MAN at the IAA 2014
MAN will be presenting a wide range of state-of-the-art trucks and buses at the IAA Commercial Vehicles in Hanover, the leading trade fair for mobility, transportation and logistics.
New truck and bus technologies save fuel and provide added safety
MAN will be presenting a wide range of state-of-the-art trucks and buses at the IAA Commercial Vehicles in Hanover, the leading trade fair for mobility, transportation and logistics. In Hall 12, the full diversity of MAN Truck & Bus models will be awaiting visitors to the fair over an area of some 10,000 square meters. Fuel efficiency is the central theme of the new models that MAN will be presenting at the IAA. Innovative technology has reduced fuel consumption on the part of trucks and buses, resulting in lower running costs on the one hand and fewer emissions on the other.
Flagship with a new heart
During MAN´s appearance at the IAA, attention will centre on its top-of-the-range TGX D38 truck, which will be celebrating its public debut in Hanover. Delivering outputs of 520, 560 and 640 hp, the new flagship rounds off the high end of MAN´s family of vehicles. This top model offers a tailored powertrain with numerous new efficiency features and is predestined for demanding transport tasks. At the heart of the vehicle lies the newly developed D38 six-cylinder inline engine with a displacement of 15.2 liters. This power unit stands for masterful power delivery, equipping the TGX D38 with maximum traction to meet all needs – without striving to break any records in terms of horsepower. Instead, MAN engineers have focused their attention on reliability, efficiency and low running costs.
The new MAN TGX EfficientLine 2
The new MAN TGX EfficientLine 2 also reflects this philosophy. All efficiency technologies are included as standard on-board features – notably predictive EfficientCruise cruise control, torque-enhancing TopTorque and a more powerful version of MAN TeleMatics. MAN´s TGX EfficientLine is the most successful model on the market, being systematically designed to save fuel. Since their market launch in 2010, more than 27,000 customers have opted for highly-economic EfficientLine models and packages.
EfficientCruise - predictive GPS-based cruise control
By installing EfficientCruise in all heavy-duty trucks, as well as coaches, MAN makes a significant contribution to reducing CO2 in commercial vehicles. This GPS-based cruise control calculates approaching upward or downward inclines by analyzing 3D map data and the position of the vehicle. It predicts and automatically controls the speed required on uphill and downhill stretches in such a way that the vehicle´s momentum is used to save fuel. Using this system, a fully-laded 40-ton truck can realize fuel savings of up to six percent, without losing any time en route.
Together with other efficiency technologies, such as torque-enhancing TopTorque or the special gearbox functions offered by MAN´s TipMatic 2, customers have access to a wide range of fuel-saving technologies.
MAN will also be presenting a new version of its top bus model, the NEOPLAN Skyliner. From June 2015, a Euro 6 version of this coach will be available, which will then have the lowest CO2 emissions per passenger in this class of vehicles. With its award-winning design, the double-decker offers seating for up to 83 people. The model to be shown at the fair is fully accessible and offers two spaces for wheelchair users.
Also on show will be the newly-acclaimed Bus of the Year 2015, the MAN Lion’s City GL CNG. This natural-gas-powered city bus impressed the jury of international trade journalists with its extremely eco-friendly, powerful, yet economic drive system. Natural-gas buses are not only more environmentally-benign than diesel-powered buses, but are also approx. 15% cheaper to maintain and operate over their entire life cycle.
Hybrid and natural gas – alternative drives for tomorrow´s trucks
Finally, MAN will provide visitors to the fair with a glimpse into the future of commercial vehicles. Based on the MAN TGX Hybrid concept, MAN will for the first time be showing a hybrid-drive system for long-distance transport. In this case, a diesel engine acts as the primary source of power, while an additional drive system operated by an electric motor opens up the possibility of recovering, storing and reusing braking energy. Most freight kilometers are driven on long-haul stretches so that, compared with all other hybrid vehicle applications, the overall potential for reducing CO2 is largest in this sector. Since the electric motor serves merely as a backup for the diesel engine, this gives rise to a lean, weight-saving system whose hybrid components weigh about 400 kilograms.
In the case of distribution transport, however, other forms of drive offer a preferable alternative. As a result, MAN is expanding its portfolio of CNG vehicles and from 2014 onwards, will also be adding trucks with CNG drive to its existing range of natural-gas-powered city buses. At the IAA 2014, MAN will be offering a preview of CNG technology in trucks based on a TGM distribution chassis. These vehicles can, for instance, be used in the municipal sector, as delivery vehicles in the retail trade or as parcel delivery trucks. The advantages offered, especially in urban areas, include the fact that trucks powered by natural gas are not only much more eco-friendly, but also quieter. A TGM with CNG drive is up to 3dB(A) quieter in terms of both interior noise and pass-by noise during acceleration. This figure means that for human ears, the vehicle is about half as loud. And, as in the case of buses, the benefits of economic efficiency also have an impact, with fuel costs falling by up to 35 percent.
Assistants for added safety
Based on many years of accident research, MAN has specifically improved the active safety of its trucks and buses. This has given rise to today´s assistance systems that are available as standard features and support drivers in precisely those situations which have proved to be the most frequent causes of accidents, namely Adaptive Cruise Control (ACC), Emergency Brake Assist (EBA) and Lane Guard System (LGS).
