MAN OF OUR 'TIM
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With the 7.5-tonne market now dominated by four-cylinder Euro-2 lightweights can MAN's latest contender clean up?
Four-cylinder light trucks are no longer the exception, more the rule. The introduction of Euro-2 with October registrations, the latest emissions round, has brought with it yet more four-pot designs, notably from Volvo and Renault. All these newcomers have produced similar power and torque outputs to the six-cylinder engines they ousted. They save weight, space, and some manufacturers claim, fuel. The sceptical wonder about durability, reliability and fuel economy.
Those on four now include Iveco Ford, Renault, Volvo and Mercedes-Benz. MAN, too, has gone down the four-cylinder route in recent years. Like the others the four serves most applications—the six-cylinder design from which the newcomer sprang is reserved for heavier models.
However, Leyland Daf has met Euro-2 with the latest Cummins B-Series—a sixer—so perhaps weight is not an issue in this sector for the company.
Market leader Iveco Ford has a new fourcylinder engine in its Euro-2 line-up. Volvo's latest FLC uses a revamped Perkins Phaser. Renault has dropped the Perkins in favour of its own new six-cylinder-derived four to power the Midliner.
• PRODUCT PROFILE
The latest non-LGV MAN L2000s are the 8.163 tested plus the 8.224 which is a heavier, faster, six-cylinder version with more trailer capacity. Both chassis are, nevertheless, 7.5tonners..
The 8.224F has a larger clutch, an Eaton six-speed gearbox and slightly beefier drive axle and power steering system. You also get 42% more power and 39% more torque, together with more flexibility in body dimensions and loading tolerance on an identical set of wheelbases. Payback takes the form of a higher price and smaller payload.
Most interest remains with the 8.163E This truck replaces the almost identical 8.153F (CM 4-10 August 1994). The newcomer shares similar componentry and offers similar performance. The only real changes are concentrated in the tweaks necessary for Euro-2 certification.
The 8.163F is powered by MAN 's fourcylinder direct injection diesel with a capacity of just 4.58 litres. It remains a mechanically controlled unit with a conventional two-speed governor and should be familiar enough. Highly turbocharged and fairly compact, this engine is cleaner than before in both noise and exhaust.
The engine develops 153hp (114kW) at 2,400rpm. Torque peaks at 4351bft (590Nm) at 1,40Orpm.
Drive passes through a 362mm diameter clutch to the standard gearbox—ZF's fivespeed synchromesh. This transmission is also used by Leyland Daf, Renault, Volvo and Mercedes. It has become something of a standard in the world of the 7.5-U:inner.
MAN uses in-house axles. The drive is a single reduction design. The standard ratio is 3.9:1, though there is a deeper 4.44:1 option for tippers and slower speed versions. The geared speed of the standard axle is 1121cm/h (70mph). This enables the 8.163 to maintain car-like motorway speeds fully laden on the flat. The optional axle reduces the geared top speed by 9mph, but improves gradeability from 352% to 40.1%.
The front axle has a design weight of 3.2 tonnes. With the rear axle's 5.6-tonne design limit the truck has a maximum loading latitude—tyres permitting—of 1,300kg, plenty for a truck in this class.
Our test rigid had the standard parabolic steel suspension. This comes with an anti-roll bar at the back. Rubber inserts are also inserted to aid the springs and the shock absorbers. Two-bellow air suspension with height control is an option.
Brakes are German-made Perrot discs on the front with conventional drums at the rear. However, this will change next year with a move to all-round discs which should reduce weight and improve service times. At present an exhaust brake remains optional with this engine although an air dryer is standard. To meet the noise element of the Euro-2 certification, sound absorbing panels are used around the engine. The lower cab floor is also lined with thick sound absorbing padding.
Also optional is a sleeper version of the steel Steyr cab. Most of the air management kit seen here is optional equipment, too. And so is the roof hatch, electric windows and air seats. The alloy wheels are another option, saving 60kg.
Bodywork on this vehicle was pretty basic. A standard Boalloy 18ft box did the job along with a wide-slatted rear door. MAN's optional roof deflector and cab collar was fitted, but no side skirts were carried.
Unladen weight was 3.98 tonnes with full tank at this spec.
• PRODUCTIVITY As we had tested this driveline in 1994 we were particularly interested to see the fuel results now and, we assume, the effects of Euro-2 over Euro-1. The overall result was a 6.5°0 reduction in economy from 18.4mpg to 17.2mpg. A decent result nevertheless.
The A-road result improved slightly from 17.9mpg while the motorway figure fell significantly from 19.5mpg to 15.2mpg this time.
There are few differences between the tests. The earlier vehicle had the benefit of side skirts, yet both ran in still wind conditions and both drivelines were well run-in. The 8.163 even ran slightly slower on both the motorway and A-road sections of the route. Even allowing for the more slippery body we have to presume 1.2uro-2 is the cause.
If so it is hardly kinder to the environment. Just to complete GM's 367km route required burning 4.6 litres more diesel than last time.
