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• Europe has never been more united. A glance at the diary reveals that 1992 is no longer a fashionable term bandied about by conference speakers — the Single European Market is now less than two years away. As a result Commercial Motor is determined to keep its readers informed about the efficiency of the latest trucks under both UK and Continental conditions. That is why we have joined forces with Verke hers Rundschau and L'Officiel des Transporteurs, the leading transport magazines in Germany and France to provide the best coverage of commercial vehicle developments across Europe.
FIRST FRUIT
The first fruit of this relationship is a group test of six tractive units in the vital 245kW (325hp) sector. Fleets across Europe are moving to this class of tractor in increasing numbers, attracted by a combination of economy, performance and modest weight which makes them ideal for long-haul trunking operations.
The group test was recently held in France and operated on similar lines to CM's recent 38-tonne economy run (CM 20-26 September 1990). It drew entries, including a number of new models, from the majority of the major European chassis manufacturers.
The most recent introduction in the 245kW sector is the MAN 19.322 FLT, the latest five-cylinder fleet contender from the F90 tractor range. Supplies of the newcomer are just reaching the UK.
Another recent arrival is the least powerful member of the updated Leyland Daf 95 family, the Daf ET95-330, introduced to UK hauliers at the Birmingham Motor Show.
On home ground was the Renault R340ti, with the facelifted R cab and a powerful 10-litre engine announced during 1990. Another "R" cab, albeit a rather more modern one, was to be found fronting Scania's entry, the Scania R113MA 320; like all the other trucks, the R113 uses the latest charge-cooling technology, in this case with a power unit introduced in 1989.
The Pegaso Mider 12261', the Spanish company's latest fleet tractor, was the least known of the participants; the 189kW (253hp) output of its 10.5-litre engine suggests it would be out of its depth in this company, though its more respectable torque output makes the case for its inclusion.
There were no arguments about the final truck's credentials. The MercedesBenz 1733S has been widely accepted as one of the better trucks to come from Stuttgart in recent years. Equally significant is the fact that Mercedes took part at all, breaking with its long-held policy of not participating in comparison tests. Undoubtedly one of the reasons behind Mercedes' decision to take part in the test was the co-operation between the top three publications. (Before the end of this year each magazine will have hosted a group test).
The two main absentees were Iveco and Volvo: the former because it did not have one of the latest TurboTech 190.32s available, and the latter because it did not wish to take part. None of the British manufacturers sell significant numbers in Europe, so they were not invited.
Our thanks to the staff of L'Officiel, and notably to its technical editor Francois Jahier for his contribution to the success of this first Euro group test.