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International

On tour with the highway baron

Beverage bringer: the TGX D38

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What are the highlights of MAN’s centu-ry-old experience in commercial vehicle design and manufacturing? How is the new TGX D38 received by customers? And how is a four-axle truck hauled into a deep mine? This third issue of MANmagazine offers answers to these and other interesting questions. It re-flects the world of MAN: a world shaped by

technology, with fascinating topics drawn from the realm of trucks and buses all the way to the turbines and engines that are deployed in ships or power plants.

We hope you enjoy this edition of MAN-magazine. You can also download the digital tablet version for free, which is available on iOS and Android. Ph

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man magazine is published twice a year in 16 languages.

published by MAN Corporate CommunicationsAndreas Lampersbach (V.i.S.d.P.), Ungererstraße 69, 80805 Munich, Germanyresponsible editor & project manager Joachim Kelz, Tel.: +49. 89. 1580-1175, magazin@man.eu, www.man.eupublisher C3 Creative Code and Content GmbH, Heiligegeistkirchplatz 1, 10178 Berlin, Germany Tel.: +49. 30. 44032-0, www.c3.co, Shareholders of C3 Creative Code and Content GmbH are the Burda Gesellschaft mit beschränkter Haftung (limited liability company), Offenburg, and the KB Hold-ing GmbH, Berlin, with 50% each. Sole shareholder of the Burda Gesellschaft mit beschränkter Haftung is the Hubert Burda Media Holding Kommanditgesellschaft (limited partnership), Offenburg. Shareholders of KB Holding GmbH are Mr. Lukas Kircher (managing director, Berlin) and Mr. Rainer Burkhardt (managing director, Berlin) with 50% each. editors & authors Klaus-Peter Hilger (resp.), Yasmine Sailer (dep.). Freelance authors: Tobias Birzer, Markus Boden, Alexandra Grossmann, Dr. Wolfgang Hörner, Martin Kaluza, Marcus Schick, André Schmidt-Carréinternational editors Patricia Preston (resp., freelance editor), Asa. C. Tomashmanaging editor Sara Austenconcept Stefan Lemle, A New Kind (freelance contributor)graphics Micheline Pollach, Andrea Hüls, Christian Kühn, Anna-Sophie Werner (freelance contributor)graphics editor Elke Latinovic, André Kirsch (freelance contributor)cover image Christian Grund production C3 Creative Code and Content GmbH printing Gotteswinter und Aumaier GmbH, Joseph-Dollinger-Bogen 22, 80807 Munich, Germanyreproduction permitted with reference.Any changes must be coordinated with the editors. subscription service Thomas Mahler GmbH, Postfach 50 04 65, 80974 Munich, Germany Tel.: +49. 89. 1580-3724, Thomas.Mahler-ext@man.euadvertising service Zeitzeichen Vertriebs GmbH, Radka Neumann, Tel.: +49. 8323. 99 84 630, radkaneumann@zeitzeichen.decopyright ©2015 MAN and C3 Creative Code and Content GmbH

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04 The sandman Peter Meyer shuttles tourists around Fraser Island in a converted MAN truck.

06 Prize-winning design The NEOPLAN Jetliner coach won the German Design Award 2015.

08 Rocking the desert MAN racing vehicles and service trucks successfully mastered the Dakar Rally.

10 Current cruising Engines by MAN Diesel & Turbo drive the luxury vessels of Norwegian Cruise Lines.

12 Ready for the future The key milestones of MAN’s century-old tradition in commercial vehicle production

18 News Current news in MAN’s world

22 Fluid run One of the first delivered MAN TGX D38 models transports beverages and more.

28 Countdown to series production A forerunner of the TGX D38 heavy-duty transporter is built in Munich.

32 Under ground Reporting for mine duty, an MAN truck travels underground in pieces.

38 Update for a better line During a test run, the MAN TGX EfficientLine 2 proves its efficiency.

42 Systematic safety A wide range of MAN assistance systems improves the safety of truck traffic.

46 On stage with Peter MAN Tattoo Trucks transport the tour equipment of rock legend Peter Maffay.

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COVeR STORY The MAN TGX D38 proves its prowess during beverage transport runs.

International

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man magazine

my man

Peter Meyer, 44, works as a ranger on Fraser Island. The Australian with German roots uses an all-wheel truck with a bus body to show vis-itors the island, which is made up entirely of sand, located off Australia’s eastern coast. His MAN vehicle never navigates a surfaced road.

Is your MAN a serial vehicle? It’s an MAN

driver’s cab saddled by a bus body. The vehicle has 28 seats and an MAN engine with 280 hp. We had it converted to an all-wheel drive.

You drive on sand all day. How does that impact the machine? While operating on soft sand, you must maintain an extremely high engine speed, always approaching the red zone. Sand seeps in through all the cracks, while salt water, salt-laden air and mud will destroy any machine in the long run. I have been here for 20 years and have driven many different vehicles. Those coming from MAN are definitely the most enduring!

As a driver, what do you need to watch out for? If you stop in the wrong place, the truck is simply going to sink. Just unladen, these vehicles weigh 13 tonnes – which makes tyre pressure all the more important! I drive with a pressure of 2.75 bar, while 7.6 or 7.9 bar would be standard on asphalt roads. This is done to enlarge the tyre footprint and thus float over the sand, rather than digging your-self into a hole. Quite a few inexperienced private sightseers come here with their ex-pensive all-wheel vehicles, believing that they can drive anywhere. Ultimately, they get stuck – and I will pull them out again.

Beach buggy: The 280-hp MAN vehicle never comesin contact with a tarred road.

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Australian ranger: For two decades, Peter Meyer has been driving tourists across the island on behalf of Fraser Explorer Tours.

Road of sand: The beach serves as Fraser Island’s motorway – with the maximum permissible speed being

80 kilometres per hour.

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Prize-winning

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Characteristic for NEOPLAN: The Jetliner is dynamic, well proportioned and powerful, as well as elegant.

Powerful, dynamic, elegant. Descrip-tions often used to define sports cars actually also apply to the NEOPLAN Jetliner. This coach, part of the mid-decker segment, is groundbreaking in terms of both technology and design. That judgement was shared by the jury of the German Design Award 2015, which gave an award to the NEOPLAN Jetliner for its exceptional design quality in the “Excellent Product Design – Transportation and Public Design” category. Based i n Frank-furt am Main, the German Design Council has honoured outstanding design achievements with the annual German Design Award for the past 60 years.

