MAN to break 100hp barrier
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MAN traditionally gives journalists a sneak preview of its exhibits at the IAA Show in Germany every two years—this year's show takes place in Frankfurt in September. The preview came in the middle of speculation about a tie-up with Iveco (which the company was keen to subdue) but it would have been unusually interesting in any case: MAN showed us a whole new range of trucks, revised versions of existing models and a phalanx of Euro-3 engines. There was even news of a 7oohp engine waiting in the wings.. .Toby Clark reports.
As usual, this event started with a statement of the philosophy of MAN, which is now under the leadership of ex-Scaria man Hakan Samuelsson. A company spokesman talked about "setting ourselves apart from the bigger fish as a medium-sized company" while Samuelsson promised "added value services' and "tailor-made solutions from leasing up to complete outsourcing of fleets" under the TransCom brand.
In addition, UK marketing director Alistair Williamson confirmed to CM that the firm wants to be seen as more than just a truck builder. However, stressing MAN's engineering expertise, Samuelsson also pointed out that the modular design of the latest cabs would allow more automated manufacture.
NnvTG-A CABS The biggest news at the IAA Show will be a trio of new, 2.3m-wide cabs for the TG-A range, based on the modular design pioneered with the 2.5m-wide XL and XXL cabs earlier this year. These will eventually replace the F2000 Evolution tractive units for long-haul and heavyweight operations.
All three cabs have the cab floor posi tioned 170mnn lower than before, losing the advantage of a flat floor but reducing overall height and weight. Otherwise construction and features are similar to the XL and XXL: a front under-run bar is built in, cab components are chrome-plated and the construction emphasises "integrated safety.
These models will all be available as rigid chassis as well as tractors, and front air suspension is an option throughout. MAN emphasises that its air system is fully compatible with 385/65 wide-single steer-axle tyres.
First up is the LX cab: a long-distance high-roof cab which is 120kg lighter than the XXL but still offers 90% of the cab volume of the current F2000 Roadhaus. The two-man cab is 2.28m long, allowing for bunks almost 800mm wide.
Next is the L cab: a one-man, long-haul cab with a lower roof and a single bunk, offered with air-sprung cab suspension.
Finally there is the M cab: a short-haul day cab with coil-sprung cab suspension and a length of 1.88m. Its rear wall is flush with the end of the engine cover for the maximum possible loadspace length.
New options with all cabs include an auxiliary air-conditioning unit (able to keep the cab cool for up to six hours without running the engine), new dashboard displays and a choice of extralarge fuel tanks—up to 1,300 litres will be available ex-factory. Pusher axles will become available, as will a low-height fifth wheel (set at 960mm) for high-volume work.
DRIVELINES MAN has also shown its full line-up of Euro-3 D28 engines for tractive units, spanning the range from 310hp to 510hp in 50hp increments. These won't make it to the UK straight away, if only because the engines are likely to cost a couple of thousand pounds more than their Euro-2 equivalents.
All the new versions of the 12-litre engine use external exhaust gas recirculation (EGA) to reduce NOx emissions, while refinements to this design have kept service intervals the same, at 80,000km in long-haul usage.
The 510hp model, equipped with a wastegate, offers a maximum torque figure of 2,300Nm (and 200Nm more than the 460 throughout its rev range). MAN is especially proud of its specific torque figure of 180Nm/lit.
Still more impressively, MAN promises a 700hp version of its 16-litre V10 engine by October 2001, with a prototype on show at the IAA. This Euro-3 monster will have common-rail fuel injection, a turbocharger for each bank of cylinders and a maximum torque (from 1,000-1,70Orpm) of 2,700Nrn, This torque figure is deliberately restricted because of gearbox limitations, but ZF intends to offer a 3,000Nm version of the AS-Tronic gearbox in the next two years—more details in next week's CM.
New engines demand new gearshifts: MAN is offering TipMatic, its fully-automatic variant of the AS-Ironic box, but the manual box is also improved too. The ComfortShift system, which disengages the clutch using a button on the gear lever, now works in low as well as high range (see Driving Impressions).
OTHER MODELS The new modular cab design may represent the future, but MAN hasn't forgotten its long-evolved medium and lightweight trucks. Both the L2000 and M2000 will become "Evolution" models, with improved cab interiors and revised drivelines. The range nomenclature will change too, to indicate cab size, engine rating and weight class.
New variants of the cabs will include a medium-length L2000 cab with a high roof, and (confusingly) a long-haul version of the M2000 which will borrow the cab of the F2000 Evolution.
The DUB four and six-cylinder engines are revised for Euro-3, with Bosch's VP44 injection pump and [OR. The most powerful versions (the D0834 at 180hp and the D0836 at 280hp) will be equipped with wastegated turbochargers. Cruise control and the EVB engine brake will come as standard. Though MAN has dropped the Eaton gearbox option from the TG-A, nine-speed Eaton and sixspeed ZF boxes will be offered in the M2000 and L2000 Evolution. A new single-reduction drive axle is rated for operation at up to 24 tonnes GTW.
DRIVING IMPRESSIONS
We first drove a TG 460A 4x2 tractive unit with an LX cab and the 12-speed TipMatic transmission.
As you would expect, the combination of this fully automatic box with 2,100N m of torque made driving at 40 tonnes very relaxing, while the excellent Tempomat cruise-control and Bremsomat speedhold system kept a constant speed up hill and down (Bavarian) dale.
Gearchanges were generally smooth, though the over-soft cab suspension lurched a little, and excessive cab roll made the steering feel rather vague at times. Despite the lower floor, the engine cover didn't intrude too much and the cab felt attractive and roomy—a worthwhile improvement over the F2000 and much of the competition.
Next we tried the TO 360A with the LX cab and the ComfortShift gearchange, Having been sceptical of its usefulness before, we were much more impressed now that the push-button clutch works on both high and low range—after awhile, it became second nature to shift without the clutch pedal.
Oddly, the steering feit much more responsive this time round, and the truck impressed us in other ways: with the windows closed at motorway speeds little more than the turbocharger's faint whistle could be heard.
The same could not be said of the L2000 Evolution, designated LE 180 C—a 7.5-tonner with the 180hp version of the four-cylinder D0834 engine. Here the motor was intrusively noisy but very eager, while the six-speed ZF gearbox was a little heavy but precise. Nevertheless, the cab was comfortable and improved steering and an effective engine brake made it pleasant to drive in urban conditions.
NEXT WEElt
Future developments from MAN, including the TG-X concept vehicle, telematics and Euro-4 and -5 engines.