MAN filling the Generation gap
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new cab add up to a real 21st century truck. The new model is called the TG, said to stand for "Trucknology Generation"—not the most elegant name, but at least it represents the real effort that has gone into the truck's design. The "A" suffix indicates that this is the first model in the range, for MAN has embraced the concept of modular cab design already favoured by Scania and Volvo: the next tractors (to be launched at the IAA Show in Frankfurt in September) will be fitted with narrower, smaller cabs for fleet operators, and will supersede the rest of the current F2000 range. Tippers will follow, along with smaller cabs to replace the M2000 models.
DRIVING IMPRESSIONS
• Satellite links...glitzy presentations ...fine—but what's it like on the roadP Actually it's very impressive. We've long rated the Lion marque for its ride, handling and driveability, and with the arrival of Trucknology Generation were pleased to report that the baby hasn't been thrown out with the bath water.
CM drove both TG-A models at 40 tonnes around a tricky 20km circuit in Southern France, including tight city streets and motorways.
Our first encounter was with the highroof 1G460A XXL flagship. What strikes you when you climb into the new tractor is that its still an MAN. The folks at Munich have resisted the temptation to ditch the old F2000 flat dash in favour of a more trendy curved binnacle, so it's easy to move around inside the XXL cab which more than matches the old Roadhaus for headroom.
Sit in the driver's seat and there are those trademark "big" dials in a no-nonsense instrument panel that remains the model of clarity. MAN has also managed to create a new interior without losing any of the old bullet-proof qualities on the F2000. Even the plastic mouldings in the dash have a solid, durable feel, unlike many of its rivals.
Where Mercedes opted for a mindblowing trim when it launched the Actros, MAN has given the -1G-A a relatively understated interior, with a light and dark grey colour scheme livened up by muted fabrics in the seat and door trims. Overall the XXL cab feels spacious and airy. Those extra windows behind the Bposts and in the raised roof clearly help, though we can't help but wonder what it's going to be like sitting under all that glass in the summer when the sun is low down behind your ear. Fortunately, air-con is standard on both models and MAN Truck
and Bus UK is considering whether to fit side window visors. We think they should.
Overnighters will like the deep bottom bunk which has the same kind of raising guard as the Actros. Underneath the bunk, in the middle, is a neat fridge/cooler which slides out on a ratchet mechanism. On either side of it there are two storage lockers, one of which you can get to by lifting the bunk. The 460's 12.8-litre lump has quite a distinctive bark when you first fire it up but once you're rolling it's not intrusive— the inside of the XXL cab is very quiet.
With 2,101Am of torque we weren't expecting any problems shifting 40 tonnes. As we said when we tested the same Euro-2 D2876LF engine in an F2000 last year, it can pull strongly from as iow as 900rprn and accelerate as if it's only loaded to 38 tonnes. The counter is no longer marked out in coloured blocks; instead there'; green economy section with the I,: 1,400rpm 'sweet spot" graduations minated by fibre optics. When you the exhaust brake these lights mow the rev band to indicate best I:1 pressure. A nice touch.
Devotees of the F2000's old doub "slap-across" Ecosplit gear pattern (come on, someone must like it) will be disappointed. MAN has adopted a singleH, four-over-four pattern with a rangechange switch on side of the gear knob. Unfortunately, on our left-hooker demonstrator the range-change switch was badly placed, being partly covered by the splitter toggle. We assume it will work better on a right-hooker; if it doesn't, MAN should copy the lever layout on Daf's 95XF and mount the range-change switch on the front of the grip.
And so to Comfortshift. Do you really need to lose the clutch pedal in high range While we're not 100% convinced of the need for it on full lever movements we reckon it's brilliant on split shifts. Simply pre-select your half-cog with the splitter toggle then, when you want to change, thumb the button and no more knee-jerking up and down!
Comfortshift is generally smooth in operation, especially when downshifting, but even more impressive is the way MAN has managed to cut the Ecosplit's lever loads. Its hydraulically operated/ServoShift linkage takes all of the strain out of shifting, and losing the mechanical link also cuts down vibration in the cab.
MAN's trademark big steering wheel ends with the F2000. The TO-A has a much smaller wheel that's adjusted for height and rake by a neat foot button. Steering is light, precise and direct.
For years we've banged on about the confusing number of adjuster buttons on air suspension seats, so our compliments to MAN for finally doing something about it. The controls on the TO-A's supportive driver's seat are a model of simplicity, and brevity.
The big cab TO-A offers a fairly neutral ride with little body roll or cab nod, though we did notice that those tractors with three-leaf front springs rode better over the road bumps than the two-springers and were ultimately more comfortable.
We next tried another 460, but equipped with TipMatic-MAN's installation of the latest full-auto 12-speed ASTronic box from ZF. If you want a relaxed, stress fee drive then TipMatic is the ideal box, especially if you've got to flog an artic through city streets. Simply select your starting gear using the dial in the park
brake console, release the hand brake, put your foot on the throttle and away you go. TipMatic is a true two-pedal box: it handles all the changes and clutch operation electronically, synchronising shifts with engine speed like a veteran driver.
However, you can still drive it as a manual, changing gears by flipping a steering column lever up or down. A button on the end of the stalk instantly puts the box back to full auto. The override function works particularly well if you want to hold on to a higher gear in low revs as you approach the crest of a hill, rather than letting lipMatic automatically drop down another cog.
Let the TipMatic work with an Intarder and MAN's exhaust valve engine brake, throw in a little electronic wizardry, and you've got an excellent downhill cruise control system that can hold back a fully freighted 40-tonner with ease (and while on the subject of brakes, the TG-A's all-round EBS discs are progressive and powerful).
We think TipMatic is every bit as good as the Telligent EA two-pedal box on the Actros, and a clear indicator of where truck transmissions are heading.
Our final test drive introduced us to the 410hp Euro-3 TG410A. While its lowroof makes it more of a cooking fleet tractor it's still at the top end of the market with plenty of room inside. Despite giving away a bit of cubic capacity to the 460 we liked the 12-litre 410's gutsy performance, especially when it was pulling down to 1,000rpm and recovering.
Around the congested streets of Nice it was a very willing worker, allowing us to appreciate Corrfortshift even more.
Overall we were very impressed by our first encounter with the TG-A, It drives well, looks good, is comfortable and has some innovative features that drivers will warm to, without compromising MAN's traditional engineering appeal to fleet operators,