Among the distinguishing features of MAN’s Jetliner are powerful proportions with forward-thrusting dynamics. “Because of its dynamic design and especially the stream-lined sides, the coach has a really fluid and forward-moving appearance. It looks as though it’s already in motion while it’s still stationary,” says Stephan Schönherr, Vice President Design Bus at MAN. The smooth

surface, drag coefficient-optimised silhouette and clearly defined lines are all typical of the NEOPLAN image. The premium design stand-ards are also reflected by the vehicle’s interior, offering both driver and passengers a pleas-ant atmosphere with maximum functionali-ty. According to Stephan Schönherr and his successful design team, the coach is shaped by a comprehensive approach that incorpo-rates holistic elements and the harmony between interior and exterior characteristics. “The NEOPLAN Jetliner definitely deserved this award. We reinterpreted an already estab-lished concept, thus significantly modernis-ing the vehicle as the youngest representative of the NEOPLAN brand.”

Since 2002, MAN and NEOPLAN brand coaches have received a total of 12 accolades for design, including the prestigious Red Dot Design Award and the iF DESIGN AWARD.

An image gallery of design prizes and an interview with Stephan Schönherr are avail-able at > www.man.eu/discovermanbusdesign

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Three counTries, 9,000 kilomeTres, 43° Celsius maximum temperature, 4,500 me-tres altitude: In this year’s Dakar Rally through Argentina, Bolivia and Chile, the trucks were once again pushed to the limits of endurance. The 15 participating MAN vehicles withstood the extreme conditions especially well: In the overall rankings, two MAN prototypes crewed by the VEKA racing team made it into the top 10, coming in fourth and eighth. In the catego-ry of vehicles close to production, MAN even finished in first and second place, and also managed a decisive lead in the three-axle

One of the front runners: Carrying the number 503, the MAN prototype

starting for the VEKA racing team took fourth place in the overall ranking.

class. This result not only made MAN the sec-ond-best manufacturer in the top 10 after Kamaz, but also delivered yet another success story: Out of MAN’s 15 racing trucks, only one vehicle malfunctioned due to a technical de-fect. This serves to prove the outstanding ro-bustness of MAN racers, as well as the sterling work of the MAN service team. With thou-sands of replacement parts and in-depth com-petence in case of complicated repairs, the of-ficial MAN service truck lent much support, while 50 additional MAN brand trucks carried parts and equipment needed en route by the participating teams.

The MAN works team led by Hans Echter, Hans-Werner Nell and Josef Kreppold also cel-ebrated a special anniversary at this year’s Dakar Rally. The three mechanics have been starting in the now South American desert event for a full decade. “It is quite normal that teams will stay together for three or four years,” says Josef Kreppold. “Yet to find the same team starting with the same vehicle for 10 years in a row is absolutely exceptional and totally unique as a combination.”

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Home port New York: Norwegian Cruise Line operates vessels for luxury cruises in the Caribbean.

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certainly not a common sight, the an-chored vessel rising up against the skyline of Manhattan. It is decidedly not one of the small ferries shuttling to and from the Statue of Liberty and Staten Island, but rather one of the world’s largest and most modern cruise ships. The US-based shipping company Nor-wegian Cruise Line (NCL) sails the eastern wa-ters of the Caribbean with its ships Norwegian Breakaway and Norwegian Getaway. Both ves-sels are part of NCL’s Breakaway class, each with room for 4,028 guests and a crew of 1,640, and designed to fundamentally improve the cruising experience.

With the new ships built by the Meyer Werft in Papenburg, Germany, the shipyard relied on the know-how and experience of MAN Diesel & Turbo to supply state-of-the-art engines for the luxury vessels. Thus, MAN equipped both the Norwegian Breakaway and Norwegian Getaway with two 12V and two 14V 48/60CR four-stroke medium-speed diesel

Modern machinery: Four-stroke MAN engines with common rail injection power the Breakaway class.

engines, each with with common rail injec-tion. Together, the four engines per ship deliver a performance of 84,840 hp. “Our common rail injection system offers a much better performance than conventional en-gines,” explains Benjamin Andres, Head of Order Management Cruise & Ferry at MAN Diesel & Turbo. “We are rather proud to con-tribute to the NCL fleet, thus helping to shape the future of modern cruising.”

Among the unusual characteristics of ships in the Breakaway class is the Freestyle Cruising concept, with no set meal times or formal dress code, but rather a brand-new deck design with easier passenger access to shops, restaurants and bars. Another four ships will be added by 2019 as part of the new Breakaway Plus line: The maiden voyage for the Norwegian Escape is scheduled for fall of 2015, with the Norwegian Bliss set to follow in 2016. Another two vessels are planned for 2018 and 2019.

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Ready for the future

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With 140 hp, the MAN S1H6 is the world’s most powerful diesel truck. A year later, MAN even markets a truck model with 150 hp.

Together with MAN engineers, Rudolf Diesel develops the first diesel engine.

In cooperation with the Saurer company, MAN builds the first trucks and buses in Lindau in southern Germany. One year later, production moves to MAN’s plant in Nuremberg.

1924MAN develops the first vehicle engine with direct diesel injection. This launches the triumphant success story of diesel engines in trucks – which continues until today.

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Looking back on a history of more than 250 years, the MAN Group celebrates yet another significant anniversary in 2015: The history of commercial vehicle construction at MAN began a century ago. An overview of the most important milestones.

E ntered into the trade register of the City of Nuremberg on 21 June 1915 was a new company, namely

“Lastwagenwerke M.A.N.-Saurer”. The compa-ny had been established as a joint venture between Maschinenfabrik Augsburg-Nürnberg AG and Saurer, a Swiss producer of commer-cial vehicles. Soon thereafter, the first MAN-Saurer three-tonne truck left the joint factory in Lindau, Germany, on Lake Constance, fol-lowed by the first buses used as long-distance coaches by the Imperial Post Office, and trans-porting passengers as well as letters and parcels. This was the beginning of commercial vehicle construction at MAN, a success story that has not only decisively shaped the history

of the company itself. With its advanced and often revolutionary innovations, MAN has sig-nificantly influenced the development of trucks and buses for the last 100 years – an en-deavour that continues to this very day.

Production shifted to the MAN plant in Nuremberg in 1916 and the company traded as “M.A.N. Lastwagenwerke” following the de-parture of Sauer two years later. In 1924, MAN presented the first truck with a direct diesel-injection engine – which formed the basis for the triumphant deployment of diesel engines in truck construction. It saved up to 75% of operating costs compared with the gasoline engines common at the time. Back then, economy and efficiency were already two

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The MAN truck F8 with its V8 180-hp engine becomes a flagship of Germany’s emerging “economic miracle” period.

The first German truck engine with exhaust turbo-charging achieves a 35% performance improvement over conventional truck engines: the six-cylinder engine MAN 1546 GT with 175 hp instead of 130 hp.

