Staying off topic with MAN’s for a mo.
Those weak engined MAN’s, i drove several F90’s on a fleet that all covered well in excess of 1m kms, all Eaton Twin Split gearboxes and we never heard of a single engine or gearbox failure despite being driven at night on the limiter, @ 71, or sometimes considerably more if the outer throttle cable was adjusted slightly 
, and at more reasonable speeds (traffic) during the day 7 days and nights a week by the usual mix of decent drivers and incompetents, and all of us played a tune on the gearboxes till we finally got the hang of them the incomps permanently, but those vehicles simply refused to break.
Breakdowns were unheard of.
ETS coupled to that MAN was IMHO one of the best ETS fitments of the period, the MAN was a high revving engine but (possibly light flywheel?) the revs would drop very quickly allowing the Eaton to do its best very well, the clutch brake button worked spot on too, our workshops kept everything tickety boo.
I’d driven a lot of miles in the previous, F8? cabbed vehicles, in 232 form with column change and in 331 form which whilst not having the high speed gearing of the F90 332, was a far more powerful engine in use and they’d still do 80+, the difference in use being the 331 would be doing 50mph at the top of one particular hill from a tight roundabout whilst the 332 could barely top 40mph on the same hill same load.
Where MAN cost though was in spare parts, one of our regulars (walking disaster zone) would rip a tractor rear mudflap off near enough once a month, which usually scrapped the mudwing, the difference being a genuine MAN part cost around £200 a time where a Winguard was about £35 according to my mate in the workshop.
I’ve always thought MAN’s to be decent working vehicles, the new range not a patch on the tough simple built to last nature of the previous models though thats a common theme in all vehicles ranging from cars to lorries, the square cabbed stuff are still decent enough, my present one has been as reliable as any vehicle of several makes in the yard and better than most, but they are best issued to a driver or two who actually know how to drive and care.
MAN’s seem to be a bit too fragile for general fleet work, both inside and outside the (too flimsy and dotted with brittle plastic trims and switchgear) cabs, where clumsy and uncaring twerps can do a lot of expensive damage that a Scania for example would simply shrugg off.
I will miss mine when it goes back, its good on fuel and goes better than one might imagine, not because its a bigger or uprated engine but because i drive it in manual and the engine definately gives more if you make it work properly and allow it to lug, where the Arsetronic box is too keen to change down if you drive in auto.
I won’t miss the too low geared steering mind, which allows the vehicle to be seriously affected by undulating roads, making minor A road driving too hairy for comfort, i don’t recall this being the case with the old models which went where you pointed them.
The dealer has been very good, full R&M, they’ve looked after mine better maybe than others, but i’ve always tried to present it washed and with the chassis fully steam cleaned and with accurate descriptions of any faults.
I regard those 80’s MAN’s as one of the very last lorry driver’s lorries, but maybe that applied to lots of other makes too, simpler times?