Apart from the systems already available as standard features on show at the IAA, MAN researchers will also be offering a preview of systems on which they are currently focusing with the aim of supporting drivers in other accident-prone driving situations. These will act as an extended "electronic eye" for the driver who, from the cabin, has no direct view of certain points around his vehicle. All these systems are conceptual prototypes illustrating the present status of MAN´s research in the field of active safety. They include a lane change assistant for multi-lane highways, a turn-off assistant for turning right in urban traffic, as well as a camera system which, in future, will replace a number of various side mirrors and be able to combine the surrounding traffic flow into a single picture.
Bestseller made by MAN Latin America
MAN ranks among the most innovative manufacturers in the commercial vehicle sector not only in Europe, but also in Latin America. This will be clearly demonstrated by the VW Constellation 24.280 to be exhibited at the IAA - made by MAN Latin America, it is Brazil´s best-selling truck. With its four axles, it can now transport additional loads of up to six tons, while the six-speed automatic transmission makes it highly economic. The facilities offered inside the driver´s cab show that environmental protection meanwhile plays a role in South America too. Parts previously made from plastic – such as door handles and floor mats – have been replaced by fittings made from sustainable, eco-friendly materials.
Very close to the customer – with MAN Solutions
MAN Solutions stands for a service network offering customers valuable opportunities to reduce costs. At the IAA, MAN will be showing numerous innovations in this sector, one example being the new Connected CoDriver service provided by MAN ProfiDrive. This consists of distance training over periods of between one week and three months, during which a trainer supports the driver by essentially acting as a virtual co-driver.
- MAN EfficientCruise: fuel savings of up to six per cent
- TopTorque: torque increase of 200 Nm in all D26 engines
- MAN TipMatic 2: new gearbox functions
- MAN TGX EfficientLine 2: concentrated efficiency
By upgrading its TGS and TGX heavy truck series with a range of new technologies that reduce fuel consumption, MAN is making a significant contribution to reducing the total cost of ownership (TCO) and the CO2 emissions produced by commercial vehicles. MAN has combined these measures for reducing fuel consumption in the new TGX EfficientLine 2 to create a unique efficiency model for long-haul transport.
Foresighted Efficient Cruise GPS cruise control
Huge fuel savings can be made by anticipating and making use of momentum and rolling phases – a challenge that is mastered perfectly by trained and experienced professionals at the wheel. To make this easier for drivers on long and unfamiliar routes, and to help drivers who have had less training to drive more efficiently, MAN has developed a cruise control system controlled by satellites.
MAN is presenting this system, called 'EfficientCruise', at the IAA for all heavy trucks and coaches. The assistant calculates inclines and slopes lying ahead using 3D map data stored on board and the vehicle's GPS position. It automatically anticipates and controls the speed when driving on inclines and slopes in such a way that the momentum of the vehicle is used to save fuel. This system enables fuel savings of up to six per cent to be made when used in a fully loaded 40 ton truck, without losing any time on the route.
The assistant controls the speed in exactly the same way as an extremely well-trained driver, the only difference being that it does so automatically. It builds up momentum in a targeted manner before reaching inclines and carries this momentum into the next incline. The vehicle saves fuel on inclines as its speed is reduced slightly and it is able to reach the top of the incline at the minimum speed limit which has been set. On inclines, EfficientCruise prevents the MAN TipMatic 2 from shifting down if it is clear that the vehicle can reach the top in the current gear. This allows for further fuel savings.
EfficientCruise can even react further in advance than a trained driver, as the assistant can calculate the route and fuel injection several kilometres in advance during the day and at night.
With a desired speed and one of four possible speed tolerances both selected by the driver, EfficientCruise calculates the appropriate speed for the most fuel-efficient uphill and downhill driving. The driver can adjust the tolerance level for deviations from the set speed at any time to suit the driving scenario. Four tried-and-tested levels make it much easier for the driver to choose the right setting. This is line with MAN's approach to provide the driver with useful default settings, enabling them to achieve optimum levels of consumption whilst avoiding driving errors. Level 3 is preselected when the driver sets off, corresponding to +/- 7 km/h. Level 4 provides flexibility of 9 km/h, both up and down, when there is less traffic around and levels 2 and 1 are options best suited to heavier traffic.
TopTorque for all MAN TGS and TGX trucks with D26 engines
MAN has updated its entire engine portfolio for heavy trucks by introducing a new technology that reduces fuel consumption – the TopTorque torque increase system for all D26 engines.
TopTorque is an electronic torque increase system – the engine's Power Train Manager increases the torque by 200 Nm in both the upper 11th and 12th gears. Thanks to the greater pulling power, the driver can remain in a higher gear for longer and the number of downshifts, for example on slight motorway inclines, are reduced. This reduces fuel consumption, increases the average speed and improves driving comfort. All vehicles with a D26 engine and MAN TipMatic 2 come with TopTorque as standard.
In the new engine portfolio, the 400 hp power level is already covered by the D26 engine. Thanks to TopTorque, this engine's maximum torque is increased to 2100 Nm. With TopTorque, the 440 hp power level can reach 2300 Nm, whilst MAN has increased the 480 hp power level to 2500 Nm in the highest gears.
MAN TipMatic 2 with new gearbox functions
The new MAN TipMatic 2 automated gearshift system, which is available for all vehicles with D20, D26 and D38 engines, is a replacement for MAN TipMatic in the corresponding start-up groups. All vehicles with the new gearbox come with the Idle Speed Driving and Speed Shifting functions.