The production of trucks, buses and tractors moves from Nuremberg to the new plant in Munich. The first truck coming off the production line is an MAN 515 L1. Engine production remains in Nuremberg.

With the 750 HO, MAN introduces the first bus with a modular chassis for city and regional buses as well as travel coaches to the market.

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essential development targets of MAN, objec-tives that still apply today. That same year, MAN produced the first low-floor bus with a specially designed low-frame chassis. Until then, buses previously built by MAN had been based on a truck chassis.

in 1928, man presented its first three- axle truck, which became the precursor of all subsequent heavy-duty trucks made by MAN. In 1932, the S1H6 truck was equipped with a D4086 diesel engine that delivered 140 hp – then considered the most powerful diesel truck in the world. The next technical mile-stone was reached in 1937 with the develop-ment of an extremely fuel-efficient direct- injection diesel engine and the introduction of the all-wheel drive.

Trucks were much in demand during re-construction work after World War II. In the 1950s, the MAN F8 with its 180-hp V8 motor

advanced to the flagship of the economic miracle period experienced by a still-young Federal Republic of Germany. As early as 1951, MAN was already demonstrating its level of innovation when it introduced the first German truck engine with exhaust gas tur-bocharging. The six-cylinder engine achieved 175 hp with an 8.72-litre displacement, a remarkable performance increase of 35%. In 1955, MAN moved truck and bus production to its new site in Munich. The Nuremberg plant evolved into the centre of competence for engine production.

MAN also repeatedly proved its innova-tive powers in bus construction. In 1961, the company introduced the market to the 750 HO, the first bus in modular design. Different structure variants were mounted on a standardised chassis for regular line service and regional buses, as well as long- distance travel coaches.

In 1932, MAN’s S1H6 with its 140-hp engine was the world’s strongest diesel truck. Issued one year later was an even more powerful version with 150 hp.

horsepower140

MAN introduces the F90 series, with a completely new driver’s cab, to the market.

Start of a collaboration with Volkswagen Nutzfahrzeuge to develop a light vehicle range from 6 to 10 tonnes gross weight. Production of the so-called VW-MAN joint series begins in 1979.

MAN receives the “Truck of the Year” award for the first time, with the 19.280 model.

MAN acquires the ÖAF and Büssing Automobilwerke. The Büssing lion is adopted in MAN’s logo.

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When acquiring Büssing Automobilwerke and the company’s plant in Salzgitter in 1971, MAN adopted Büssing’s specialised under-floor engine technology as well as the specific Büssing logo for its own corporate identity. The stylised Brunswick Lion has since deco-rated the radiator grille of all commercial vehicles made by MAN. In the late 1970s, MAN began a collaboration with VW in the light-truck segment, with the G-series’ six- and eight-tonne trucks jointly produced until 1993. Today, MAN is part of the VW Group.

the show horses of MAN have always remained the short-hooded trucks for construction work and heavy-duty forward- controlled trucks for long-distance transport – including the 19.280 type that was the first MAN truck to receive the “Truck of the Year” award in 1978. Numerous awards followed, such as for the MAN F90 introduced in 1986

and recognised as “Truck of the Year” the fol-lowing year. Especially the generous driver’s cab of the F90 left a lasting impression. Then as today, driver ergonomics and comfort have always been of major concern for MAN de-signers. The most successful truck model of the 1990s was the F2000. The heavy-duty se-ries already featured standard engines with electronic injection control back in 1994.

MAN buses also had their milestones. In 1992, MAN presented the Lion’s Star, a travel coach that would shape the names of all MAN bus generations to come. With drag coeffi-cient value of 0.41, the long-distance high-decker was especially aerodynamic and there-fore fuel-efficient.

New innovations marked the entry into a new millennium. In 2000, the “Trucknology Generation Type A”, or TGA series, set new standards in terms of comfort and ergonom-ics, as well as new technologies such as the

The travel coach MAN Lion’s Star enters the market and is named “Coach of the Year”.

The presentation of the Trucknology Generation TGA is the starting point of a major product campaign.

“the past and present success of MAN is defined by industry expertise, customer focus and innovative drive.”Henning Stibbe, Head of the Historical Archive, MAN Truck & Bus

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2001MAN acquires the brands NEOPLAN, ERF and Star.

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MAN TipMatic or MAN Comfort-Shift for opti-mised gear changing. Acquiring the NEOPLAN brand in 2001 strengthened MAN’s position in the premium travel-coach segment.

Introducing the D20 engines with com-mon rail injection in 2004 was a real mile-stone in engine technology. MAN was the first commercial vehicle manufacturer to convert all its engines to this economical and environmentally friendly, electronically con-trolled injection method. MAN also modern-ised the light and medium series by introduc-ing the TGL and the TGM in 2005. Meeting Euro 4, the exhaust gas standard at the time, could be achieved through a combination of exhaust gas recycling and particle filters without any additives such as AdBlue. Two years later, two models were to succeed the TGA in the heavy-duty series: While the TGX is designed for long-distance transport, the TGS operates in the areas of traction and

heavy-duty distribution. Both MAN models received the “Truck of the Year” award for the seventh time – an industry record.

In 2010, MAN began serial production of a city bus with a hybrid drive, the Lion’s City Hybrid. Due to its innovative hybrid drive, this vehicle saves up to 30% in fuel. The model quickly became a huge success and received the ÖkoGlobe Award in 2011 and the Green Bus Award in 2012 for its sustainable concept.

The developmenT of resource-saving and environmentally friendly vehicles has always been one of the main objectives of MAN Truck & Bus. Meeting the latest exhaust gas standard Euro 6 was a challenge met by MAN in 2012 with its latest generation of TG vehicles. These fulfil the strictest require-ments with maximum fuel efficiency. In the autumn of 2014, MAN introduced the latest engine generation D38, representing the

“This century-old success story wrote the basis for a future filled with ideas and an innovative spirit.”Dr. Georg Pachta-Reyhofen, Chief Executive Officer, MAN SE

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The market launch of the TGL and TGM models in the light- and medium-weight class from 7.5 to 26 tonnes completes the MAN Trucknology Generation.

The MAN Hybrid city bus enters series production.

In the heavy-duty truck series, the TGA develops into the MAN TGS and TGX models. Both are awarded the “Truck of the Year 2008” title by trade journalists.

Introduction of the D20 Common Rail engine series offers an entirely new, electronically controlled injection technology.

