W hatever happened to British understatement? Home-grown trucks used to be
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restrained and low-key; competent and practical—and perhaps a little dull. But now a cavalier approach has infected some of the UK's most sober-suited manufacturers. While ERF challenges all and sundry to a duel, along the road in Sandbach, Foden has produced one of the biggest, brashest (and yellovv'est) trucks this country has ever seen. The 4000 Series with the XL cab is amissable, and could be seen as a sign of Foden's confidence in its position within the Paccar empire: even as a challenge to sister company Oaf's equally bright orange 95XF.
But is the XL just a style statement? Or is it a shot in the arm for British pride—albeit inspired from across the Atlantic? Is this the truck equivalent of Greg Rusedski?
PRODUCT PROFILE
This is a substantial truck. Even without the loudmouth graphics you can see that the XL is high, wide and (arguably) handsome.
The GRP-on-steel cab looks characterful and promises a great deal of room, as it should for the extra cost of £4,860 over the standard 4000-Series sleeper (which is a lot more than the £3,200-3,400 estimated when it was announced early last year). The XL cab is much higher than standard, giving a maximum internal height of 2.25m. Even over the engine hump there's a full 1.88m (around 6ft 2in). The cab is also longer, to make room for a wider bunk, and aircraftstyle overhead lockers and an electric roof hatch are fitted as standard.
There were plenty of other optional items on our test truck, many of which are in practice essential: few operators would want to live without the air-suspended driver's seat (C80) or the night heater (L770). Many will still regard the RoadRelay display as a luxury, but we think it's likely to pay for itself in improved fuel economy.
The fully air-suspended mid-lift 6x2 setup is naturally heavier than the steel-sprung 4x2 (Foden quotes a 1,017kg penalty), and it costs a hefty £8,200 more, but it gives the operator much more flexibility. We were glad of this when we were unable to run the truck with our usual tandem-axle test trailer, and had to use a triaxle, running round the Scottish route in 2+3 configuration with the mid axle lifted.
The Cummins M11 engine is familiar and has delivered consistently excellent fuel economy in Fodens, ERFs and Seddon Atkinsons alike. This electronically controlled 10.8-litre unit can provide a nominal 305, 340 or 380hp. The M:340E is the standard offering but 110.