MAN changes through the range at Frankfurt
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BY A. J. P. WILDING
AN EXTENSION into the lower-weight truck field with 3.8and 6-ton-gross models, new cabs for the whole of its forwardcontrol goods range and a new V8 diesel engine will be featured by MAN of Germany at the Frankfurt Show next week. The two lightest models bearing the MAN name are French Saviem designs modified in minor respects to tailor them to the German market, and four medium-weight models for 7.45 to 12.3 tons goods sale are influenced by MAN cooperation with Saviem.
They have Saviem cabs—tilt units— and a Saviem engine as the standard or option. But while the lighter models will be produced in France—at Limoges—MAN is to manufacture the medium-weights in Germany.
The MAN heavy-weight range includes twoand three-axle machines starting at 12.6 tons gross solo and extending to tractive units for operation at 38-ton gross train weight. The V8 engine—an option in the models at the top end of the range— is a completely new design.
It is designated M2658 and is a 90 degree V with bore and stroke of 126mm (4.95in) and 150min (5.9in) respectively giving 15.0 litres (916 cu in). Compression ratio is 18 to 1 and maximum net output (DIN) is 250 b.h.p. at 2,100 r.p.m. with maximum net torque (DIN) 668 lb ft at 1,300 r.p.m.
No information on the potential output of the V8 is obtainable. But the MAN 9.6-litre in-line diesel gives 215 b.h.p. and if about the same output per litre is obtainable for the V8 the possibility is for 300 b.h.p. or more, and with turbocharging over 350 b.h.p.
HIGHEST-EVER OUTPUT
It seem likely that this will be the highest-output vehicle diesel that will ever be made by MAN. The firm has announced that it will have its first prototype truck with a gas turbine on the road next year.
The gas turbine—with an output in excess of 300 b.h.p.—will be produced by MAN subsidiary, MAN Turbo GmbH, said to be the most important German manufacturer of this form of power unit. Obviously MAN developments in this field will balance those of Daimler-Benz which is understood to be working on a similar unit.
With the introduction of the two light MAN-Saviem trucks, MAN has changed its method of chassis designation and as well as indicating the approximate pay load capacity in metric tons (2200 lb) as a solo vehicle, the full horsepower rating of the engine is shown. Thus the two new designs are the 270 and 475.
These two chassis are sold by Saviem as the Super Goelette and the Galion respectively. The Saviem four-cylinder 3litre diesel is used, rated for 70 or 75 b.h.p. net (DIN) at 3,200 r.p.m. The chassis have similar mechanical specifications including a four-speed synchromesh gearbox, load-sensitive hydraulic brakes—with vacuum assistance on the 475—and independent coil-spring front suspension. The smaller chassis has coil spring suspension at the rear also whilst the heavier model has leaf springs.
Lightest of the four medium-weight MAN models is the 5126, using a new Saviem diesel. Maximum net output of the 5.2-litre six-cylinder unit is 126 b.h.p. (DIN) at 3.000 r.p.m. This engine is optional in the remaining three models— payload ratings are 6, 7 and 8 tons—but each can have an alternative MAN diesel.
These models have the same-design cab as the 270 and 475 but with manual tilt. There is a five-speed synchromesh gearbox and the 8-tonner has full air brakes as against air/hydraulic on the lighter chassis. The parking brake is provided by spring brakes at the rear axle— MAN vehicles have used this method for some years. Apart from the new-design tilt cab, the MAN heavy-weight models have virtually the same specification as their predecessors but to give as low a cab floor height as possible and retain across— cab access the power unit is 45 deg. to the vertical. The new V8 engine fits under the cab floor without modification.
Changes that have been made to the mechanical specification are confined largely to the engines. Vibration damping mounted below the engine centre of gravity is added, and a butterfly in the air intake reduces noise when the exhaust brake is used. The intake butterfly also cuts down blue smoke (and smell) at idling and new options available on all models are a Glacier centrifugal oil filter which gives extended oil-change periods. Automatic engine-oil topping up equipment is also available.
ZF six-speed gearboxes with synchromesh as an option are used by MAN on these chassis and splitter boxes to double the number of ratios are standard or optional according to model.
The new, flatter-panelled MAN tilt cab is one of the most luxurious yet offered on German trucks. There are sleeper and nonsleeper versions.
TWO 38-TON DESIGNS
Two MAN designs for 38 tons g.t.w. were shown at the Press conference. One was a double-drive chassis with single Michelin F-20 Pilate 'X' tyres on the bogie.
But the other was a 6 x 2 with independently sprung single-tyre trailing wheels behind the driving axle. The design resembles the well-known York third axle suspension.
Connected between the front ends of the beams and the chassis on each side are air springs which, when pressurized, transfer up to 3 tons on to the driving axle. If the trailing wheels are not carrying this weight they lift off the ground and in the unladen condition there is about 9 in between each tyre and the road.
MAN is also introducing restyled p.s.v. bodies. Henschel is introducing fresh designs, including a twin-steer tractive unit for 38 tons g.t.w. Like the Scammell Trunker II, this has its second steering axle set close to the driving axle.
Daimler-Benz has already announced three new designs—the LP 808 and the LP 1513 and 1517. The 808 is in effect a higher-weight version of the LP 608 and can gross 7.5 or 8 tons according to specification. The two other trucks complete the Mercedes-Benz medium-weight range introduced in 1965 and are designed for a gross weight solo of 15 tons. But it is unlikely that the Mercedes-Benz introductions will extend to these three models only and I shall be surprised if there is not an important new model being saved for the Show opening day.