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current culmination of 100 years of engine development for commercial vehicles. Utilis-ing a two-stage turbocharger, the frugal Euro 6 diesel engines reach up to 640 hp.

driving factors in today’s product devel-opment include sustainability and corporate climate goals, as well as policy frameworks and the limited availability of fossil fuels. MAN is therefore investigating the advanced development of various alternative drive con-cepts. In future, hybrid drives in commercial vehicles will be part of the drive concept in all application areas. Urban buses already use a serial diesel/electric hybrid drive. As for the commercial vehicles sector, MAN introduced the TGX Hybrid at the 2014 IAA exhibit as a concept vehicle for a TCO-optimised truck hy-brid drive in long-distance transport. An all-electrically-operated heavy truck with Range Extender for operating in urban environs, the

Metropolis research vehicle conceptualised by MAN is currently in its test phase.

Compressed natural gas (CNG) and biogas are already available as alternatives. Engines suitable for CNG can also run on biogas in an almost CO2-neutral manner, as exemplified by the new Lion’s City GL CNG natural gas ar-ticulated vehicle that won the “Bus of the Year 2015” award. The established range of natural gas city buses will be supplemented by trucks with a CNG drive in 2016.

Future-forecast analysts investigate global megatrends and define the direction for devel-oping future vehicle generations. In its pre- development, MAN is working on vehicles that no longer require a driver for certain activities, such as safety vehicles securing motorway construction sites. These and other entirely new ideas will serve MAN Truck & Bus in continuously driving the advancement of state-of-the-art commercial vehicles in future.

While MAN has built commercial vehicles for a century, the historical roots of today’s MAN Group can be traced back to three starting points: the founding of the St. Antony iron-works in Oberhausen in 1758 as well as the Sandersche Maschinenfabrik in 1840 and the establishment of the Eisengießerei und Maschinenfabrik Klett & Comp in Nuremberg in 1841. In 1878, the St. Antony ironworks merged with two other ironworks in the Ruhr area to form the “Gutehoffnungshütte” (GHH), while the two southern German predecessor companies merged to form Maschinenfabrik Augsburg-Nürnberg AG in 1898 – abbreviated to the name MAN. From 1893 to 1897, Rudolf Diesel developed the first diesel engine in this Augsburg factory, which provided the basis for later engine generations in MAN’s commercial vehicle construction. In 1921, MAN and GHH merged to form the company still existing today, which has been part of the VW Group since 2011.

250 years of Man history

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2011Return of a legend: The double-decker NEOPLAN Skyliner re-enters the market.

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The articulated natural gas Lion’s City GL CNG is named “Bus of the Year”.

The new D38 Euro 6 engines are offered for the MAN TGX series with 520 hp to 640 hp.

Premiere: Euro-6 compliant MAN TG vehicles in the TGL, TGM, TGS and TGX series

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in 2014, the man group saved more than 105,000 tonnes of CO2 as compared with the reference year 2008, which amounts to more than 19% less harmful climate gas. According-ly, the company succeeded in reducing its CO2 emissions by another 5% compared with the previous year. As MAN takes its corporate re-sponsibility for climate protection seriously, the company developed a climate strategy in 2011. The target: a reduction of annual CO2 emissions at all production sites by 25% until 2020 in comparison with the base year 2008. That amounts to 135,000 tonnes less CO2 each year, roughly the equivalent of emissions produced by a small German town of 15,000 residents. With the results for 2014, MAN has taken another step towards reaching this target. The successful outcome has resulted from a multitude of measures to effectively reduce CO2 emissions. These include not only

Climate goal in sightThe photovoltaic system renders the MAN plant in Pinetown, South Africa, a climate-neutral site. more efficient technologies in the production

process, but also optimised heating and ventilation systems or the use of renewable energy sources.

One outstanding measure contributing to climate targets at MAN Truck & Bus was the installation of a photovoltaic system at its Pinetown site in South Africa. Since December 2014, the system has supplied the truck and bus chassis production plant with clean ener-gy. This makes Pinetown a climate-neutral site as of 2015, while the solar system also renders it independent of energy price fluctuations. Thus, the investment will be amortised in just a few years. Another example of environmen-tal protection initiatives is MAN Diesel & Turbo’s site in Frederikshavn, Denmark, where a system recovering the exhaust heat from an engine testing centre supplies about 250 households with district heating.

For a green future: MAN intends to cut CO2 emission levels

of 2008 by 25% until 2020.

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based in South Africa and Namibia, the logistics expert Imperial Cargo has just expanded its fleet by adding 60 MAN TGS trucks for long-haul transport. The 60 new vehicles will cover on average 16,000 kilometres per month, or practi-cally 200,000 kilometres in a year. They supplement the 44 TGS vehicles already owned by the company.

Christo Theron, Managing Director of the Imperial Cargo Group, trusts his posi-tive experience with MAN’s TGS model in the past: “We subject every new truck that we add to our fleet to strenuous tests, especially with regard to fuel consump-tion. The MAN TGS vehicles in our long-haul fleet score impressively with a 10% lower consumption rate compared with other brands.” The trucks are typically

operated with two trailers attached, ex-plains Theron. “Each truck transports a payload of around 36 tonnes. The TGS offers the perfect balance between performance, payload and efficient fuel consumption, so the overall operating costs achieved will set new standards. Our drivers are delighted with the MAN vehicles, as they are very comfortable and easy to handle. Another important factor for us is the customer service we receive from MAN’s branch in Cape Town. Re-sponse times are short, and we are in reg-ular contact with them for planning our scheduled servicing.” Imperial Cargo serves long-distance routes in South Af-rica and Namibia, as well as in the neigh-bouring countries of Zimbabwe, Zambia, Angola, Botswana and Mozambique.

imperial Cargo keeps counting on Man

MAN TGS power for Africa: The trucks of the South African logistics company Imperial Cargo operate in South Africa, Namibia, Zimbabwe, Zambia, Angola, Botswana and Mozambique.

Petroleum Arrows, Egypt’s national company for fuel logistics, is modernis-ing its fleet with the addition of 300 MAN tractor-trailer units. The company has maintained MAN trucks in its fleet for decades. The associated tanker semitrailers will be delivered by Egyptian MAN importer Gorica.

TGs for eGypT300

Hybrid drives are likely to play an impor-tant role in powering the commercial vehicles of the future. With its TGX Hybrid, MAN has for the first time introduced a hybrid vehicle concept for long-distance transport. The truck is powered by a parallel hybrid system, combining a 440-hp diesel engine and an electric engine with an output of 130 kilo-watts. While the diesel engine serves as the main drive, the electrical motor operates in overrun mode and as a generator when brak-ing. Thereby regained energy is stored in a battery and utilised in uphill road conditions to support the diesel engine torque. With its fuel savings, the TGX Hybrid reduces its CO2 emissions by approximately 8%.

Hybrid truck concept

Futuristic design: Presented at the 2014 IAA trade show, the MAN TGX Hybrid demonstrates the advantages of a hybrid drive with lower CO2 emissions and fuel usage.

