M AN's squat-looking M2000 12.224 rigid with its powerful 6.9-litre engine
Page 23
If you've noticed an error in this article please click here to report it so we can fix it.
is super-smooth and super-quiet too—it's a class act. Experienced drivers will recognise typically careful MAN design; light truck drivers stepping up the weight scale will like the near-effortless clutch pedal and gearshift, and the buzz of the engine as it accelerates through the gears. All but the MAN had done almost identical mileages (21,000km to the MAN's 7,800km) but the MAN still revved more freely than most.
The engine's got plenty of grunt too—peak torque is almost 20% higher than the more powerful Iveco, which needed 20% more gearchanges round the urban test route.
Around both the city route and along the motorway the MAN was fastest overall, and its acceleration figures are very good, with rather frugal fuel consumption, especially on motorways.
With its mix of front steel and rear air springing it manages to wallow somewhat when wheeling in and out of roundabouts but in general it produces a good steady ride—it felt more in control than the others over bumpy roads, level crossings and so on.
The body/payload allowance suffers from all this solidity, though: the MAN had to give away more than a quarter of a tonne to its Mercedes and Renault competitors, and the 12.224 has the least loading tolerance of all at its plated GVW.
It's a near 12-tonne rigid or drawbar with a cab that looks both businesslike and practical. This is really the MAINI's strong point— it oozes quality and careful design.
If you're on the short side, the single step between ground and 101..... .,,.,„.,....,.4t4t..al.....2011 cabfloor is a bit of
a hitch but its two 1 handy grab rails help the transition. The fixed passenger bench seat is hard, but the dri
ver's Grammer air-sprung ceat with its integral safety bell feels a little more forgiving and is one of the most supportive on test.
There's good visibility all round with heated and electrically adjustable mirrors giving clear views down the sides.
Sliding blinds at each side are useful, but the sun visor tends to restrict upward vision; the shallow windscreen needs three wipers to cover it, but forward vision is fine. Instrumentation is plain, easyto-read and practical with a large speedo and colour-coded rev counter in clear view.
The gearbox is a pretty slick Eaton six-speeder, and changes are made easier by the exceptionally light, low-mounted clutch pedal. The other pedals are also thoughtfully placed.
The cab's an old design, originally produced by Steyr, but MAN has clearly done a good deal of development work. This shows in the excellent noise readings, which were taken in quite heavy rain (the weather cleared for the other four). The L2000, particularly with this smooth engine, is sure to find favour with drivers, and with operators who will like its excellent fuel consumption more than they dislike its relatively poor payload.