MANs’ Mighty Middleweights
MAN’s TGM middleweight line up enters the main arena for head to head evaluations of their 18 and 26 tonne models. Our roadside referee, John Henderson heads for Manchester to drive both for a Transport News initial appraisal. GREAT BRITAIN relies intensively on the rigid distribution vehicles. Yes the big blue chip retailers who occupy out of town, purpose built developments may rely almost exclusively on articulated combinations, but in a normal working day anyone in an urban area can witness a selection of 18 or 26 tonners reaching the places that bigger, even artic trucks can’t reach. MAN’s middleweight vehicles have established an enviable niche in the marketplace for the Munich manufacturer, but since the advent of Euro 4 emissions controls and the attendant requirement for AdBlue with some marques, its presence has increased substantially. This maker’s hard hitting, ‘add nothing’ advertising campaign, which extolled the straightforward operation of their exhaust gas recirculation (EGR) power plants that needed no urea additives to comply, certainly made truck buyers sit up and notice. Now our industry is well settled into Euro 5 standards, but MAN’s EGR options still extend up to trucks with a 440hp engine output. That figure comfortably includes all relevant variants of the TGM range which is under the spotlight this month. The ‘Add Nothing’ slogan has now it seems been consigned to the annuals of history and the PR people at Munich presently use the slogan ‘MAN Pure Diesel’ with a registered trademark. Our two TGM rigids for appraisal came complete with box bodies advertising this latest corporate crusade and a drive of around 90 minutes was on offer in each. As before in my TGL trials a few months ago, MAN’s manager for driver training and press testing, John Griffiths, met me at Lancaster station and I drove the 6x2 rigid to the maker’s huge Trafford Park base, then swapped vehicles to return north to the county town in the smaller 4x2, 18 tonner. The drives took place on Monday 10 May, although it could easily have been mid November, as a strong north easterly wind kept daytime temperatures down to a maximum of 10°C and frequent heavy showers drove in relentlessly off the Pennine Hills. Both TGM rigids were equipped with MAN’s ‘L’ type distribution sleeper cab, so I’ll look at this component first before moving onto a detailed description of each chassis type. The L cab comes with a single bunk and a flat roof and provides adequate accommodation for a driver who is away perhaps two or three nights a week. This example is the second top option in TGM cabs and is surpassed only by the LX long haul sleeper which I looked at back in Transport News’ April 2010 issue. Alongside the single bunk choice, there’s also a DK crew cab which can accommodate six occupants thanks to a four person bench seat to the rear and two specifications of the standard distribution day cab (C1 and C2) complete the line up. The generous single bunk aboard our steed measured 2,005x749mm and the mattress seemed well sprung and comfortable. The standard black curtain material looks good enough to keep out a vast percentage of daylight and the extra drapes that screen off the sleeping area from the driving office will be appreciated by those who require to nap when the sun is up. ISRI driver’s suspension seats are standard across the L cab range and I’ve always found them well up to the job and easy to adjust. A button mounted below this seat can be pushed down with your right heel and this frees the steering column for height or rake adjustment. The selected wheel position is automatically locked when pressure is released on the foot switch and clever positioning ensures it should not be activated by accident. MAN’s dashboard display is one of the clearest and easy to read in the business and although the steering wheel is larger than some, it’s a quality component housing two banks of switches for the radio, telephone and dash information display, together with essential buttons for the cruise control. Mirror and electric window controls are logically housed in a small group right to hand on the driver’s door and across the wheel a console left of the main dials contains various interior climate and ancillary switches. Storage space around the cab is good with a clever under bunk, slide out drawer and over screen areas being particularly worthy of note. With the Tipmatic gear selector and hand brake being neatly floor mounted beside the right hand seat, I feel MAN could perhaps do more with the design of the centre or passenger fascia sections below the windscreen. All that said though, these TGMs provided a relaxed and well insulated working environment with superb all round visibility which I suspect few distribution drivers could find fault with. TGM 26.340 6x2-4 BL First for evaluation was the 6x2 chassis that came with a 4,500mm wheelbase topped by a 28ft Aire box body and tail lift. The rear steer axle has a maximum capacity of 7,500kg and makes this six wheeler turn like a London taxi. A slight exaggeration perhaps, but one entirely appropriate to emphasise the capable handling of this rigid. Lancaster has its fair share of old narrow streets and tight corners, but the TGM made light work of any urban challenges thrown at it. After just a few minutes behind it, the steering wheel and its attached system offered smooth and predictable turning through the ZF8098 Servocom hydraulically assisted box. Traffic was generally quite light as we joined the M6 southbound at junction 34 and headed for MAN’s north west HQ in Manchester. The 340hp, 6.9 litre engine is given the official model name of D0836 LFL65 and it produces its maximum output at 2,300rpm. Torque wise, a handy 1,250nm is delivered between 1,200-1,800rpm giving the unit a relaxed and unhurried feel to general operations. For those distribution companies keen to communicate their environmental credentials, Most MAN engines can be specified as enhanced environmentally friendly vehicle (EEV) compliant. This is particularly suitable for those working almost exclusively in inner city or municipal routes and although EEV engines have the same NOx limits as Euro 5 trucks, particulate matter (PM) levels are reduced by a further 33% to 0.02g/kWh. Our 6x2 was fully loaded to 26 tonnes courtesy of water filled IBCs and the straight six turbocharged power plant was never really over stressed at this weight limit. The two TGMs featured the standard fit, 12 speed MAN Tipmatic transmission system and both ‘boxes used ratios from 10.33:1 in first to an 0.81:1 overdrive in