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When purchasing a neW truck, overall cost calculation ought to place a strong em-phasis on the total cost of ownership (TCO) – namely the total operating costs for the vehi-cle from procurement through retirement. To enable customers to work out the TCO of their future MAN truck or bus in a fast and reliable fashion, MAN Truck & Bus now offers a TCO

Optimizer tool. Available on the MAN website, this online calculator allows for listing all the important factors, such as fuel consumption and the cost of repairs and servicing. In addi-tion, it shows how intelligent MAN solutions provide the basis for cutting costs and profi-ciently maximise potential. The TCO calcula-tor can be found at > www.man.eu/tco-optimizer

controlling costs with man’s tcO tool

anfavea, brazil’s assOciatiOn of Automotive Manufacturers, has confirmed MAN Latin America’s market leadership position for trucks in Brazil for the twelfth year in succession. The company finished the year 2014 with 36,157 licensed vehicles on the roads.

On the list of the top ten truck sellers in Brazil, MAN Latin America is also represented by three truck models. With 7,673 registered units, the “VW Constellation 24.280 6x2” model main-tained its first place. The truck comes equipped with an efficient 275-hp engine as well as cost-cutting EGR emission technology, and is suitable for short-, medium- or long-haul transport opera-tions. The light VW Delivery 8.160 truck came in second place with 5,742 units, while the VW Delivery 10.160 finished in ninth place. The company also scored rather well in the category of buses, taking second position with 6,480 licenced vehicles.

MAN Latin America is the largest truck manufacturer in South America and operates one of the world’s most advanced produc-tion sites for trucks and buses with its plant in Resende.

market leader for the 12th time

Ahead of the pack again: With its top model VW Constellation 24.280, MAN Latin America is market leader for trucks in Brazil for the 12th time.

DB Regio Bus, Germany’s largest bus travel provider, placed an order with MAN Truck & Bus for up to 435 municipal and regional buses for 2015 and 2016, amounting to a value of around €100 million. The subsidiary of Deutsche Bahn (German Rail) retains the option of ordering an additional 380 municipal and regional buses for the years 2017 and 2018. The framework agreement with MAN specifies modern municipal and regional buses of models MAN Lion’s City, MAN Lion’s City Ü and MAN Lion’s City G/GÜ.

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Alongside the MAn B&W 12s90Me-C MArk 9.2,

an adult human being looks positively tiny. It is, af-ter all, the largest engine ever built. Measuring more than 15 metres in height, the two-stroke diesel engine provides the drive power for yet another record-breaking ship: The CSCL Globe, which is cur-rently the largest seafaring vessel in the world. Owned by China Shipping Container Lines Co. Ltd. (CSCL), the container ship is just under 400 metres long and 58.60 metres wide, and can hold 19,000 standard containers. It set off on its maiden voyage in early 2015.

The MAN B&W diesel engine has a maximum performance of 69,709 kilowatts, with 84 revolu-tions per minute. For its deployment on the CSCL Globe, however, it had been scaled down to 56,900 kilowatts. The engine was built at HHI-EMD, a sub-sidiary of the South Korean company Hyundai Heavy Industries Ltd.

Based in Shanghai, China Shipping Container Lines Co. Ltd. is one of the largest container ship-ping companies in the world. CSCL belongs to the China Shipping Group, which has ordered engines for other container ships from MAN Diesel & Turbo in the past.

the MAjor trAnsport company H.Essers, based in Genk, Belgium, has asked MAN to supply 700 TGX vehicles. The logistics specialist known for its characteristic red and white truck designs thereby continues its long standing partnership with MAN. In making its purchasing decision, H.Essers company relied on a comparison of all shortlisted vehicles based on straightforward TCO (total cost of ownership) criteria. The TGX with Euro 6 compli-ance emerged as the clear winner. The H.Essers fleet consists of 1,250 trucks, with 95% supplied by MAN. Other than the quality of the vehicles, H.Essers also values MAN’s comprehensive customer service. H.Essers has some 3,900 employees working at 37 offices in 11 European countries.

Big order from Belgium

David and Goliath: The MAN B&W 12S90ME-C Mark 9.2 is about

eight times as tall as a grown man.

In MAN we trust: 700 MAN TGX trucks in the company’s typical red and white colours were ordered by the major Belgian freight forwarding company H.Essers.

the world’s largest engine

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Flagship: With the TGX D38, the beverage hauler Tiger-Trans has added a new and efficient powerhouse to its vehicle fleet.

Full speed ahead in beverage logistics: The efficient transport of bottles is heavy-duty work, yet the TGX D38 meets even the toughest challenges.

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Wolfgang Müller covers many thousand kilometres with his truck every year and frequently under full load. This requires powerful vehicles such as the TGX D38.

140 000kilometres

s haking her feathery pillows vig-orously on this January day, the fairy tale figure Mother Hulda

probably meant well. Rays of morning sun sparkle on the snow and the road winds its way through the distant countryside, akin to a widely curved strip of asphalt. Bare, knotted orchard trees form narrow lines, while the horizon is confined by snow-covered Alpine peaks reaching for the sky. Wolfgang Müller is underway in the Lake Constance region and today covers the distance between Kißlegg and Meckatz. “This is where other people come for a holiday,” he observes. The 47-year-old professional driver transports beverage pallets to the Meckatz Brewery with his truck of 16.5 metres and 40 tonnes – a job for heavyweights.

Wolfgang Müller has been steering this brand-new, bright-red TGX D38 for a fortnight, christening it the “highway baron”. It’s the flagship of his employer, the beverage logis-tics company Tiger-Trans in Neukirch. The truck is MAN’s latest top model, with Tiger-Trans being among the first customers to re-ceive one. “It definitely needed a special name,” says Müller, “after all, this vehicle of 40 tonnes puts a whacking 560 hp and state-of-the-art technology on the road.” Perfor-mance and technical sophistication are re-quired for this job, as the considerable load of 56 beverage pallets finds room on the jumbo-sized tractor trailer with dual-level loading. “This is actually the largest beverage trans-porter in its class,” explains Müller. He proud-ly reports that driver colleagues repeatedly ask about his spectacular high-tech rig when-ever he stops at service stations.

“all of our drivers have their own vehi-cle,” comments Udo Hunstiger, 46. Together with his brother Jürgen, he has been manag-ing the beverage hauler Tiger-Trans since 1989. The company fleet comprises 21 trucks. In the spring, when beverage demand tends to experience a seasonal drop, Tiger-Trans also transports plants from Tuscany and wine from all over Italy. “In the case of both our beverage and plant shipments, we practically

High-tech truck: The new TGX D38 acquired by Tiger-Trans features 560 hp and highly sophisticated technology.

