An early look at Evolution
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CM drives the new MAN F2000 Evolution range, including the Eaton-Fuller Autoshift. Colin Barnett reports.
• In the week MAN starts full production of its new F2000 Evolution range for the first deliveries in January. CM has had the opportunity to drive a selection of pre-production vehicles. We tested five 4x2 tractive units from the new range over a tough 110km route offering roads from autobahns to hilly country lanes. Four trucks were fitted with ZF's 16S151 16-speed direct-top gearbox: the fifth had the new Eaton-Fuller Autoshift fully automatic 16-speeder. An outgoing 19.403 tractor with an Eaton-Fuller SAMT semi-auto was provided for comparison. All the trucks were running at 40 tonnes, apart from the lowest powered 19.314 with 306hp (228kW) which grossed at 36 tonnes. A variety of trailers was used.
The big changes are under the skin. The F2000 Evolution is powered by a completely revised range of six-cylinder engines with nominal outputs in 50hp steps from 310 to 460hp, the two higher ratings having an all-new four-valve per cylinder head. The engines incorporate MAN's EVB exhaust valve brake system. ABS is standard on all models and the 600hp 18litre V10 is still available if required.
Cosmetic changes to the new range are minor, but the easy way to identify the new one is by the lack of he silver-zrev grille surround. Most of the models tested had the new raised cab, which can be identified by a deeper filler strip above the lower edge of the cab. The purpose of this change is to provide space for the extra hardware needed for the impending Euro-3 standard. Interior changes are also limited to minor details, justifying the new model's "Evolution" tag. The most significant development in
is the AutoCheck monitoring system, providing information on the electronic systems and maintenance issues.
Driving impressions
The smallest example driven was the 19.314. Like all of the vehicles sampled. it was a 3.6m wheelbase tractive unit with steel front and air rear suspen sion. In many ways this was the most pleasant to drive, with the engine's modest output coping well with the 36 tonnes running weight. The engine was particularly well suited to the gear ratios, helped by the lowest 4.1:1 axle ratio, and the whole feel of the truck seemed well balanced. The engine brake was excellent, with the four-tonne benefit making all the difference. The engine brake on all the examples was operated by a smooth metal floor button which was a bit slippery to operate with damp shoes.
The main downpoint was that it had the worst gear change of the manual transmission models. The ZF Servoshift change Was annoyingly variable in feel, with this worst example seeming both heavy in the main gate
and over sensitive to unintended range changes when moving across the gate.
The low-roof day cab had the no-frills dash finish, and a limited number of extras, but was nevertheless a comfortable place to be. The only slight gripe was that the indicator stalks felt rather over-engineered and clunky, but that probably means they'll last for ever. All of the cabs suffered from a degree of restricted visibility from the "A" pillars and the quarterlight frames, with a full view of the left-hand mirror requiring a conscious head movement.
The next model up was the 19.364, in low-roof, single-bunk form. This is probably one of the most significant models in the line-up, as the distribution sector is an area where MAN plans to make considerable gains. The 3.1:1 axle and the extra four tonnes meant the performance felt less sparkling than the 310, a feeling reflected in the slower 0-60km/h time. This particular truck also proved rather noisy, with considerable wind and turbo noise in evidence, and also gave away its early production status when an overhead locker popped open on the bumpiest section of the route. The main difference internally was the application of the wood-trimmed fascia.
Moving on to the 19,414 and we were into the leather trimmed luxury of the RoadHaus cab. All of the variants had excellent ride qualities, but the big cab had a tendency to nod during gearchanges. The engine, the most powerful of the 12.0 litres with its four-valve heads, demonstrated an impressive spread of torque but its performance figures were slightly distorted by the shorter gearing provided by the big 315/80 R 22.5 tyres; all the others were on identical 295/80 R 225s.
The final pair tested were the top power 12.8-litre 19.464s, in ZF manual and Eaton-Fuller Autoshift forms. Although the maximum torque range of the big engine is nominally the same as the 410, from 9001,30Orpm, the 460's drops off more rapidly. However, the maximum torque produced, 2,100Nm, means the 460 just powered up every autobahn hill encountered without breaking sweat. Its smooth delivery means it doesn't actually feel as powerful as it is, but the numbers tell a different story. You would either need to meet some pretty big hills regularly or need a lot of image before deciding that your MAN needs the 600HP VU), We look forward to confirming that the new engines' economy gains match their driveability.
Driving the Autoshift
Eaton-Fuller's new Autoshift transmission is built around its proven S-Series product, and is an evolution of the SAMT semiautomatic. A full description of how Autoshift works can be seen in CM 1-7 October,
When moving off in the default fully automatic mode, the clutch is depressed and "drive" engaged. The current starting gear is shown on the display, but can be changed by the driver. During our test drive in the 19.464 at 40 tonnes, we kept fifth (third gear, low split) as the default for most of the time, just dropping one gear for starts on slight up-gradients.
With the start-off gear selected, it is then simply a case of releasing the clutch in the usual way and accelerating. Upward changes are then made by the computer as required, either singly under full throttle conditions or in blocks of two or three if conditions and throttle position dictate. All 16 ratios are evenly spaced, with each gear giving a step of 20-22%; two reverse ratios are also available. The computer ensures that the correct gear to keep the engine speed in the rev-counter's green sector is chosen, and it will not permit a change to an incorrect gear—one which would cause over-revving, for example. The quality of the change is as smooth as a good driver could achieve, and probably quicker than all but the best could manage.
Changing down is just as simple. On a slight slope or under gentle braking, changes will be one at a time, but for a steeper climb, gears will again be shifted in blocks. To force an earlier shift than the computer would like, pressing the accelerator pedal past its normal limit will operate a kick-down facility; the same switch forces the system to hold the current gear when climbing a hill where an up.S would be unwelcome.
Although retaining a cony tional clutch means that driv briefly disconnected, we fot that although there was a tot of wheelspin on the last dm shift on the toughest hill encountered, the effect was n imal and again, few humt could have done better.
One nice touch is the way t during use of the EVB eng brake, the transmission % select the correct gear for a mum retardation. For chi retardation, say on a sli; down gradient, semi-autom; mode can be selected which • prevent the down shift.
With semi-automatic sela in normal driving, the sysi works in almost the same N; as the out-going SAMT tra mission, clutchless chan, being made as instructed by driver, although in practice can see few occasions for a ver ever to need this mode. verdict after a lap of demanding test route N entirely favourable. While saving in physical stress ft eliminating most clutch dep sions is considerable, the benefit is in the savings in n tal effort gained from being t to forget about gear chang and concentrate on drivini Eaton's suggestion that £3,000 Autoshift system improve fuel economy by ui 3% just by being in the cor gear at all times, is realiE then Autoshift may indeeC that Holy Grail, a device I cuts running costQ, while mal. the driver's life easier. CM: no reason to doubt it.