Idle Speed Driving enables comfortable driving at the idling speed. This function enables the driver to manoeuvre the truck particularly precisely and sensitively or to 'amble along' comfortably in slow-moving traffic on the motorway. After setting off, the vehicle continues to drive at a low idling speed of some 600 rpm, eliminating the need for the driver to press the accelerator. If the engine torque is not sufficient at idling speed, the TipMatic 2 shifts down a gear. A soon as the driver presses the brake pedal, the clutch opens.
With Speed Shifting, the MAN TipMatic 2 shifts between the three highest gears – 10, 11 and 12 – at a faster rate. The result of this is that the gearbox can shift down quicker when going uphill and the torque for tractive force interruption is shortened. This means that greater momentum is maintained, saving fuel.
EfficientRoll: reducing fuel consumption when idling
The MAN TGS and TGX trucks with TipMatic 2 also come with the EfficientRoll gearbox function. This saves fuel by making use of gentle slopes on rolling stages, meaning it is designed especially for motorway and highway stretches that run gently downhill.
The gearbox shifts into neutral automatically and allows the vehicle to roll, without the engine brake causing the vehicle to lose speed. This enables the vehicle to carry the momentum from gentle downhill sections into a following flat stretch or slight incline. If the truck accelerates over the specified or permitted speed when rolling, the MAN TipMatic 2 automatically shifts into gear again.
The new MAN TGX EfficientLine 2 actively saves fuel
In the new TGX EfficientLine 2, MAN has meticulously combined measures and technologies for reducing fuel consumption to create a stand-alone model.
The TGX EfficientLine has proven to be an attractive tool for overcoming the major challenges arising from increasing competitive pressures, rising diesel prices and stricter environmental regulations. Since its market launch in 2010, more than 27,000 customers have chosen the EfficientLine models and packages. Since then, no other vehicle manufacturer has implemented the known physical aspects in a vehicle as consistently as in the TGX EfficientLine from MAN. The newly available technologies presented above have enabled MAN to consolidate the positioning of the TGX EfficientLine as an extremely efficient towing vehicle.
All of the new electronic systems for reducing fuel consumption are built into the TGX EfficientLine 2 as standard. The foresighted EfficientCruise cruise control enables fuel savings of up to six per cent by making optimum use of momentum energy when driving on slopes and inclines.
The driveline for the TGX trucks with D26 TopTorque engines is ideal for fuel-efficient driving at particularly low speeds. Engines with a torque increase of 200 Nm are best paired with really high drive ratios. This increase in torque results in more control, fewer downshifts and a sustainable reduction in fuel consumption, especially on inclines. The new Speed Shifting function shifts between gears 10, 11 and 12 at a faster rate and reduces interruptions in tractive power on inclines.
Consistent reduction in the air and rolling resistance and the supplementary work of the engine are inherent in the TGX EfficientLine 2. For this reason, sunblinds and compressed-air horns are not necessary, and the aerodynamic chassis cladding also helps in saving fuel. Setting the speed limiter to 85 km/h instead of 89 km/h reduces the rolling resistance by approx. ten per cent. Furthermore, low rolling resistance tyres are used. In the EfficientLine models, the compressor for the compressed-air supply is controlled as required (Air Pressure Management) – the compressor is only activated when compressed air is used. This reduces operating time by around 90 percent in comparison with a permanently running air compressor for long-haul driving.
The TGX EfficientLine 2 also comes with the MAN TeleMatics on-board module as standard. In addition, new customers have the opportunity to test the service packages for six months at no cost. TeleMatics can be used to transfer the truck's consumption and maintenance data to its fleet manager who is then able to monitor the fuel consumption of the vehicle and driver, and even the tyre pressures and the condition of the brakes for an entire fleet, on their data portal. This makes it possible to ensure that no unnecessary fuel is used. As part of the free MAN ServiceCare service, the MAN service workshop schedules maintenance appointments for its customers on request.
MAN customers can also order EfficientLine packages for other models, such as two- and three-axle TGX solo vehicles and the TGS trucks, and will therefore receive the core technologies for reducing fuel consumption at an attractive package price. EfficientLine packages are also available for the D38 top of the range model.
The following features are combined in the EfficientLine 2 package: EfficientCruise, MAN TipMatic 2, Speed Shifting, Idle Speed Driving, Air Pressure Management, aeropackage, limit of 85 km/h, daytime driving lights, aluminium tanks for fuel and compressed air, and no spare wheel, sunblinds or compressed-air horns as they are no longer necessary.
Since GPS map data is not available for some countries outside of Europe, customers always have the choice between EfficientCruise and EfficientRoll for EfficientLine models and packages.
Sales launch for efficient D38 series Euro 6 engines at the IAA 2014
MAN presents its latest flagship: the TGX D38. MAN engineers have created the high-performance truck for challenging transport tasks and developed a customised driveline with numerous new efficiency functions. Central to this is the newly developed D38 six-cylinder engine with 15.2 l displacement. This engine provides superior power and adds 520, 560 and 640 hp to the TGX model range.
The MAN TGX D38 will be launched onto the market at the IAA Nutzfahrzeuge 2014 trade fair in Hanover, Germany. The first customer vehicles will be rolled out at the same time.