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“MAN technology simplifies life for us drivers.” Wolfgang Müller, truck driver with Tiger-Trans

Reliable partner: Wolfgang Müller spends numerous long hours with his vehicle and

considers the TGX “a brilliant piece of work”.

Powerful: The TGX D38 offers maximum torque of 2,700 newton metres as fully available in all gears.

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In the app: Accompany Wolfgang Müller’s tour with his new TGX D38.

always operate under full loads,” explains Hunstiger. Especially when crossing the Alps, powerful traction vehicles such as the TGX are “a real blessing”, he says.

Udo Hunstiger knows what he is talking about, as he occasionally takes a seat behind the wheel himself. “My father always used to say that you can recognise a company by its vehicle,” remembers Hunstiger. “Our drivers and their vehicles are the essential business card when interacting with our customers.” Drivers enjoying their trucks and appreciat-ing their driving experience results in a boost for motivation and customer satisfaction. “We effectively are working with precisely that combination,” concludes Hunstiger.

Wolfgang müller has been on the road on behalf of Tiger-Trans for 12 years. Every year, he covers a distance of around 140,000 kilo-metres. Sophisticated automotive technology “simplifies life for us drivers” – which is no-ticeable en route to the Meckatz brewery. While pulling off on an incline of 9%, the re-tarder gently brakes the 40-tonne truck on the descent, a bend to the right, another to the left and then all uphill again. “In mountainous terrain, I merely need two gears, which takes

no time at all,” marvels Müller. “Those MAN developers have truly created something ex-traordinary.” Especially the torque is “nothing short of brilliant”, he says. “At 70 kilometres per hour I drive in 12th gear. The machine pulls anything within a speed range of 900 to around 1,300 rpm. That’s where cubic capacity and the two-phase engine turbocharging make a perceptible difference.” Müller consid-ers the GPS-controlled EfficientCruise® sys-tem that recognises road topography to gener-ate a forecasting and intelligent shift strategy a “great service”. “All it needs is a little nudge,” he reports. Especially when on the motorway, he would not want to do without.

On arrival in Meckatz, Müller manoeuvres his beverage transporter into the delivery hall beneath the historic brewery building. He raises the side walls of his huge tractor trailer as if they were angel wings, with forklifts al-ready zooming in to rapidly pull the beverage pallets off the truck. These are replaced by beer cases and barrels for a beverage whole-saler on Lake Constance. While the forklift operators get the job done, Wolfgang Müller sums up his first handling impressions: “Espe-cially the efficiency of the TGX D38 was a pos-itive surprise,” he says. “While my old tractor rig used an average 37 litres of diesel for 100 kilometres, it’s come down to 30 litres, with as little as 28.5 litres, depending on the trailer’s tyre size. That makes quite a difference.”

About 20 minutes later, Wolfgang Müller’s beverage transporter has been loaded up with beer. He checks the load status on the cab’s dis-play: 9.3 tonnes on the drive axles, 16 tonnes on the trailer. All in perfect order. Müller starts up the engine and turns on the radio. It’s back onto the country roads. Powerful and surpris-ingly quiet, the 40-tonner hums on its way. Müller takes a deep breath: “What a great day. For me, there’s no better job than this.”

A video about the TGX D38 at Tiger-Trans is available on > www.man.eu/discovermantgxd38ontour“The drivers and

their vehicles are our essential business card.” Udo Hunstiger, Managing Director of Tiger-Trans

Full load: The TGX D38 is the most powerful truck in the Tiger-Trans fleet.

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For further information, visitwww.continental-truck-tires.com

Redefining regional: Conti Hybrid

The ever-increasing demands of today’s transport market require a new level of versatility for commercial vehicles. With its innovative technical features, the new Conti Hybrid tire line is equally at home on city streets, motorways or uneven roads – and offers the highest mileage and best fuel consumption in its class*.

By driving down your overall costs, the cutting-edge Conti Hybrid range is redefining regional, mile after mile after mile.

Conti Hybrid HS3

Conti Hybrid HD3

Conti Hybrid HT3

* valid for Conti Hybrid 17.5“ and 19.5“

GENERATION 3. DRIVEN BY YOUR NEEDS.

Conti_Hybrid_MAN_220x280_Mrz15.indd 1 24.02.15 15:40

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MAN’s works grounds in Munich harbour the so-called pre-series centre. Every new MAN truck originates here, the last stop before entering series production.

to series production To create the forerunner of the TGX D38 heavy-duty load transporter, thousands of individual components were fitted at nine assembly stations.

5 200single parts

t he future of all new MAN trac-tion engines begins in a plant workshop measuring 3,500

square metres that goes by the succinct and unpoetic name F8 – namely the pre-series cen-tre where so-called pre-series vehicles are built. These units are already longingly awaited by drive testers to run them through functionali-ty and durability trials under the most diverse climatic conditions. Long before that stage, however, the construction of pre-series re-volves primarily around securing the feasibili-ty of design implementation. In the lab envi-ronment of the pre-series centre, the truck con-struction process is therefore simulated as realistically as possible to gain insights for improving individual components from both the production and logistics point of view. When walking into Hall F8, the impression more closely mirrors actual series production rather than a workshop. The challenge of secur-ing series maturity for buses and trucks is met by a team of ramp-up experts and pre-series vehicle constructors. These employees know their product inside and out and in all electri-cal, electronic, pneumatic and mechanical de-tails. Construction of pre-series vehicles can be conducted physically in the hall or virtually in the so-called Cave. Sometimes extended over

the course of weeks and months, the safe-guarding process is steered by the change con-trol centre team, which is headed by ramp-up expert Josef Gilek. With the company since 1991, he is responsible for coordinating and balancing theory and practice, thereby per-forming the services of a kind of travelling salesman for production. Every week he shut-tles between the different MAN production sites for heavy-duty vehicles to coordinate shared product launches. Just as he commuted between Munich and Vienna in May 2014, when assembly of a pre-series vehicle named 87X0252 was nearing its final phase: a truck of a new heavy-load traction vehicle generation with a D38 engine. “The biggest challenge in this project was the switch from Euro 5 to Euro 6,” discloses Gilek. In other words, moving from the previous eight-cylinder generation to tur-bocharged six-cylinder engines with an overall output of 640 hp. And as heavy-goods trans-port depends on road power more than any-thing else, MAN’s power vehicle of the next generation can depend on a power train that combines the established 12-gear automatic transmission with a stronger torque converter to get the job done. To set loads of even 250 tonnes into smooth yet powerful motion, 3,000 newton metres should suffice. Mean-while, the newly developed Turbo EVB engine brake provides continuously effective braking power at all times. Generally speaking, other than the chassis, everything in this truck is new.

when visiting the pre-series centre, it be-comes apparent that the project is in its final stages. The truck has already passed through six out of a total of nine assembly stations,

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with most of the roughly 5,200 individual parts already fitted. There it rises in gleaming black – the vision of engineering art and me-chanical skill made real. Merely the wheels appear a little out of place, as they look a little too delicate for the massive body. Mounted specially for treatment in the paint plant, however, they will soon be replaced by mas-sively wide tyre rollers, as is only suitable for a heavy-goods transporter of this calibre. After the finishing process at station 9, inter-nally known as commissioning, the 87X0252 will have the correct wheels.

