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with a 40-tonne design GCW although naturally we

26th October 1995
Page 57
Page 57, 26th October 1995 — with a 40-tonne design GCW although naturally we
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The .first MAN F90 we encountered was a 16.362 FLTS 4x2 tractive unit . ..... i

observed the 38-tonne limit when running it round our Scottish test route (CM 15 Oct1987). Its revised 12-litre straight-six engine, complete with four-hole injectors and an improved induction manifold, was coupled to the option a 1 Zi' 16-speed aosplit box. Thanks to a tuned induction resonance system which synchronised air pulses inside the manifold there was a hefty 1,000Nm (737Ibft) of torque on tap at about 800rpm, with 1,500Nm (1,1061bft) from 1,200rpm through to 1,650rpm. While maximum power was developed at 2,200rprn, 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 Rosplit's long lever throw and strong synchroniser precluded fast gear changed: 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

1,flnterior noise was low and most of the controls, with the exception of the floor-mounted exhaust brake button, were within easy reach The .362's interior trim looked durable although the check pattern was rather dull and

uninspiring Visibility was certainly good Poor fuel consumption of about 43 lit/100km (6.6mpg) was not rePresentative: analysis at MANS Swindon workshops uncovered a damaged turbo-charger boost diaphragm which had caused intermittent over-fuelling throughout the test. That apart we liked the 16.362, even though at the time the i46,268 list price was high for a premium truck.

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