We have been getting up close and personal with a few 18- tonners this year. This admission is thanks to Euro 4 and three of the European truck manufacturers - Volvo, Renault and Daf - launching trucks designed to meet the October 1 emissions deadline. Iveco, Mercedes, Scania and MAN revealed their new18- tonne offerings in 2004 and 2005, with promises that existing engines would meet Euro 4 standards, using either the SCR or the EGR technology they were originally designed with.

MAN first showed its M2000 replacement at the RAI show in Amsterdam last year. Put into production as a Euro 3 truck, the MAN TGM is powered by a 6.9-litre in-line-six D08 engine. The engine uses a limited amount of exhaust gas recirculation and common rail fuel injection to keep within Euro 3 limits and this technology plus a particulate matter catalyst will ensure Euro 4 compliance. The percentage of exhaust gas recirculated will increase and engine mapping will change to reduce NOx output, but this has an effect on combustion efficiency. Particulate matter is eliminated by MAN's service-free, exhaustmounted PM CAT and there is no requirement for AdBlue.

At Euro 4 the TGM will be offered with power outputs of 240, 280 and 330hp. Torque outputs are 925, 1100 and 1250Nm respectively (682, 811, 922ft-lb). Maximum torque is available between 1200 and 1750rpm. MAN's version of the ZF 12-speed automated two-pedal transmission is standard at Euro 4, but a ninespeed Eaton FS8309 manual box can be specified as a delete cost option.

Tipmatic has a ratio spread of 10.33 to 0.81 to one and a 4.11 to one single reduction drive axle delivers power to the blacktop. A four-bag air suspension system is standard on the drive axle with steel parabolic springs at the front. Steel springs can be specified at the rear with a weight saving of 60kg. The TGM features electronically controlled disc brakes with ABS and an integrated exhaust brake as standard. MAN's exhaust valve brake can be specified as an extra.

The TGM is available in six wheelbases ranging from 4425mm to 6175mm and with this variant, and a day cab, a 7.85m body is possible. Other cab options include the Lsleeper, LX-sleeper and a crew cab. These cabs are the same size as the TGA range, only the floor plan differs. Quoted chassis weights start at 5085kg. At maximum length this increases to 5225kg with the day cab and peaks at 5550kg with the LX cab and a roof spoiler. General equipment fitted as standard includes an electronic immobiliser, fuel filter and water separator, central locking, body mounting brackets and a reversing alarm. The chassis is prewired for cargo space lighting. Our test vehicle was on loan to MAN from Hammond Transport and was a Euro 3 model. The TGM 18.240 was fitted with an L-cab with optional air management kit and air conditioning - aircon is standard on the LX cab.

Equipped with the Euro 3 cost option 12-speed Tipmatic transmission, the 18-tonner was specified for regional distribution work and mounted with a curtainsided body and fold away tail-lift. Loaded to around16 tonnes GVW we opted to drive the vehicle around a route that included some town and suburbs and dual carriageway. Our route included the challenging Birdlip Hill on the A417 near Gloucester. Twelve speeds seem wasted on an 18-tonne truck, considering that the most powerful 44 tonners rely on the same number of cogs. Moving away on level ground the Tipmatic transmission selected third as its starting gear.

Once the truck was moving the transmission held third up to around 2000rpm and then block shifted to sixth. Eighth followed and then 11th and 40mph. Backing off the throttle prompted the box to shift into top and we were soon at 50mph having used only five ratios of the available 12. Driving the TGM in town was simple and we could concentrate fully on where we were, negotiating tight turns and suicidal motorists. On hilly sections the box had a tendency to block shift down two gears then up one, which is not ideal in terms of fuel economy and it will pay the driver to use his eyes and experience here and switch momentarily to manual to minimise gear shifts.

Tipmatic is reasonably slick both up and down the box and although we only had 240hp and 925Nm of torque at our disposal, it felt like more thanks to the wide torque band and abundance of ratios. On our descent of Birdlip Hill we set the cruise control just below 40mph. As gravity created the overspeed, the integrated exhaust brake cut in and the transmission quickly shifted down to raise engine revs and increase retardation. Although not enough to maintain our set speed on the steepest section it meant that we only had to tickle the service brakes to keep everything under control. With 12 ratios to choose from on the climb back up, the transmission made three down shifts ending up in seventh gear with speed decaying to 25mph. Once there, engine revs steadied at around 1550rpm and the middle of peak torque - the box having correctly calculated its task - and all we had to do was steer and enjoy the ride.

Ride and handling are good and the positive effect of the rear air suspension is noticeable. The service brakes are as capable as any we have encountered on an 18- tonner, but it is the cab that puts this truck firmly into the reckoning. With easy access, acres of space, an abundance of storage and fantastic visibility the TGM's L and LX cabs are hard to criticise. The build quality is still not industry leading, but good ergonomics and levels of comfort make up for this and it is a big improvement on the fragile construction of the original TGA cab. Drivers will approve.

Conclusion

The £55,182 TGM we drove here is no longer available at Euro 3. The Euro 4 version is virtually identical in spec and performance terms. So what about Euro 4 whole life costs? Despite all the positives we have mentioned, at Euro 4 there is still a big question mark hovering over EGR and fuel consumption. Euro 4 TGM service intervals are 80,000km and MAN says fuel consumption and performance will be about the same as Euro 3. If this claim is substantiated then it is good news for operators who do not want to bother with the added complications of AdBlue and SCR. Performance and running costs will remain around the same level as their Euro 3 trucks. There is still no operational proof so for now we suggest you wait until the industry jury returns its verdict.