top. Electronic programming for this three axle motor was superbly set up and made best use of the 13.07bhp per tonne on offer. My notes for the day concluded that gearshifts were timely and unhurried which encourage a relaxed driving style with steady progress. Throughout the run to Manchester, manual intervention was never required, despite an ever changing set of road and traffic circumstances. A nine speed overdrive manual gearbox is listed in the spec sheet as an option, but the long standing reputation of the Tipmatic system should in virtually all cases make this gearstick equipped choice as rare as hen’s teeth. The standard factory fit HY-1133 single reduction drive axle was fitted with a 4.11:1 ratio unit and proved the optimum choice for this weight application. The various junctions and lane changes offered by the orbital M60 motorway give the suspension and handling a good run for their money. The IBCs have a relatively high centre of gravity, as opposed to the old favourite of concrete beam ballast and these give a far more realistic representation of a proper cargo. Our 26 tonne steed came fitted with parabolic springs, aided by shock absorbers and a stabiliser bar up front, while back at the business end, a six bellow air suspension also benefited from hydraulic dampers and an anti roll rod. Low speed cornering or motorway cruising manoeuvring was always safe and predictable and despite having to factor in extra steering cuts for the incessant gusts of cross winds, the 26.340’s performance remained a stable affair. As traffic levels increased the nearer I got to Trafford Park, so did the amount of brake applications, as cutting up fellow drivers seems to be a favourite pastime of some Mancunian road users. MAN’s electronic full air brake system works through all round discs which include ABS and these anchors delivered impeccable braking throughout the drive. The amount of left hand pedal travel before serious bite is felt was always kept to an easily judged minimum and a couple of more serious applications brought impressive stopping results. A useful engine brake works well for more predictable retardations, such as coming off the motorway and distant roundabouts, whilst keeping the main service units fresh for more unexpected scenarios. Reliable, predictable and straightforward to drive are the three adjectives which stuck in my head after my time spent with the TGM 26.340. This particular truck has carved out a rock solid reputation with many an operator and even after a short spell behind the wheel, it’s easy to see why. TGM 18.250 4x2 BL The aerodynamic slope on the roof of its 21ft Bevan box body was the most immediately striking aspect of this 18 ton, 4x2 rigid. There’s no doubt that when correctly matched to a roof mounted spoiler as our illustrations show, the design will surely make a huge difference to miles per gallon achieved on a mid or long distance run. My return drive back north to Lancaster would also be fully loaded and this time there was a slightly higher figure of 13.88bhp on tap and strange as it may seem, the extra 0.81 difference could actually be felt from the outset. MAN’s 250hp variant of the 6.9 litre EGR power plant actually felt a bit softer in operation, whilst the attendant Tipmatic gearshifts appeared to take perhaps half a second longer. This programming was not to the detriment of safe progress though, as the route from MAN’s showpiece centre up towards Bolton consists of a series of hill climbs in addition to the big ‘up ramp’ over the Manchester Ship Canal. These ascending challenges kept the ‘box switching to and from 11th and 12th on a regular basis, but I easily kept pace with the HGV traffic around me. The straight six engine worked well here too and although 290 or 340hp variants can be selected at this weight range, our entry level D0836, 250hp motor was never found wanting. Maximum power here is produced at 2,300rpm, whilst the 1,000nm of torque exerts its muscles in the 1,200-1,750rpm range. Once up on higher ground and running north west on the M61 we were taking the full side on blast of the gusty wind, but the steering was well used to the urgent correction movements required. These involuntary swipes also put a focus on the ever capable suspension system which was again made up from the front steel/rear air combination. MAN’s bolted and riveted high tensile steel chassis, is as you would expect, well engineered with ancillary components mounted neatly and in groups. The main 300 litre diesel tank is fixed on the offside rail towards the cab rear wall, whilst the battery box is right behind the nearside front mudguard. This leaves a fair section of empty space on both rails for mounting extra kit if required and in any situation these areas are best covered with side skirts to improve the rigid’s air flow patterns. Unladen chassis weights for the 18 tonner and its 26t big brother came in at 5,500 and 6,620kg respectively and both form a good base for attractive payload figures with a variety of standard body types. Productivity levels are further enhanced by the lack of the blue stuff and the Munich manufacturer’s renowned back up network continues to prove invaluable to a wide range of customers. An identical braking set up was present on the 18 tonner, albeit with one less axle present and these anchors proved just as reliable and trustworthy on the second drive. After leaving the northbound M6 at junction 33 to pick up the old A6 for Lancaster, I was caught out by a late traffic light change in a 40mph dual carriageway zone. A full emergency brake application was needed to stop in time and its momentum moved two jackets and a rucksack straight off the bunk. Thankfully there was no damage inside, but this action displayed the full force of MAN’s TGM anchors, together with a straight and short stopping distance. Back in the popular university town, students flooded onto the streets at lunchtime creating more potential pedestrian hazards for drivers in the area. The longer 6,175mm wheelbase demanded more care and attention whilst negotiating a couple of 90° left hand turns and care was required when ‘swan necking’ into gaps of opposing vehicles. Once again the extensive views from the TGM were much appreciated, whilst full use was made of the six mirror set up. I found the wide angle passenger side lens was particularly good for following the progress of cyclists, who amazingly never seem unnerved when undertaking a large commercial vehicle. Both MAN TGM middleweight contenders delivered competent and impressive driving impressions in their respective 18 and 26 tonne categories.