New lightweight with a clever box
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Outside, the TGL looks like its big brother TGA. Inside, this notion of a smaller big truck is underlined.
The smallest, C-model cab still feels like a fair-sized workplace, while that of the biggest LX variant is vast. Storage is excellent – plenty of space for proofs of delivery – and despite a couple of doubtless pre-production squeaks from the trim, overall the TGL is, from a driver accommodation point-of-view, a class act. Purr pull Instrumentation is clear, the dashboard well laid out and the driver’s seat pretty comfortable. Plenty of seat adjustment should allow most drivers to get comfortable. Out on the road, things continue to impress.
The D08 engine needs to be kept busy, but does not return the high revs with noise. Even under high load, both the 150hp and the 180hp engine purr rather than roar, while the six pot 240 is positively languid. Given the natural habitat for this type of vehicle – urban and intra-urban C&D operations, the busy nature of the D08 is a good thing.
Box-wise, the six-speed 6S.850 looks to be the de facto choice at 7.5 tonnes, and it is pretty good. If anything, the throw on the shift is a bit long, but this is a matter of personal taste rather than damning criticism and the ratios on offer seem to do the business both in town and out.
But while the 6S.580 is no bad thing, it is the emergence of the ZF AMT – termed Tipmatic in MANWorld – that should get the smart operator thinking. Leaving aside the absence of a gear lever – management is via a dial à la TGA – at 7.5 tonnes Tipmatic raises the bar for the genre and should be welcomed by all. Power take up is beautifully smooth, there is no snatching on the upshift, and driving in congestion – while still far from being a large night out – becomes at least bearable. Tipmatic is an attractive proposition.
Proof, pudding, eating of as always, but the initial view of the TGL is pretty positive, certainly enough to get it on to the list when next looking for a lightweight. On the subject of weight, the jury must remain out until a full UK spec turns up, which should be about now.
Irrespective of this, the 7.5-tonne sector is an important place. Big trucks suffer economic vagaries far more than do their smaller brethren and so this is a vital sector for the OEMs, especially as pre-buy spikes c/o Euro 4 become an increasing problem. Hence the increasing degree of competition within the 7.5-tonne sector and the increasing sophistication of the product range.
Competitive sector
Four OEMs – Mercedes-Benz, Isuzu and Mitsubishi in addition to MAN –now offer an AMT option, and it is reasonable to expect others to follow soon. After all, Daf, Renault and Iveco are all ZF customers and it is reasonable to assume that none would be too keen on letting MAN steal too much of a march on them. However things pan out, there can be no doubt that the light truck sector is becoming an interesting place and the launch of the TGL serves only to improve the product range on offer.
