities: Fuel tank, 4001it: engine oil, 2911t; engine coolant, 501it: gearbox oil, 131it.

Plated weights: GYW 40.000kg: GCW, 18,000kg: front axle, 7,100kg; rear axle, 12,600kg.

Weight of tractive unit with full fuel tank: 7,0804.

SCANIA P11411 (4x2) NA 340

Base list price: £54,225.

Engine Scania DC11 01 liquid-cooled, direct-injection, charge-cooled turbo-diesel.

Bore/stroke: 127x140mm.

Capacity: 10.6 litres.

Rated power: 335hp (250kW) at 1,800rpm.

Maximum torque: I ,600Nm (1,180Ibft) from 1,000-1,450rpm.

Clutch: Single dry plate with air-assistance.

Gearbox: Scania CSR 890 all synchromesh, 12-speed, range-change manual gearbox.

Ratios: 11.271.00:1.

Final drive: Single-reduction hypoid axle with differential lock; ratio, 3.42:1. Steering: Hydraulically assisted recirculating ball.

Brakes: Electronically controlled dualcircuit air brakes with ABS; disc brakes front and rear.

Suspension: Front, parabolic leaf springs; rear, air suspension with anti-roll bar.

Wheels: 9.00x22.5.

Tyres: 315/80 R 22.5.

Wheelbase: 3.70m.

Alternator; 60A.

Batteries: 2x12V, 135Ah.

Fluid capacities: Fuel tank, 4001it; engine oil, 301it; engine coolant, 501it; gearbox oil, 16.51it.

Plated weights: GM, 40,000kg; GCW 18,000kg; front axle. 7,100kg; rear axle, 13,500kg.

Weight of tractive unit with full fuel tank: 7,020 kg.

MAN 19.364 FLS

Base list price: £52,500.

Engine: MAN 02866 IF 35 liquid-cooled, direct-injection, charge-cooled turbo-diesel.

Bore/stroke: 128x155mm. Capacity:12.0 litres.

Rated power: 355hp (265kW) from 1,800-2,000rpm.

Maximum torque: 1.600Nm (1.180Ibft) from 1,000-1,500rpm.

Clutch: Single dry plate with air assistance.

Gearbox: IF Ecosplit 16S181 allsynchromesh, 16-speed, range-change manual gearbox with Servoshitt. Ratios:16.41-1.00:1.

Final drive: Single-reduction hypoid axle with differential lock: ratio 3.09:1. Steering: hydraulically assisted recirculating ball.

Brakes: Dual-circuit air brakes: disc brakes front, drum brakes rear. Suspension: Front, parabolic leaf springs; rear, air suspension with anti-roll liar.

Wheels: 9x22.5in.

Tyres: 315/80 R 22.5.

Wheelbase: 3.60m.

Alternator: 55A.

Batteries: 2x140Ah.

Fluid capacities: Fuel tank. 4001it; engine oil. 3611t; engine coolant, 42Iit; gearbox oil, 15Iit.

Plated weights: OW 40,000 kg; COW 18,000kg; front axle, 7.100kg; rear axle, 11,500kg.

Weight of tractive unit with full fuel tank: 7,100 kg.

POINTS TALLY

MAN 19.364 FLS .858 Volvo FM12.340 256 Scania P114A NA340 .855 Oaf FT 85CF 340 .839 Iveco EuroTech MH 44E 35 .229

VOLVO FM12 340

Base list price: 156325.

Engine: Volvo 012C 340 liquid-cooled. direct-injection, charge-cooled turbo-diesel.

Bore/stroke:131x1 50mm.

Capacity: 12.1 litres.

Rated power: 335hp (250kW) at 1,70Orpm.

Maximum torque: 1,700Nm (1,254Ibft) from 1,100-1,300rpm.

Clutch Single dry plate with air assistance.

:earbox: Volvo VT 2014 allsynchromesh, 12-speed, rangechange, manual gearbox.

Ratios: 16.85-1.00:1.

Final drive: Single-reduction hypoid axle with differential lock; ratio, 3.36:1. Steering: hydraulically assisted recirculating ball.

Brakes Dual-circuit air brakes: drum brakes front and rear.

Suspensior Front, parabolic leaf springs; rear, air suspension with anti-roll bar.

Wheels 9.0x22.5in.

Tyres: 315/80 R 22.5.

Wheelbase: 3.50m.

Alternator: 60A.

Batteries: 2x12V, 170Ah.

Fluid capacities: Fuel tank, 4001it; engine oil, 3611t; engine coolant, 4511t: gearbox oil, 13Iit.

Plated weights: GVW, 40.000kg; GCW, 18,000kg; front axle, 6,100kg; rear axle, 13,000kg.

Weight of tractive unit with full fuel tank: 7,160kg.