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MAN 18.403FLT 4x2
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D he F2000 series tractor first saw
light of day in 1994 and arrived in the UK the following year. It remained virtually unchanged until 1998 when the original 18.403's 12-litre lump gained a minor shot in the arm ofIohp to become the 18.414. When CM tested a new MAN 18.403 in i996 we were impressed by its build quality and reliability, but left wondering why it was not more popular.
MAN 's problem could well have been that it had produced a quietly competent allrounder that did not grab the industry's attention. But fleet hauliers who invested in MAN F2000 two and three-axle tractors invariably found they had bought a truck with plenty enough power for operations at 38-41 tonnes and enough driver appeal to keep the masses happy. The full-width FLTFB sleeper has better residuals than the slightly thinner FIT cab.
Last year MAN shifted 2,200 units through its Select Used Truck programme and expects to sell 2.700 in this year. This does not mean the used truck market is flooded with second-hand F2000S, but there is a healthy turnover as the first examples pass their seventh birthdays.
As you might have noticed by the side panels, R219 VRM was part of the Eddie Stobart fleet. The cab has already been sprayed white to improve its re-saleability but the rest has been left as it was. CAP Red Book (September 2001) lists the EB wide sleeper cab at Li 6,i95 (ex-VAT) for a 19 97 example Or £18,995 (exVAT) for 1998.
Product low-down
The F2000 range that replaced the F9 o offered the operator an impressive choice of Euro-2 engines from 34ohp to an awesome 591hp in the LHD-only flagship model. Peak torque for this 18.403 stays at 1,730Nm between 1,000-1,500rpm, offering the driver enough of a plateau for most eventualities.
Eddie Stobart specification means that it has distinctive air management valences fitted to the sides between the front and rear axle. The gap cut out of the plastic for the diesel cap made loosening and tightening the cap quite a challenge though. The 2.49m-wide cab is just over three metres high and 2.21M long. The air management kit fitted to the roof sits half-way back with the sunroof hatch sitting in front.
Unfortunately at the time of going to press CM was unable to obtain the service history for our F2000.
Bottom line
Since taking to the roads in late 1997 or early 1998 R2,9 VRM has clocked up 5o2,ociolcm with the nation's "favourite" haulier—to date that's the highest mileage on any used truck we have tested. It's hard to know whether the greater mileage helped or hindered the overall fuel figure: we recorded 7.78mpg round the used truck test route at an average speed of 63.81cm/h in relatively clear weather with a slight westerly wind.
On the A-road section we achieved 7.0 mpg at an average 54.2km/h; on the easy motorway section consumption improved to 9.67mpg at an average 72.5km/h. As usual with used test trucks we ran loaded to 38 tonnes; the payload was a pallet shy of 24 tonnes. Apart from the odd caravan and tractor around the Welsh section, and a small diversion at Welshpool, we were not held up at all.
On the road
It's not difficult to see why ti F2000 series has proved to such a reliable truck. The ride smooth and the driver does n need a degree in electronics to g to grips with the finer points keeping things moving.
The Eaton S-Series has ti double-H shift with the knoc across for the range change. T1 driver gets the green H panel on the dash to confirm low high range but CM has nevi been convinced that it's the be gearbox layout on the planet.
However, despite the split-second delay as finds neutral after the slap-across, it is an ea format to use and the driver does not have worry about confusing the splitter and rank change switches on the gear stick.
Perhaps after 500,000km the gearbc could be forgiven for being a little jumj between changes in the lower half; occasio ally we were thrown out of the seat as the lurched with the change from 2H to 4H. Th jumping also coincided with the slight between the fifth wheel neck and its loc Following any hard braking it felt that ti trailer kingpin had slid into the neck of the after resting against the locking jaws.
The reason for this centres on the lubric tion of the fifth wheel and the quality of ti locking mechanism. If the grease is dirty ■ not applied regularly it could stop the fifth wheel from operating properly. If the adjustable locking mechanism is slightly worn this could add to the "slop" experienced when setting off.
But when we took care to come to a halt gradually before pulling away carefully it proved to be very smooth—from one extreme to the other.
In any case, once we started moving through the top eight gears it was as clean and quick as anything else we have tested. Acceleration and momentum are well matched at 38 tonnes with 394hp on tap. The power-to-weight ratio was tested to the limit on Dinmore Hill between Leominster and Hereford on the A49, arid it climbed the long sweeping bends with the blind corners on Dolfor Hill without any problem.
The sweet spot at 40mph proved to be St. at around 1,25 orpm; the step up to 56mph took the rev counter up to 1,45 orpm in 8H—still well within the extensive torque band. The cruise control mounted on the right stalk did its job without complaint, but when we braked at 6mph the rev counter jumped round momentarily before coming down.
To counter this we made sure the cruise control was switched off before we braked. The truck was fitted with an exhaust brake that proved effective once we pushed the revs up past ',Soo after going down the gearbox.
Cab quality
Before we got our hands on it the cab was given a pre-test spring clean but it appeared that apart from a little Mr Muscle over the dash little else was required. It's obvious that every member of the Eddie Stobart team takes their cab cleaning duties seriously.
The obvious signs of wear and tear in a long distance truck tend to centre around the driver's side and R219 VRM is no exception. The armrest next to the window and the door handle have certainly been well felt up and paint has chipped away around the edges.
The steering wheel itself is a little worn and the markings on the stalks have been worn down to (and blend in nicely with) the black plastic background.
The seat has developed something of a squeak arid a little unsolicited sideways movement. The rubber covers on the pedals have been replaced, suggesting the old ones wete well heeled. This truck has obviously been well cared for, but kept extremely busy earning its keep.
However, the dash remains in good condition and the low/high range indicator still works; always a sign of a good maintenance programme, The FB cab is fitted with a single bunk but the storage area beneath it seems to have been little used judging by its condition, Its possible that this truck spent most of its life trunking or on localised deliveries. The respray job (part of the Stobart buyback deal) looks pretty smart from the outside but the famous Stobart green is still clearly visible under the external door lockers.
CM verdict
This ex-Eddie Stobart truck has been well looked after but a few signs of its high mileage are starting to show through with the fifth wheel and cruise control sticking momentarily when braking at 56mph.
These slights aside R2,19 VRM three-step entry.
returned a solid, workmanlike fuel figure and the overall driving experience proved enjoyable. The F2 000's reputation always seemed to be understated, but talk to those who use them and you are likely to be won over. R2r9 VRM is only three years old, and with demand for 4x2s increasing again it should find a home fairly quickly.
• by Kevin Swallow