Driveline: a fusion of extraordinary power and efficiency
MAN's new flagship resumes MAN's focus on total cost of ownership (TCO): the MAN TGX D38 does not set any new records in terms of horsepower, but does combine performance with efficiency.
The powerful torque of the D38 engine is ideal for all axle ratios, from short axles for traction vehicles to the highest-geared axle for long-haul trucks. Thanks to the engine's two-stage-turbocharging, full torque is available at 930 rpm. The TGX D38 is therefore tailor-made for extraordinarily efficient long-haul driving at low speeds. The maximum torques of 2500 Nm (520 hp), 2700 Nm (560 hp) and 3000 Nm (640 hp heavy duty) are fully available in all gears.
New fuel-saving functions
With the TGX D38, MAN is offering GPS-controlled EfficientCruise cruise control. The system recognises inclines and slopes lying ahead and calculates the most economical speed. The system, which the driver can adjust to one of four settings depending on the traffic volume, offers fuel saving potential of up to six per cent for long-haul transport.
The MAN TGX D38 is combined with the new MAN TipMatic 2 in all model versions. It also has three new gearbox functions – Speed Shifting, EfficientRoll and Idle Speed Driving – all of which contribute to making the TGX particularly efficient. Speed Shifting reduces interruptions in traction due to quick switching in gears 10 to 12. On almost all flat or slightly sloping rolling stages, EfficientRoll, which is offered as an alternative to EfficientCruise, saves fuel by shifting the gearbox into neutral. In stop-and-go traffic, and when shunting, the D38's Idle Speed Driving mode allows it to roll thanks to high torque at the lowest speed and therefore saves fuel at slow speeds.
The MAN TGX D38 model range
The range of extremely powerful TGX models is a reflection of its versatility: it is available in right- or left-hand drive and can be used in conjunction with XL, XLX and XXL cabs. MAN offers its customers a wide range of axle configurations for semitrailer tractors and chassis for bodies. Long-haul and traction customers can choose semitrailer tractors and chassis with 4x2 leaf/air suspension and 4x2 full air suspension. The three-axles offer more permissible overall weight as 6x2 with leading and trailing axles. As a 6x4 with tandem-axle drive, the MAN TGX D38 offers superior traction for semitrailer tractors and traction chassis.
The TGX D38 not only provides the prestige of a top of the range model, but is also the most efficient transport solution for long-haul driving over difficult terrain with a full capacity load of 40 to 44 tons. With the particularly fuel-efficient direct-drive gearboxes, gross train weights of up to 65 tons can be transported. In power-intensive traction traffic, the MAN TGX D38 can pull up to 90 tons with overdrive gearboxes (OD) with the right equipment.
The four-axle heavy-duty vehicles are designed as 8x4/4 with two driven rear axles with converter-clutch units and OD gearboxes for gross train weights of up to 250 tons.
Ideal for use in long-haul traffic with constantly high gross trailer weights
The MAN TGX D38 is more than just a powerhouse on the road – above all, it is very economical. In Europe, the maximum gross trailer weight permitted is 40 tons, combined with a rail load of up to 44 tons. In some countries up to 65 tons may be permitted. For customer vehicles which frequently reach these trailer weight limits, the TGX D38 offers an attractive combination of extraordinary transport performance and cost effectiveness. For routes with demanding terrain, the TGX D38 has plenty of power reserves at its disposal and impressive driving force for inclines. With high-performance continuous braking systems of up to 500 kW, you can traverse even the steepest of inclines at high average speeds with the TGX D38. This makes high transport speeds possible even on difficult routes. MAN has designed the TGX D38 as the ideal vehicle for such difficult long-haul conditions and offers a suitable range of options.
The compact exhaust system for the TGX D38 means there is a lot more space to play with inside the frame and a high tank capacity. The dimensions for the rear silencer are no different from vehicles with D26 engines. The customer can choose fuel tanks with a capacity of up to 1400 litres, allowing for a long range.
Full torque at low engine speeds: the TGX D38 traction truck
In terms of traction, the MAN TGX D38 is an ideal vehicle for use on the construction site, in the timber industry, in waste disposal and with cranes. With high engine power, you can drive heavy loads and also achieve high average speeds for heavy-duty traction. The TGX D38 is available with normal and medium chassis height and with robust steel bumpers.
In construction site traffic, e.g. when pulling low loader trailers with heavy construction machinery, the TGX D38 really comes into its own, moving gross weights of up to 65 tons. Typical areas of use include tilting articulated trains or 6x4 tippers frequently used with trailers, as well as heavy-duty roll-off skip loaders.
The two-stage turbochargers characteristic of MAN engines mean the MAN TGX D38 reaches its nominal torque at 930 rpm. With its wide power band, full torque is available from 930 to 1350 rpm. This means that in traction applications, this top of the range model draws upon its great tractive power at low speeds, shifts up a gear early on and keeps the engine torque high in high gears.
Top performance in heavy-duty transport with 640 hp
The strong 640 hp D38 engine is exclusively used in heavy-duty transport. The new four-axle MAN TGX 41.640 8x4/4 combines the D38 engine and the MAN TipMatic 2 with the standard converter-clutch unit. Thanks to the strong torque of 3000 Nm, even heavy-duty transports of 250 tons can be moved smoothly and powerfully. The converter-clutch unit allows for particularly precise shunting in tight spaces, on inclines and with heavy loads.
