Introduction
When CM tested the TG-A 410 4x2 tractor (19 October 2000) we concluded that the hype surrounding a major launch was, for once, very nearly matched by the reality. It delivered better-than-average fuel figures, was lightweight enough to appeal to the weight conscious, and looked good enough to keep the drivers happy. With a competitive price tag and three-year repair and maintenance package thrown in we were sure operators would be more than happy with the new arrival.
Since the launch we’ve tested a series of TG-As concluding with the 360L Tipmatic, and they’ve all confirmed our favourable initial reaction. But what can the operator expect if he picks up one on the used market?
To prepare for TG-As returning from fleet deals, and to promote demand for used MANs in general, MAN Diesel was set up to cater for low-mileage examples up to four years old.
Operators buying, contract hiring, or leasing TG-As for fleet operations have generally favoured the narrower cab but the wider XL could well be an invaluable purchase. It offers good ergonomics and will have particular appeal to small firms and owner-drivers.
But back deals impose strict conditions on the state of vehicles being returned, which must make these used TG-As well worth a second look.
Product Profile
The XL long-haul sleeper comes with a choice of two engines based on MAN’s D28 Euro-3 six-pot DI diesel. The 12-litre 403hp version develops up to 1,850Nm of torque from just 900 to 1,300rpm. Its 12.8-litre 453hp stable-mate has up to 2,100Nm of torque on tap.
They both have ZF transmissions; a model 192 box on the 403hp engine while the 453hp lump drives through a 22 box with an over-drive option.
Our test vehicle came with the lower powered engine and a direct-drive gearbox. NX51 0AH was first registered in September 2001 and in two years has clocked 268,000km; a little above average for a fleet tractor.
Along with 49 other TG-As it joined the Reed Boardall Group fleet two years ago and its service history shows that it was serviced at MAN dealerships in Middlesbrough and Gateshead.
No attention has been required beyond regular servicing. There is a five-tonne mid-lift axle and it’s plated at 22,500kg GVW.
MAN Diesel is selling NX51 AOH for £33,250 (x-VAT), which includes a full service, MoT and three-month comprehensive Gold warranty.
Potential buyers can even rent it for four weeks at £1,000 before deciding whether to buy; the £1,000 will count towards the selling price. Alternatively contract hire is at £231 (ex-VAT) over two years or £207 (ex-VAT) over three years.
Cap’s Red Book for November estimates that NX51 AOH worth £32,750 (ex-VAT) and assumes 40,000km less on the clock for a TG-A of this vintage.
Productivity
Everyone pays close attention to consumption statistics, but we all know that in the real world driver, load, weather and terrain have a major influence on the final figures. In this case we were driving with a terrific head wind on day one, complete with rain, hailstones and brilliant sunshine. We also counted 10 extra stop/starts for traffic lights and roadworks.
Day two was windless, so there was no tailwind to balance things out on the return leg of our test route.
In fact the TG-A’s bottom line of 7.55mpg is highly creditable considering the appalling conditions on day one. We recorded 7mpg over the A-road section, which has a major influence on the overall figure because the motorway section is so short. For the record, motorway consumption was 8.92mpg. Overall average speed was 41mph, with a motorway average of more than 50mph.
MAN even provided data from Germany showing how different temperatures affect fuel consumption.
For example, an ambient temperature of 20oC is said to improve on consumption at 0oC by 7%, which would theoretically improve our figure of 7.55mpg to 8.08mpg. Payload with a tractor weighing less than eight tonnes will always be competitive; and for this test it was a fried breakfast over 29 tonnes.