Right now the foReRunneR is still at sta-tion 7, where the engine has already been fit-ted and the cooling tower is still to come. Hovering above the chassis, it floats suspend-ed from the heavy steel ropes of the crane that travels along the workshop ceiling. And this is a tower that deserves its name: 2.7 me-tres high, 2.3 metres wide, with a net weight of 450 kilos. Once installed at its destination directly behind the driver’s cab, with all the cables that still spill out like synthetic tenta-cles connected, fastened and checked for sealing tightness, its storage systems will be filled up and brought to life: The diesel tank takes 960 litres and swallows 260 litres for the hydraulic fluids. The inner workings of the steel colossus also include a water cooling system with two coolers, several compressed-air containers and a range of electronic parts. In combination with all the other com-ponents, the cooling tower becomes an indis-pensable element of the heavy load trans-porter. Josef Gilek explains: “The enormous stress put on the engine, especially at times when the heavy-duty load vehicle moves at a crawl, result in high operating tempera-tures. It’s the job of the cooling tower to keep those within certain limits.” A scene at the European space centre in Kourou, French

Centrepiece: The 640-hp engine is shipped from Nuremberg to Munich and fitted there.

Vital functionality: Erasmus Breitsameter is responsible for the cooling tower installation on the pre-series vehicle.

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Guiana, visualises that tower’s literally cool performance: Two of MAN’s heavy-duty load transporters are working in push-and-pull tandem to move the fully fuelled Ariane 5 rocket and her total weight of about 780 tonnes up the starting ramp. These cooling towers are busy!

Erasmus Breitsameter, a still sprightly 60-year-old and professional automotive me-chanic who has been with MAN since 1975, sets up the cooling tower. On his to-do list: Connect 12 hydraulic hoses, six water hoses, five ventilation and 12 polyamide com-pressed-air lines, and then secure the tower. Eight screws with spring caps, each 14 centi-metres long and with a 1.5-centimetre diam-eter, ensure the necessary stability, while still allowing for flexible response. “Without the springs,” observes the experienced MAN me-chanic, “it would just be a matter of time be-fore the cooling tower tears loose from its bracing.” Meanwhile, Josef Gilek conducts a discussion with Florian Müller, who is a developer responsible for engine cooling, to define the production-compliant interpreta-tion of a mounting bracket. On the basis of a joint sketch drawn by hand directly at the vehicle, Müller will now establish the official design data that serves as the foundation for manufacturing the physical component. This process often lasts no longer than a day. An important aspect, considering that testing is already waiting for the vehicle.

as the penultimate stop, Station 8 is cer-tainly not an intensive-care ward, but rather the icing on the cake. The remaining task at hand is fitting the hydraulically adjustable driver’s cab, sufficiently secured with four screws. Only when 87X0252 receives its XXL cab does the structure lend this forerunner its real and definitive identity. So there it stands in all its glory with a bright red driver’s cab and the massive cooling tower installed behind it. Station 9, the stop for initial com-missioning, marks the final interlude for ve-hicle construction. Upon concluding the pro-ject, series production can finally commence on 1 July 2015: From the first drawing and moving through countless safeguarding and validation cycles, a giant was finally born.

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“We propose solutions for weak points before they even appear.” Josef Gilek, Ramp-up Manager at MAN

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Station 8: Before commissioning, the

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In the depths of the Bernburg mine, salt is extracted far beneath the ground. This operation requires vehicles that can easily cope with the challenging terrain – such as the Euro 6 HydroDrive by MAN. Before it can go into service at the bottom of the pit, however, the truck is dismantled and transported below in its individual components.

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O nce the iron door slides into place, a bucking elevator hurtles down to a depth of 500 metres

below ground, with ears subjected to the same kind of pressure as experienced in a plane at altitude. Once arrived down under, the world has changed entirely: Neon light illuminates the outer area, an assortment of jeeps awaits. Traversing the mine in all directions is a laby-rinth of passages and tunnels. While seeming-ly an impenetrable tangle of paths, it is indeed an established road network for the crew that works here every day. At a balmy 25°C, a re-freshing scent lies in the air: salt. It is a univer-sal sensation – everything here consists of salt. Walls and ceilings glitter in places, generally

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Pit operations: At the Bernburg salt mine, MAN’s push-off dumpers are the service vehicle of choice.

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“it’s much more cost- efficient for us to convert man vehicles.”Volker Grzeschuchna, Head of M+E Technology at Esco

The truck’s journey into the depths: 1 Dismantling: The vehicle is taken apart above ground. 2 On the hook: descent to the mine through a narrow shaft. 3 Full focus: A staff member manoeuvres the trucks parts via a joystick. 4 Arrival: The individual parts are received at the bottom of the mine.

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white or grey. In areas where other sediments have accumulated, streaks of rusty red, brown or even blue shimmer through. The floor is smooth and hard: To facilitate the employ-ment of heavy equipment, specific road con-struction is implemented by using finely grat-ed salt and water. Salt is in the air, inhaled and soon enough even the visitor’s skin will taste of it. Salt dust covers machinery, tools and ve-hicles. “Due to the low humidity in here, salt does no harm,” says Volker Grzeschuchna. “Yet if you brought this jeep back up to the surface, it would immediately start rusting and fall apart in a couple of days.”

Grzeschuchna heads M+E Underground Technology at the European Salt Company (Esco) in Bernburg an der Saale. The East German mine has been sourced for salt since 1912 and covers about 25 square kilometres. Grzeschuchna is below ground every day to ensure smooth operations. His responsibili-ties cover not only all electrical equipment, cables, power supply, lighting and the convey-or belts, but also the vehicle fleet with its mas-sively heavy mining machinery and the four-axle unloading tippers and three-axle roll-off skip loaders supplied by MAN that were hauled down to the tunnel in piece parts.

