A fter an eight-year production run, the final Euro-r F90 262.
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292 and 332 eight-leggers rolled off the MAN line in the spring 011996. Their successor, the F2000, has maintained MAN's tradition of solid German engineering for the heavy off-road eight-wheeler market, making good use of the Euro-2 engines and gearboxes that debuted in the company's maximumweight tractive units in 1995.
MAN has been active in the UK For the past 28 years. Its market share has grown in the past few years and is on track to top ro% at 7.5 tonnes and above by the start of 2000. Last year MAN took 4.3% of a multi-axle rigid chassis market that accounted for 5,403 units.
The F2000 8x4 came with two new engines displacing almost two litres per cylinder. The 35.345VF chassis is equipped with a five-pot 9.97-litre unit rated at 34oh p. This is the lower power option but it cuts the unladen weight by about 90kg. The 35.4o3VE comes with an 11.97-litre in-line six developing .--.•^;-'*;:-.°H 400hp. Torque output is not especially high but it is delivered over an almost level plateau from about 1,000 to nearly i,600rpm. While the engine revs to a full 2,000rpm, the power curve tails off at about r,600rpm. This works out rather well as the lowest point of the specific fuel curve with the engine under load comes at 1.3oorpm.
The ZF 16 S 151 range-change/splitter box is usually first choice for continental operators but by the end of -1996 CMhad tested a 35.405 specified with Eaton's latest RTSO all-synchromesh r6-speed range-change box which was lighter and, we felt, offered slicker and more positive gear selection. The 35.403's 3.87:1 final drive ratio gives a geared speed of 74mph which might seem over-ambitious for an eight-legger but the overdrive top gear will pull in the centre of the green band all the way from 50 to the 6mph limit, giving good economy for motorway cruising.
For more demanding terrain, drop a split and in direct drive it will pull from 40mph through to the legal maximum without exceeding maximum revs. Overall gearing for the 35.343 is slightly slower. The double
drive bogie comes with hub reduction. It's not acknowledged to be as efficient as the single-reduction alternative but its smaller bell housing gives an extra two to three inches of ground clearance.
Straight axle beams serve both steer axles while sturdy anti-roll bars drop down to about the same level. Naturally a vehicle of this type would be incomplete without cross-axle and inter-axle difflocks to aid traction.
The electronics package includes ABS anti-lock control but there's no ASR traction control.
MAN fits ventilated disc brakes to the steer axles throughout the F2000 range. This is unusual for an ofi-road truck but on road, at least, the higher (I45psi) operating pressure is claimed to improve stopping distances by as much as 15%.
While the chassis comes with automatic chassis lubrication as standard, the ends of the front road springs are mounted on noiseless maintenance-free bearings.
MAN's lightest narrow N day cab is the most usual choice on this heavyweight 8x4 but the F sleeper version is available; it adds about 8okg to the chassis' unladen weight. The square profile makes the most of the limited interior space. The layout of the dash and its surround is uncomplicated but the specification includes a driver's suspension seat,
four-point cab suspension, a roof hatch and windows in the rear wall.
With the introduction of MAN's Evolution range this year the to-litre five-pot engine was dropped from the line-up. With the exception of the 6 oohp I8.27-litre Vio, MAN's F2000 Euro-2 engines are straight sixes with electronic engine management.
The 12-litre lump is rated at 36 ohp (268kW) with r,600Nm 1i,r8olbft) of torque from 1,000-1,500rpm; for heavier on/off-road applications it can also be specced at htiohp (3o6kW) with 1,848Nm (1,3641bft) of torque from 900-1,300rpm.
A longer stroked 52.8-litre version uses many of the same components; it develops 46ohp (343kW) with an impressive 2,000Nm (1,4751ft) of torque, offering a wide economical operating range between 850-1,7oorprn.
Both units feature four valves per cylinder and MAN's EVB engine brake. As with earlier MAN engines their torque curve is relatively flat over 5oo-600rpm, which enhances both flexibility and acceleration. At their most frugal, under load, these engines keep below the all-important 200g/kWh fuel consumption benchmark. A lightweight 32.364 F2000 chassis can be specified with four-bag rear air suspension for on-road applications.
• by Bill Brock