TRACTORS TESTERS' CHOICE MAN IG-A 410 XI
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• by Toby Clark
2000 was not a big year for tractor testi) ..rig in terms of quantity—only four new . nits passed through our hands in single
sts—but it was a classic in terms of
uality. Each of the four did well in most . spects, and each one advanced the ' tate of the art in one way or another.
, First up was lveco's EuroStar, not a e w truck but with a new driveline: the , rsor 10 engine rated at a nominal , hp, matched to 7F's semi-automatic ., AS-Tronic gearbox (known as the EuroTronic in Iveco-speak). The 6x2 tractive unit boasted electronically controlled
disc brakes all round, and we tested it with a similarly equipped triaxle trailer, Idtted out by Wabco. True to form, the combination gave superb braking results, on a par with a typical 2.8-tonne van.
The truck went as well as it stopped, with the Cursor 10 putting out an impressive 1,900Nm of torque over a wide range of revs. The relatively smallcapacity engine operates most efficiently in the middle of its rev band rather than lugging along at low revs, but with a suitable driving technique (and help from the gearbox) it returned an excellent 7.79mpg at 41 tonnes round our Scottish route. The trip was relaxed and hassle-free, thanks to the crispness of ..the gearchange, a useful engine brake „ nd a well implemented cruise control. Our conclusion was that the EuroTronic box had no significant productivity penalty, and in the longer term will almost certainly produce quantifiable benefits".
Next came the truck we all wanted to drive: Scania's 8164, with its 16-litre VB rated at a phenomenal 580hp. The rest of the specification was up to the mark too, with a Topline high-roof sleeper cab. "Special Package" of trim and cabinets, and leather seats. After the Iveco, the Scania's transmission looked rather dull: just Scania's familiar 13RS920 12speed synchro box. But this was all it needed, as its 2,700Nm of torque (that's 2,000Ibft in old money) made gear changing almost unnecessary. Loaded to 41 tonnes, the Scania was happy to trickle along at 40mph and 1,000rpm in top.
The 8164 disposed of the 0BOkm/h sprint with just four gear changes in a record-breaking 38sec, and romped round our Scottish test route at an impressive 75.2km/h average. Better still, the huge engine is remarkably refined, and in-cab noise levels were exceptionally low. The icing on the cake was the fuel economy: the Scania managed 7.46mpg despite its Euro-3 spec.
Then came the new MAN. After a lot of hype (and a lot of expectation) the first TG-A turned up in the guise of a 4x2 low-cab XL with MAN's 12-litre unit rated at 410hp. This mid-range model, tested at 40 tonnes, promised good economy and usable performance. And, by goodness, it delivered: payload, performance and comfort were all superb, while fuel consumption was a thoroughly impressive 7.95mpg round the Scottish route (mind you, this was in Euro-2 spec).
It comes with a three-year repair and maintenance package as standard; cab comfort was excellent with ergonomically excellent controls and displays; and build quality was second to none. What didn't we likeP Well, we thought the steps up to the cab could've been better spaced...
After the storming performance from its little brother, the MAN TG-A 460 with the high-roof XXL cab had a tough act to follow. But it succeeded in some style, the 12.8-litre engine returning 7.75mpg at 40 tonnes while tearing round the route almost as quickly as the Scania 580. Sure-footed handling allowed us to take the sinuous Carter Bar hill climb in double-quick time, while the ComfortShift system (with the clutch operated by a thumb-button on the gear-lever) proved its worth in most driving conditions.
However, the main attraction was the enormous cab, with its nearly-flat floor and cinema-sized windscreen. Airy, quiet and well equipped, it makes a very acceptable living space—and, as we pointed out, it's a lot cheaper than the average London studio flat. Our only gripes were the glare potential of that big screen, and a dose of fore-and-aft cab nod on undulating roads. The purchase price is very competitive, spares and servicing costs are reasonable and Igo
residual values should be good, so there's no real argument against it.
With four such worthy contenders, It --, was quite a struggle to decide a winner. Each one had good reason to win: the driver-friendliness of the Iveco, the refined performance of the Scania, the economy of the MAN XL and the sophistication of the XXL. But we decided to go for an all-rounder that would please both a driver and his fleet manager, delivering long-term comfort with realworld productivity. Well, it had to be the MAN 410 XL.