The newly developed, high-performance turbo exhaust valve brake EVB is ideal for use in the heavy-duty sector: a braking capacity of 600 kW is continuously available in engine braking mode. Combined with the gear-side intarder, the total braking capacity is 750 kW.
With the introduction of the D38 for heavy-duty use, MAN is expanding its range in this sector. For the cabs there is now a choice between all widths XL, XLX and XXL, and now also right-hand drive ex works. As before, the driven double-axle unit is available in leaf and air suspension designs. There is a new option to use the version with air-suspension rear axles as a ballast truck. Important for heavy-duty transport operators: the wheelbases on the new Euro 6 version with the D38 engine are the same as the Euro 5 design with the V8 engine. This means that there is no change in the cornering characteristics of the towing vehicle and the connected trailer or semitrailer. The existing transport authorisations will therefore continue to be valid without alteration.
MAN's range of heavy-duty transport vehicles includes much more than the premium class with 640 hp. Gross train weights of up to 180 tons are possible with the 560 hp and 2700 Nm D38 engine. For the highest imposed loads, adaptations to the 10x4 wheel configuration are also available from MAN.
- Up to 640 HP and 3000 Newton metres from 15.2 litres
- Full torque from 930 rpm
- New design concepts in the cylinder head, cooling system and combustion maximise reliability
With the newly developed 15.2 litre, six-cylinder in-line D3876, MAN presents a powerful, highly efficient and extremely reliable truck diesel engine for demanding transport tasks. Thanks to powerful torque of 2500 to 3000 Newton metres and power outputs of 520 and 560 HP for long distance and towing vehicles, and 640 HP for heavy goods vehicles, the D3876 is the new top model in the MAN Euro 6 range of engines.
As a six-cylinder in-line engine, the new D3876 shares the same basic design and high-tensile materials with the D20/D26 engines and is therefore built around a design that has proved itself over millions of miles. This includes the use of cast iron with vermicular graphite (GJV450) for the engine block and the cylinder head and the solid basic geometry of the engine and the crankshaft main bearing.
Based on this design, in the development of the D3876, the MAN engineers have drawn on all aspects of modern engine construction and have achieved numerous technical innovations. They have made the D3876 an outstandingly reliable yet highly fuel efficient power unit: comparative trials show that the D3876 with 560 HP and Euro 6 emissions standard uses up to 3% less fuel than an equivalent Euro 5 engine with 540 HP – and this with 200 Nm of extra torque. This clearly demonstrates how efficient the new D38 is.
Two stage exhaust turbocharging
New drive train of the MAN TGX D38: D3876 engine with MAN TipMatic 2 gearbox
Powerful torque even at low RPM and high starting dynamics for the MAN D3876 are achieved through two stage exhaust turbo charging with intermediate cooling. The turbocharging system comprises two differently sized exhaust-gas turbochargers connected in series. The smaller, high-pressure charger responds even at low engine speeds. As engine speeds and loads increase, it receives more and more assistance from the larger, low-pressure charger. If a high level of output is required of the engine, the low pressure charger takes on the majority of the pressurisation. This turbo charging design has enabled MAN to achieve the ideal supply of combustion air to the engine and hence the optimum torque band over a wide range of engine speeds. The engine gives its maximum torque from 930 rpm to 1350 rpm. This engine characteristic enables low engine speed and economical driving with high drive ratios to be achieved at motorway speeds. This also means that high gears can be engaged for longer when negotiating slopes without the need to change down.
The two stage turbocharging design is based on proven technology and means longer service life. It reduces the load on turbo charger components as the pressurisation is split between two turbo chargers, each of which only needs to produce a portion of the overall pressure.
Two stage charge air cooling with low-temperature concept
MAN D3876 with two stage turbo charging and two stage charge air cooling: low pressure charger (1), charge air intermediate cooler (2), high pressure charger (3), charge air main cooler (4)
The temperature of the charge air has a significant effect on combustion and hence on the efficiency of the engine, as cooler air contains more oxygen in relation to volume. The MAN D3876 therefore has a two stage charge air cooling system with its own low-temperature cooling circuit. With this, the main charge air cooler can cool the pressurised combustion air to temperatures that are lower than the engine coolant. Indirect charge air cooling with two charge air coolers and two coolant circuits also enables greater overall cooling performance.
A further advantage of two stage charge air cooling is reduced heat load on the high-pressure turbo charger. This design also means increased reliability and service life of the components.
Common rail injection of up to 2500 bar
MAN D3876 features common rail injection of up to 2500 bar: electronic control unit (1), high-pressure fuel pump (2), common rail (3), injectors (4)
The MAN D3876 features a third generation common rail system that injects fuel into the cylinders at up to 2500 bar, thereby achieving finer atomization of the fuel. The system enables the injection to be precisely configured with pre-, main and post-injection. The engine is designed for ignition pressures of up to 250 bar. In conjunction with the outstanding properties of the new common rail system, the combustion reaches a particularly high degree of efficiency, which is critical for low consumption. Additionally, the combustion produces particularly low particulate levels.