This truck was not down on power. Its track acceleration figures and timed climb results came out well. Indeed, those who demand the full 112km/h (70mph) on the motorway will not be disappointed. On body/payload allowance the MAN does OK but not well. The chassis cab managed to nudge 4.47 tonnes with alloy wheels. The EuroCargos and 45-Series of this world regularly rack up a further 150kg and more. Final specifications do vary, of course. But this serves to illustrate the importance of considering the spec for the job carefully.
The MAN's service interval is 15,000km. The service schedule calls for two, A grade two-hour services before a B grade service lasting 3.4 hours. The pattern repeats before two further As are followed by a major C grade service lasting 6.3 hours.
• ON THE ROAD The MAN strikes us as one of the more comfortable 7.5-tonners, and certainly the most trucklike. From the moment you climb aboard it has all the hallmarks of a larger vehicle.
The driving position, ride and handling all say truck. In that respect we enjoyed driving it. Whether the rental fleets or customers who are not used to heavier vehicles will agree is another matter.
Happily, the effect of such a vehicle was to make us feel more comfortable with the higher motorway speeds even if something in us says that 112km/h (70mph) in a truck isn't right. At speed and even in crosswinds the smooth solidity of the ride and the well-bal anced handling make the driver confident. No The 8.163 rides smoothly. The powerful steering mechanism makes in-town manoeuvres a one-hand affair. The truck feels well balanced and there's none of the roll some 7.5tonners exhibit when driven fast through the bends.
And speed is another factor. With so much power fast becoming the norm the driver needs to be all the more wary of the truck's capabilities.
Brake response was goad. The combination of front discs and rear drums certainly pulled the fully laden L2000 up straight and true from any speed. The pedal pressure required was about right giving good feedback for the driver. On the road we missed having an exhaust brake, but given the fact few 7.5-tonners gross out, we'd probably not choose to specify the option in an operating truck.
Our on-track brake tests confirmed our onroad experiences. The deceleration patterns recorded from 32km/h (20mph), 48km/h (30mph) and 64km/h (40mph) were remarkably consistent. There was no side pulling and the response time, between pedal application and the start of deceleration, was at 0.06sec—no more than it should be for this vehicle type.
The park brake secured the 8.163 in all the ways it should. We particularly liked its action; giving the driver plenty of feel during those tricky tight turn hill starts—all in all a good display.
The one thing we dislike is the seemingly huge gap between third and fourth gears. The result is a less than smooth transition to higher road speeds with a marked effect on fuel. How can a driver be expected to drive economically when the gearing forces him to rev the engine well beyond the green band? When stuck in intermediate traffic flows this quirk can be quite tiresome.
• CAB COMFORT We've said before we like the Steyr cab and MAN's treatment of it is especially good. Quite simply it offers good access both in and out, is quiet, warm and comfortable. And on the details we particularly liked the powerful ventilation system and the many storage pockets. The cab lighting really works, too— all too often cab interiors are too dim.
The step entry is wide and at just 460mm high it helps make light work of getting aboard. The grab rails built in with the dash help too. The steps are illuminated and deep enough that a driver can walk forwards out of the cab should he wish.
Once seated there's good adjustment on offer from the air seat. Likewise the steering column tilts and telescopes to a variety of positions. Almost all sizes suited the other controls, but seated forward your knee can turn off the lefthand indicator control during clutch shifts.
The dash is large and loud, clear and concise. All the driver needs to know is right there before him. To the sides the large quarterlight windows give clear views of the mirrors. Again, however, when seated well forward the driver's side mirrors do become partly obscured by the quarterlight frame. Side and forward visibility is pretty good, but there are no windows rear of the B post.
Above the driver's head the optional roof hatch seems an extravagance we could live without. Likewise the powered windows and the oddly positioned switches that control them. The neat 4 overhead dash storage is indispensable, by comparison.
The optional driver's air seat is well worth considering if you plan a lot of miles, especially as it comes complete with a neat integral seatbelt.
• SUMMARY While fuel economy doesn't match the exceptional Eum-1 8.153F, the 8.163F's result is still a respectable one. It is certainly better than the disappointing Volvo FLC result and how it matches up to the rest of the Euro-2 pack we hope to tell you soon.
Meanwhile we have to weigh up the MAN on its merits. Biggest and best of these is its driver appeal; its ride, handling and comfort.
If you like a truck-like feel to your fleet then this one will appeal. If not it still has the comfort and suitable power assistance for anyone to take to the road in for the first time.
Whoever is asked to drive they will certainly enjoy the experience. Just warn them about the gap in the gearbox.
The downside of this truck is its weight and the cost of its parts and all that entails. The competitive nature of MAN's pricingthat is always mindful of what the market leader is charging-does at least keep the initial price down. Alas, that is but a small part of the whole life costs. If you're stuck in an area of high labour rates you need to count the pennies carefully.
As for the engineering, the MAN never reminds you it has hut four cylinders to offer. The engine is smooth and, in the cab, very quiet. The thoughtful use of insulation in and around cab and engine has produced a remarkably comfortable truck to operate. While we don't suppose the average bystander will necessarily enjoy the experience, standing by an idling 8.163F is not as bad as it might be. If trucks were bought on engineering alone this one would dominate. If MAN wants to gain significantly in this mightily competitive sector it is going to need to get the total package right
"-] by Danny Coughlan