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number of new younger drivers becoming available since the change in driving licence legislation has added to speculation among manufacturers as to whether there will be a redistribution of the buying pattern from light to mediumsized trucks. The 7.5-tonner has long been the volume seller in the two-axled rigid market and looking back at last year's registration figures we can see little reason to challenge that statement. We wonder whether the reason is simply that operators are just geared up to using this size of vehicle.
However, the 7.5 tonne anomaly was created by legislation that has now been removed, and it stands to reason that many operators will now have course to investigate the practicality of heavier if not substantially larger vehicles. Most operators wishing to run at 18 tonnes are probably already doing so, but a move halfway to 12 tonnes looks a more sensible compromise and there are already signs that there has been a shift in this direction. away from so-tonners.
MAN improved its market share in both light and medium-weight sectors last year, especially above 7.5 tonnes. albeit from a low base. The option of a longer wheelbase allows longer bodies and greater carrying capacity but this can mean that the vehicle is not so manoeuvrable. Typically a 7.5-tonner might be specified with an 18 to zoft body and a 12-tonner with a 22 10 24ft body. With the same cab and similar body options, both MAN 8.155 and 12.185 models look much the same size but the overall cost is about 20% more for the heavier version. indeed the specifications are very similar, incorporating the same size engine and clutch.
The 12-tonner comes with six speeds instead of five and has heavier axles, but running on the same size wheels means the load height is similar. Both have disc brakes with ABS as well as traction control while load sensing is specified on both axles. A fuller comparison of MAN's rigid models was published in CM 14-20 February.
PRODUCTIVITY
Overall, we achieved a fuel consumption of 15.5 mpg at an average speed of 45.1mph. Over the motorway section this improved to z6.ompg at 51.8mph and over
the A-road section was only marginally poorer, returning 15.3mpg at 42.5mph.
At 7,160kg net payload, MAN's r2-tormer more than doubles the capacity of the equivalent 7.5-tonner while occupying similar space on the road. This gives greater operational flexibility but loses considerably on some journey times thanks to the lighter truck's permitted motorway top speed of 70mph.
As part of the complete "off-the-shelf' package that manufacturers nowadays have to offer, MAN provides its own Bodyline range of bodies. The box versions are tailor-made, with one-piece GRP panels on a galvanised frame with t8mm phenolic ply floors and aluminium front corners, cant rails and side raves, to suit the L2000 chassis. They are supplied and mounted on the truck chassis by JC Payne and have matching Ecotec air management kits. Inside they are fitted with 220MM alloy kick strips, interior lighting and load restraint.
The standard two-year body warranty matches the chassis cover, which also incorporates MAN's AAA full R&M package.
ON THE ROAD
A better steering lock would have improved what was less-than-agile manoeuvrability on the long 5,075mm wheelbase. Light steering allows full lock to be applied quickly and easily in confined areas but at speed we found the vehicle slightly susceptible to crosswinds. while the cab rolled more than we would have wished through roundabouts. The gearbox felt positive without the gear change being stiff or difficult to engage. The spread between
fourth and fifth gear ratios appears to be a bit wide but with an engine that has such a wide rev range it was never a major problem. While maximum power is achieved at 2,40orpm, the green economy band extends from Loco to 1,900rpm and a fairly flat torque plateau runs between 1,200 and 1,700rpm.
Performance is generally lively, which makes the truck easy to drive and to keep up with other traffic. It is all too easy to take the engine speed out of the green when using the lower gears but we rarely needed to use higher revs. The exception was when using the exhaust brake which is so ineffective that we were hard-pressed to tell whether it was working at any time.
Top gear gave a speed range from 30mph through to the 56mph limit. At 50mph the engine was pulling 1,700rpm and at 40mph the revs dropped just below maximum torque to 1,35orpm. Given half a chance the 12tonner took all but the steepest hills in top gear. Only the 8% incline at Wantage pulled our speed down to the point where we needed to use third gear, whereas in the past some trucks with less than our power-to-weight ratio of r5hp a tonne have been reduced to taking it in second or even first gear.
If the engine brake is a touch feeble, there is no such criticism of the service brakes. The alldisc ABS setup, which incorporates ASR traction control, might share the same dimensions as its smaller brethren, but it handles the greater mass with no problem, although not being used from 70mph probably helps. Our 12-tonner was equipped with the sleeper version of the now ageing Steyr cab, a L'1,644 option. The extra accommodation comes with a weight penalty of just 8okg compared with the day cab. Remarkably it still looks contemporary, possibly due to its original individual styling and the clean lines of the more recent composite trim. With just one external step, the entry is very easy and ideal for a multidrop operation.
Inside, it looks a bit plasticky but there are heavy-duty rubber mats in the foot wells and slim pockets on each door. A straight dash and low, setback engine cowl allow for relatively easy cross-cab movement. Simple instrumentation is clearly displayed while controls for heating and ventilation, feeding vents across the full width of the screen, are just within reach. The three-speed fan gave a welcome powerful blast of air, keeping the cab cool on a warm day.
The extra sleeper space makes the small cab, low roof design more acceptable. At first glance the bunk size looks too small but Inserts mounted on the rear wall can be removed and fitted behind the seats to make the mattress full width.
Two-point suspension is indicative of the cab's age and the omission of a suspension seat does nothing to soften the firm Germanic ride. However, an adjustable steering column complements the seat settings to give a comfortable driving position.
The low roof height does limit forward visibility to some degree but is enhanced by good-sized main mirrors and a small, wideangled mirror on the nearside. In order to see round the wider body. these are mounted on long support arms which are firm enough to hold the mirrors steady but because they stick out beyond the body line they need to be robust enough to withstand the occasional impact with vegetation on the sides of narrow country lanes.
SUMMARY
To summarise the pros and cons, MAN's 12-tonner is just as easy to drive as the 7.5tonner but a bit more comfortable with the sleeper cab. It is not quite as quick and is a little less agile in confined areas but it provides a larger volume and its better payload should mean fewer journeys. Overall fuel consumption is not outstanding but pretty typical for a truck of this size. Moreover, the weight will more easily accept a tail-lift while the front axle will be less prone to overloading with a diminishing load.
Commercial Motor took an in-depth look at the sums underlying the choice of two-axled rigid trucks earlier this year. We will not repeat all the figures in detail, but one that stood out was the total cost of shifting a tonne of payload over one kilometre—the 12-tonner's figure of 4.57 pence being half that of the 7.5-tonner. If you want to be in at the ground floor of a 12-tonne revival, you could do a lot worse than look at MAN's mature but cost-effective offering.