High-strength materials save 160 kg of weight
Sump of shock-resistant material with patented structure for noise reduction
MAN has used the high-strength material GJV450 (cast iron with vermicular graphite) for the engine block and cylinder head. By way of example, combined with weight optimised design, the aluminium flywheel housing with cast-on engine mounts achieves a weight saving of around 160 kg, compared with the most powerful Euro 5 engine, the D28 V8. The D3876 is therefore one of the lightest engines in its performance class. Plastic sump and valve rocker cover also contribute to the low weight of the D3876 engine.
The sump material also has the advantage that it can be shaped using the MAN patented spider's web structure for the underside. This assists in noise reduction, as it radiates the sound waves diffusely and thus makes the running noise quieter and more comfortable on the ear.
New idea for cooling heavily loaded parts: Top-down cooling
MAN D38 cylinder head the first with top down cooling. Priority cooling for injector (1) and valve seats (2)
For the first time in a truck diesel engine, MAN has used a cooling system in the D3876 that pumps the coolant from top to bottom through the engine. The concept of 'top-down' cooling is a priority cooling system for the areas of the cylinder head subjected to high thermal stress. This provides special cooling, and hence protection, for the injectors and exhaust valves in particular.
Top-down cooling also guarantees high cooling capacity evenly for all cylinders. The process therefore prevents localised peak temperatures and thermal stresses. As the coolant flow is managed, the engine achieves a high cooling capacity with a comparatively low coolant volume flow. This also benefits fuel consumption as the optimum circuit for the coolant flow allows the use of a coolant pump that uses less power.
First use of domed valves in a truck engine
Domed valves in the MAN D3876: convex shape of the valve disc (1), valve seating (2)
The MAN D3876 incorporates domed valves for the first time in a truck diesel engine. This design feature prevents the inlet and outlet valves (four per cylinder) from becoming deformed by additional strengthening of the valve disk through convex shaping. Each time the valves open and close – that is, countless times per kilometre – they are accelerated and then stopped again. The convex strengthening of the valve disk reduces the possible distortion of the valve in the area of the valve seating ring from these accelerations to virtually nil. This increases the service life of the valve and the valve seating ring, making the D3876 a highly reliable truck engine.
Steel pistons reduce wear and increase service life
In the MAN D38, the gas force in the cylinder is transferred by forged steel pistons. This provides several advantages: due to the high strength of the steel alloy, pistons with a lower compression height can be used. The transfer of force from a shorter piston through a longer connecting rod to the crankshaft is closer to the ideal of vertical force transfer. Furthermore, the compact piston construction reduces surface contact between piston and cylinder well, and wear is reduced. Less wear means not only reduced consumption, but also longer service life for the pistons and cylinder liner.
8 cylinder head screws per cylinder
Forged steel piston with fire ring (1), 8 cylinder head screws (2)
The MAN D3876 high-performance engine has been designed with eight cylinder head screws per cylinder so that the resultant forces are distributed absolutely evenly across the cylinder liners. The advantages are: the cylinder liners remain uniformly circular under load, with minimal distortion. This means the seal between liner and piston ring is especially effective. This has the benefit of lower oil consumption and longer lifetime of the particulate filter. Load on the cylinder head gasket is also reduced by the even pressure. This achieves a durability of the cylinder head gasket throughout the service life.
Fire rings to prevent oil carbon
An additional design characteristic of the D38 contributes to long engine service life: At the upper end of the cylinder liner, fire rings are inserted into a right-angled recess. This protective ring at the upper end of the cylinder liner prevents the ingress of combustion gases between the piston and the liner and so minimises unwanted oil carbon deposits on the piston lands. Oil carbon has erosive properties, and by the use of fire rings, MAN is able to minimise the wear on the cylinder liners.
Encapsulated cable harnesses
For the first time, the cables of the D38 engine have been routed in foam-filled cable harnesses. The cables are held in place by the foam, so as to greatly reduce the material fatiguing vibrations caused by long-term use. Therefore the cables have a longer service life and are also protected against damage during installation work on the engine. The bundles also provide greater protection against rodent gnawing.
MAN Air Pressure Management for high air requirement
Demand controlled 2 cylinder air compressor with greater cubic capacity for the D3876: drive (1), multiple-disc clutch (2)
With the EfficientLine models, MAN has introduced demand control of auxiliary units for fuel economy. In the flagship TGX D38, MAN has also introduced this technology and optimised APM for the higher air requirements of vehicle applications in this performance class. For the D3876, MAN offers a disconnectable, 2 cylinder air compressor with a cubic capacity of 476 cc, which is an increase of 40% compared with that of the 1 cylinder APM fitted to the smaller engines.
The Air Pressure Management (APM) system only switches the compressor on when compressed air is required – when travelling long distances, the compressor can be disconnected for 90% of the time. This reduces the auxiliary power requirement of the engine and contributes to a reduction in fuel consumption.
For greater air requirements, such as several air-sprung axles or for heavy load use, customers can opt for a more powerful, permanent 2 cylinder air compressor of 720 cc.
Powerful continuous braking: EVB, Turbo EVB and Intarder 3
Turbo EVB with 600 kW braking capacity for heavy-duty vehicles: exhaust gas collector (1), exhaust gas valves (2), control cylinder (3), high pressure turbo charger (4)
At the top of its range, the D3876 is available with either the EVB (Exhaust Valve Brake) engine brake, or the even more powerful Turbo EVB that is being used in heavy-duty vehicles for the first time. As primary continuous braking systems, both provide powerful braking capacity even at low driving speeds. The EVB on the D3876 is particularly effective at mid-range engine speeds and supplies a maximum braking capacity of 340 kW at 2400 rpm.
