T u he first MAN F90 we en_ ".... • ■,. „,...„, 44. .
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,,,,,t• . ,, countered was a 16.362 FLTS 4x2 tractive ‘ unit with a 40-tonne design GCW — although natrally we observed the 38-tonne limit when running it round our
Scottish test route (CM 15 Oct 1987). Its revised 12-litre straight-six engine, complete with four-hole injectors and an improved induction manifold, was coupled lo the optional ZF 16-speed Ecosplit box. Thanks to a tuned induction resonance system which synchronised air pulses inside the manifold there was a hefty 1,000Nm (7371bft) of torque on tap at about 800rpm, with 1,500Nm (1,106Ibft) from 1,200rpm through to 1,650rpm. While maximum power was developed at 2,200rpm, at motorway speeds the engine was turning over at a leisurely 1,600rpm, giving it ample grunt to tackle shallow gradients without dropping a cog. Our 16.362 had a very light clutch but the Ecosplit's long lever throw and strong synchroniser precluded fast gear changes: fortunately this only became an issue on severe climbs. Well-spaced steps eased the entry into the high F90 cabin. The chassis' parabolic/air suspension, backed up by the cab's soft, responsive suspension, was almost good enough to make the driver's air suspension seat redundant, but when the going got rough the thin front anti-roll bar bushes were not man enough to stop it clonking.