In 1995, MAN replicated Volvo Truck’s fourth success with the F2000 taking the top Truck of the Year (IToY) honours as the replacement for 1987’s winning F90 range.
The MAN F2000’s triumph in the 1995 competition was overseen by Dr Klaus Schubert, the German manufacturer’s head of engineering, who had also been at the helm eight years earlier for MAN’s previous win with the F90.
Dr Schubert outlined a very perceptive and insightful philosophy underpinning the F2000, which won by a two-point margin over the DAF 95.500 Super Space Cab. MAN’s offering was a comprehensive range of vehicles designed to meet all anticipated operational and legislative requirements, whereas the DAF was aimed squarely at the new super-long-distance work anticipated with the opening up of Eastern Europe.
Whilst the external appearance of the F2000 was not radically different, the new vehicles were identifiable with an extra (third) step to the cab, and twin halogen headlamps. Inside, a new dash featured an improved display for the driver, and new Isringhausen seating was installed. The most powerful models received new cab air suspension, with this offered as an alternative lower down the power range.
Chassis frames were pressed in “fine grain medium-yield steel” for the required strength and stiffness, and a new design of three-leaf parabolic spring was the standard option on the front axle. There was an air option for the front suspension, with air generally specified for the rear, and an optional electronically-modulated design was introduced for high centre of gravity applications.
The F2000 had improved front axles with disc brakes, with the rear axles being carried forward from the joint venture with Eaton which was signed in 1986. These single-reduction units had replaced the MAN hub-reduction design originally used on early F90s and used three sizes of ring gears together with different carriers, ratios and housings to offer a wide variety of variants.
MAN’s close working arrangements with Eaton Truck Components was also in evidence with the new Eaton 16-speed synchromesh gearbox offered as an alternative to the ZF Ecosplit 16-speed. Dr Schubert remarked that a choice in synchromesh transmissions was a logical philosophy, and MAN also offered the Eaton SAMT B, which was a semi-automated version of the 16-speed unit. The cost of other advanced semi-automated transmissions was deemed prohibitive at the time.
With an eye on differing purchasing priorities across Europe, MAN simultaneously offered the F2000 with a choice of Euro-1 or -2 engines. For conservative operators, content to retain proven Euro-1 designs, engines from 270hp to 420hp were available, but for those seeking the latest engineering technology, Euro-2 versions from 290hp to 400hp with Bosch pumps and EDC were offered.
A brand-new 12.8-litre long-stroke version of the D28, rated at 460hp and 2,000Nm of torque at 800-1,500rpm, was the highest-power option available, but this was only offered at Euro-2, with a view to further development over the next decade.
The IToY panel increased to 14 judges in 1995, with the inclusion of an Irish representative.
Words & Pics supplied by Richard Stanier
Credit: IToY