With the Turbo EVB, a significant increase in the braking capacity to 600 kW at 2400 rpm is achieved by controlled turbo charging. It provides extremely high braking power of 600 kW, with continuous use possible because of its marginal demands on the cooling system – an important additional safety feature. Initially, it will be available from 2015 for heavy-duty vehicles, but subsequently also for vehicles for normal road usage.
Cost effectiveness through low maintenance costs
The development of the D3876 was monitored at an early stage by the experts from the Service Engineering department, with the aim of achieving the most maintenance and repair friendly design possible. For example, the valve train is accessible without prior removal of the air filter. Also, the extended diagnostic capability of the injection system provides more detail and hence reduces workshop effort.
During the development of the D3876, in certain assemblies MAN used proven components from the D20/D26 engine series. This includes the fuel filter, the oil filter module and oil separator, the coolant pump, the throttle valve, the control cylinder for the exhaust gas recirculation system, the fan drive, the auxiliary drive, the alternator, the starter and the air conditioning compressor. This has enabled MAN to incorporate the servicing and repair friendliness of the smaller engines into the 15.2 litre engine. This is also a sound basis for straightforward parts provision for the most powerful engine.
The Euro 6 exhaust gas cleaning of the D38
Two stage exhaust gas recirculation for the MAN D3876: EGR shut-off flap (1), high temperature cooler (2), low temperature cooler (3), insertion of cooled charge air (4)
To comply with the highly stringent Euro 6 emissions limits, the MAN D3876 uses a combination of cooled external high-pressure exhaust gas recirculation (EGR), an SCR system for selective catalytic reduction and a CRT closed particulate filter system. Unlike the smaller MAN engines the recirculated exhaust gas is cooled in two stages. Here, the exhaust gas is initially directed into a high temperature EGR cooler. This is integrated into the engine coolant circuit. Then it is further cooled by a low temperature EGR cooler that is part of the low-temperature cooling circuit of the charge air cooling system.
This design enables exhaust gas cooling levels of up to 40% and very low NOx engine-out emissions. This means that the exhaust gas after-treatment system has to reduce less NOx. The outcome is that MAN's already low usage of the AdBlue additive is reduced by approximately a further 60% in comparison to the Euro 5 solution – a useful TCO cost advantage. Also, this means the components in the exhaust silencer turnout to be very compact for such a large engine. Because of its cubic capacity, the 15.2 litre engine in the TGX D38 produces a large volume of exhaust gas. The dimensions of the exhaust silencer are, however, the same as in vehicles with the D20 or the D26 engine. Therefore the same tank volume can be accommodated on the frame of the TGX D38.
Because of the optimised common rail injection system and consequent low-smoke combustion, the diesel particulate filter has to filter out less soot particulate. This produces low exhaust gas back pressure and therefore has a positive effect on fuel consumption. In addition, active regeneration of the particulate filter is normally not required, so the D3876 does not require downstream fuel injection. For servicing tasks, the diesel particulate filter is easily accessible via a maintenance flap and need only be replaced in the workshop for cleaning after 500,000 kilometres.
Detail improvements and industry-specific variants enhance the MAN product range
After introducing the Euro 6 model in its TGL, TGM, TGS and TGX product lines, MAN is completing its product range with variants adapted to industry needs and is offering new customer solutions.
Larger diesel tanks take you further
MAN is increasing the maximum capacity of the diesel tanks in TGX semitrailer tractors. A large tank means fewer refuelling breaks, thereby increasing efficiency in a similar way to low fuel consumption. Companies with their own low-cost company fuel stations can make better use of these with larger tanks. While tanks could previously hold up to 1160 litres, their storage capacity has now increased to 1400 litres in tractors with a wheelbase of 3900 millimetres. Smaller semitrailer tractors with a wheelbase of 3.6 metres can now hold up to a maximum of 1330 litres. Specifically, this means 580 litres on the right, 750 litres on the left and up to 80 litres of AdBlue on the left. In this case, the vehicle batteries are being moved to the rear to create the space required for this.
D26 engines designed to be efficient
Cost-effectiveness is our focus at MAN. MAN has therefore overhauled the entire D26 engine portfolio for trucks. The D26 Common Rail engine series with 12.4 l displacement now not only offers 440 hp and 480 hp, but also a new version with 400 hp.
MAN's D26 engine now also has the TopTorque function in conjunction with MAN TipMatic 2. An increase in torque of 200 Nm in both higher gears in performance levels 400, 440 and 480 hp. This increases torque in the 400 hp variant to 2100 Nm, to 2300 Nm in the 440 hp variant and to a maximum of 2500 Nm in the most powerful 480 hp variant.
Rear lights with LED technology
The rear lights on the MAN TGS and TGX have a new, attractive design. Optional LED rear lights will be integrated into the product range in 2015. The benefits of this include a longer service life, lower energy consumption, faster response times and increased safety. This is beneficial for vehicles transporting dangerous goods with safety equipment as stipulated by the ADR since, for explosion protection reasons, no lights can be installed where the hot filament would be exposed in the event of damage.
New chassis ex works for special tasks
Special transport tasks and bodies require tailored chassis. The factory-made range of products now includes chassis for vehicle transporters and ten wheelers. Delivery ex works decreases production time and includes the usual factory guarantees.
