MAN tips for OK market
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MAN has been "considering" offering a 6x4 tipper in the UK for years. It's finally taken the plunge with its 26.264. Having written so many stories about a "long-promised" six-wheeler we thought CM should have the first crack behind the wheel!
by Brian Weatherley • "When are you going to offer a six-wheeler?" if we had a fiver for every time we've asked MAN that question we'd be able to afford one ourselves. But last week the German truck maker ended the speculation by unveiling its 26.264, a prototype six wheeler purpose-built for the UK tipper market.
Perhaps "purpose-built "is pushing it a bit, for the 26.246DFK is based on the 17tonne M2000 rigid, but with a 7.5-tonne front axle and 19tonne capacity Hendrickson liN402 rubber suspended MAN double-drive back bogie. Its cab—the L-type, Steyr design— is pm-e M2000, as is the chassis frame, although for tipping duty
it's got extra flitching.
The net result is a 6x4 with an attractive 6.8-tonne body/payload allowance based on a nominal 4.0m wheelbase day-cab chassis.
As CM has written so many stories about a likely MAN sixer we asked to have the first go with the prototype and last week we drove it around Northamptonshire to bring you an exclusive first impression. And impressed we are.
ON THE ROAD
Access into the MAN cab is easy enough, helped by wellplaced grab handles and decent steps. Although the fixed bottom step on the prototype looks to be mounted high enough, MAN should consider changing it to one that pivots to avoid any low-level attacks. That said the stout tubular crossmember which supports it and extends around the front of the truck behind the plastic bottom valance is certainly sturdy. MAN Truck & Bus UK engineering manager Keith Mulhall says that a steel front bumper will be available. Meanwhile the standard plastic M2000 side mudwings will be fine for tipping.
The 24264 cab interior is typical MAN— Teutonically tough with a no-frills dash layout. The rubber-covered floor can be hosed out and the impressively low engine hump is easy to step over. The basic dark grey and black trim is livened up by the lighter check seat covers. The seats are comfortable with a built-in headrest on the driver's side. Although the prototype had a solid rear wall, Mullhall says that rear glass could be ordered, as can a sleeper cab—if operators want one.
Day-cab tippers can get cluttered up and we'd like to see a bigger bin on the back wall. That said there's stowage space behind the seats along with some room in the door pockets and the headlining.
The 26.264 was pleasantly light off the clutch pulling away and the Eaton nine-speed direct top synchro box is a beauty. Even determined haters of "double H" patterns could come to love it. The shift pattern is perfect, with just the right amount of resistance across the low/high range detent.
On the road, and especially running up to 56mph, the charge-cooled EDC-equipped six-pot engine is noticeably quiet—that's helped by having the exhaust downpipe and silencer box mounted well away from the cab. A vertical exhaust is being considered but the silencer will remain where it is.
We especially like the 26.264's steering. It's light, precise and with just the right amount of resistance on the big steering wheel although we're not convinced by the large single multifunction stalk on the left of the column.
The brakes felt good too— MAN has stuck with the M2000's front discs on its six wheeler on the grounds that it uses them on its F2000 eight-leggers without any problems. The back bogie's drum brake chambers are mounted well out of the way on top of the axles.
Get the revs up and the exhaust brake does the job but if you like sitting close to the wheel the foot button seems too far back. The angle of the tophung accelerator pedal is also awkward—you have to bend your foot too far back to start off, a treadle-type throttle pedal would be infinitely better. But all the other controls were easy to reach. Visibility is OK—even over the worst terrain the mirrors were vibration-free. After more than an hour on the road we were left wanting more. You could do a good day's work in this MAN. MAN SIX-WHEELER SPEC CHECK • Model: 26.264 DFK 6x4 day cab rigid.
• Engine: 6.8-litre MAN charge-cooled with EDC.
• Max power: 260hp (194k% • Max torque: 1,000Nm (738 lbft).
• Gearbox: Eaton FS 8209 eight-speed plus crawler direct top synchro.
• Rear bogie: Double-drive MAN hypoid single-reduction axles with 4.11:1 ratio on Hendrickson 11N402 rubber suspension.
• Front axle capacity: 7.5 tonnes.
• Rear bogie capacity: 19 tonnes.
• Kerbweight: 8,620 (plus 25litres of fuel and 191t WPS Aggregate King body with Edbro gear).
MAN'S 6x4 MARKETING PLANS • MAN will use the RHA tipper show at Harrogate to get feedback from hauliers on favoured wheelbases and final driveline specs. The 26.264DFK show truck is specifically designed for aggregate work and with the WBS body is capable of working with Barber Greene tarmac machines. After TipCon it will go on operator trials.
A mixer version could appear later. Mullhall says MAN is talking to Knowles to get a sandwich-type PTO installation sorted out as the D0826LF-17 engine does not have a camshaft-driven PTO. MAN Truck & Bus UK will be taking orders on the 26.264 from October, with right-hand drive production starting by the end of the year and deliveries starting in early 1998.