MAN individually adapts the chassis from the MAN TGS product line for vehicle transport. The extensive modifications include the assembly of a leading axle with 17.5 inch tyres and a payload of 4.5 tonnes, the lowering of the air suspension on the front axle, the modification of the cabin (that has been lowered by 30 millimetres) with a flat roof or a flat roof with a 10° or 16° pitch. Comparable work is being carried out on 4x2 chassis and semitrailer tractors.
MAN is meeting the growing demand for chassis with five axles. Better transport economy thanks to more efficient bodies and legal requirements for axle loads are increasing customer interest in MAN TGS with its 10x4 wheel configuration. Concrete pumps and mixers, tippers and the assembly of powerful loading cranes behind the cab are just some industry examples using this configuration. MAN is enhancing the chassis using a steered, lifting, air-sprung trailing axle with a lifting capacity of nine tonnes for this.
Milk collectors and heating oil distributors need a lot of free space for meter boxes on the right side of the frame, while refuse collection vehicles need space to assemble a side loader. In the TGS product line, MAN therefore offers customised modification of the arrangement of exhaust gas components. The emission control system that is usually located on the right-hand side of a standard chassis must therefore be relocated. In this case the silencer is on the left-hand side.
MAN TGX EfficientLine for global long-haul transport
Customers also focus on cost-effectiveness, driver comfort and power in non-European markets. MAN is introducing the MAN TGX to the South African market and is setting standards in driver comfort with the wide and voluminous XLX cab. Launches on other markets are being planned. The powerful 540 hp D26 common-rail engine – certified according to Euro 5 EU emission standards – stands out due to its tremendous performance and low fuel consumption. The principles behind the fuel-efficient MAN EfficientLine are again evident in its features, including air pressure management (APM) with an air compressor that can be switched off, an aero package, alloy wheel rims and MAN TipMatic. This MAN TGX is also equipped with the efficient MAN PriTarder® primary engine brake system. Configured for regional road conditions with raised air intakes, large tanks and permitted gross train weights of up to 65 tonnes, these semitrailer tractors are often used with two semitrailers and are known as 'B-doubles'.
IAA Hanover: "MAN Tattoo trucks by Peter Maffay"
MAN is launching the IAA Commercial Vehicles Fair 2014 with a world premiere, unveiling six MAN Tattoo trucks in front of Hanover's central station. The spectacularly designed semitrailer tractors are the result of an international design competition held under the motto, "Can you make travelling works of art from songs? MAN kann." The idea: who can transform the lyrics from Peter Maffay's new album “Wenn das so ist” into colours and shapes on a truck in the most fascinating way? More than 40 designers, artists and creative minds took part, contributing more than 80 designs. "Each truck is a travelling work of art. I am very honoured that my songs were the inspiration for this. The trucks look sensational," said Peter Maffay. The MAN Tattoo trucks will be used to transport the stage equipment for his tour throughout Germany at the beginning of 2015.
The six winning designs received awards in the run-up to the IAA Commercial Vehicles Fair in Hanover. All six designs were painted onto XXL cabs by hand. The best three designs were awarded prizes by a prominent jury made up of: singer and songwriter Peter Maffay, Dr Georg Pachta-Reyhofen, Chairman of the Management Board of MAN SE, Andreas Lampersbach, Head of MAN Corporate Communications, Gerhard Grünig, editor-in-chief of the magazine Trucker, Marco Schwalbe, organiser of the STROKE ART FAIR and MUCart, and art lecturer and paint designer Walter Maurer, a specialist in the field of art cars. The winning design was awarded EUR 10,000 prize money.
Painting the MAN Tattoo trucks
In collaboration with the renowned designer Walter Maurer, Martin Dippel and his smartart team painted the MAN Tattoo trucks in an aircraft hangar in Fürstenfeldbruck, near Munich. The painters also designed the famous BMW Art Cars with world-famous pop art artists.
The paint designers applied the winning designs using colourful acrylic paint. A high-gloss clear coat finish was put on top of the acrylic paint. A team of professional painters spent countless hours on each truck from July to mid-September. In total, the painters used more than 500 shades and ten different types of ink and paints such as 2-K acrylic paint, water-based paint and airbrush and artists' acrylic paints. Several techniques were used to apply the motifs to the trucks, including normal spray painting, airbrushing, sponging techniques, stencilling and foiling and various painting styles with brushes, varnish techniques and graffiti.
The implementation of the truck designs not only required professional painters, but also the artists themselves. As designer Marc Köschinger emphasises, "The challenges posed by the design for the truck drove my creativity. It was important to me to present the impact of the large size on a small competition submission to the jury in a comprehensible way and to pay attention to technical feasibility. I am very happy with the result." The artist Kaja el Attar is also impressed by the final implementation of her design, explaining "For me, the challenge was interpreting and visualising my filigree drawings in the new dimension of a truck cab."
Following the IAA Commercial Vehicles Fair, the MAN Tattoo trucks are travelling from Hanover to the MAN Truck Forum in Munich, where all visitors and guests will be able to admire the unique trucks. All six long-distance MAN TGX towing vehicles will be on the road in January and February 2015 on Peter Maffay's tour as travelling works of art in the form of genuine MAN Tattoo trucks.