“moving the new vehicles down here was a real adventure,” recalls Uwe Müller, Works Manager at Gress + Zapp Bernburg. The com-

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MAN’s HydroDrive system offers more traction in off-road conditions. In addition, trucks with HydroDrive are 400 kilos lighter and lower than conventional all-wheel vehicles and therefore ideally suited for work underground.

kilograms400

pany is one of MAN’s service partners and specialised in the transport and maintenance of trucks underground. “We had to dismantle the truck, get the individual parts down below and then reassemble them.” Three mechanics worked for a week to take the vehi-cle apart. “Stowing the parts in boxes and low-ering them down on a hook was not really an issue,” says Müller, “yet the driver’s cab, the body structure and especially the three-axle chassis proved a much bigger challenge. It’s more than eight metres long, with a width just a few centimetres less than the diameter of the transport shaft. That took us three at-tempts.” Once below, the vehicle was reassem-bled during the course of two weeks until ready for its first mission. Müller remains un-perturbed by the fact that the truck delivery was not exactly an easy exercise – and Esco has ordered four more dump loaders and one skip load vehicle from MAN: “It’s much more cost-effective for us to convert MAN dumpers than to purchase special mining equipment,” says Grzeschuchna. The vehicles are optimal-ly equipped for tackling subterranean assign-ments. “Those drivers’ cabs come with an au-tomatic fire-extinguishing system and a fil-tered ventilation system, for example,” says Thomas Triller, Sales Manager at MAN. The ceiling heights in the tunnels, explains Triller, are rarely a problem, but sometimes still a rather tight fit: “With its operating height of 3.35 metres, the vehicle can cope with the re-quired ceiling heights.”

To safely sTeer their machinery, the driv-ers receive specific instruction lessons by Heinrich Degenhart. “We first work through the theoretical part before going down the mine,” says the ProfiDrive trainer. Below ground, standard driving techniques are practised, including those for dump load trucks, explains the expert. One of the chal-lenges: “We are navigating tunnels where the terrain becomes rather slick and slippery. In some places, the salt has been compacted into a surface as smooth as glass.” After one day of

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Precision manoeuvre: When lowering the four-axle chassis,

every centimetre counts.

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training, the men are qualified to operate the vehicles. When ordering its roll-off skip load-ers, Esco specifically chose vehicles with HydroDrive, as additional traction at the front axle is an option when needed. “This means improved driving safety on unsur-faced terrain often found underground,” ex-plains Triller. In addition, the HydroDrive truck is lower than a conventional all-wheel vehicle – a considerable advantage and safety factor in the narrow tunnels down under. And with its weight reduced by up to 400 kilos, it also consumes less fuel. In mine operations, the HydroDrive roll-off skip loaders are re-sponsible for safety-related tasks, such as the transport of spare parts and explosives. Other customers also appreciate the advantages of-fered by the MAN HydroDrive: 11,000 vehicles have been sold since 2005.

The four-axle dump loader, on the other hand, is assigned to fill in the pits no longer

extracted for salt. The truck therefore carries a load of construction backfill materials to the upper edge of the pit and pushes it down – and repeats this action until the cavity is filled. As there is no overhead clearance for tipping, the mixture is pushed off the vehi-cle. “The process resembles a sort of press,” says Triller. “There is a prop under hydraulic pressure inside the loader walls, which push-es the material out the back of the vehicle as if on a rail.”

Down below now, a gigantic wheel loader rolls up and drives its shovel blades under lumps of salt taller than a human figure. The pit resembles a cathedral: 30 metres high, with glittering walls reflecting the visible sed-iment deposits that are 250 million years old. Lumbering and groaning, the wheeler rolls away and tips the salt blocks into the gorge of a shredder, where the saline substance is bro-ken down and deposited on a conveyor belt. It will eventually find its way up, above the sur-face and into the light of day, to find use as gritting or table salt.

Grzeschuchna is satisfied. Business is going well, further acquisitions are in the pipeline. “The MAN dump loader has per-formed well in the test phase. We’ll probably be ordering more vehicles before the end of this year.”

“MAN’s Hydro-Drive improves driving safety on any un-surfaced terrain.”Thomas Triller, Sales Manager at MAN

Watch the spectacular truck transport below the ground in the app.

Ready to roll: It takes two weeks to reassemble the truck at the bottom of the pit before it can go into service.

MAN MAgAziNe

Pit vehicle: The MAN roll-off dumper truck with HydroDrive is a reliable team member in the Bernburg salt mine.

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*Provides a guide according to 561/2006.

** By implementing unique screens in the latest SE5000 to provide extra information to drivers, infringements in a sample of real data taken from 108 drivers, examined over 180 days using any digital tachograph prior to April 2012 for 90 days, followed by an SE5000 Rev 7.4 or 7.5 for 90 days, showed 60% reduction in actual infringements.

CHOOSE THE MAN STANDARD TACHOGRAPHCHOOSE THE SE5000 EXAKT DUO

60% LESS INFRINGEMENTS

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The SE5000 Exakt ‘One Minute Rule’ tachograph now comes with Duo

Get the SE5000 Exakt Duo now at your nearest MAN dealer or for more information and for the chance to win an iPad mini go to www.SE5000.com/MAN

Developed in consultation with drivers, new Duo technology is a decision support tool that gives real-time updates on driving and rest time – removing all the hassle and confusion away from drivers. This free of charge tool helps them optimise their time on the road and adapt to any changes in their journey, as well as helping them to stay legal, avoiding costly fines*. Duo Technology has been shown to reduce infringements by an average of 60%**, making the SE5000 Exakt Duo the tachograph for a better, more efficient fleet.

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update for a better line

J ourneying from Munich up to Hanover, yet not on a direct route but rather via Austria, Italy, France,

Spain and Belgium: This test drive of 5,271 kilo­metres was designed to prove the efficiency of the new MAN TGX EfficientLine 2. After eight days and having scaled 31,075 elevation metres, it became evident that the test drive had been a complete success. Just in time for the new model presentation at the 2015 IAA Commer­cial Vehicles trade fair last autumn, MAN sent the new TGX and its predecessor, the Efficient­Line 1, on a comparative test run across Europe. “While the EfficientLine of the first generation is already a very economical vehicle, the new model saves another significantly increased amount of fuel,” sums up MAN ProfiDrive trainer Willibald Pfeffer, who sat behind the wheel of the new truck. An expert from Germany’s technical control association TÜV Süd supervised the trip from an escort vehicle. Despite challenging topographics – with 46% of the distance being uphill – the technical in­spection expert registered a frugal average

In terms of efficiency, MAN set a new milestone in long­distance transport with the TGX EfficientLine 2. Taking it on a comparative test drive across Europe with the predecessor model strongly proved the point.

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MAN ProfiDrive trainers instruct truck and coach drivers how to operate their vehicles in an optimised fashion. Besides advanced theoretical training, test drive centres in 25 countries also offer practical and hands-on training sessions, with the goal of making daily driving routines even safer and more economical. Each year, about 4,000 truck and coach drivers attend the MAN ProfiDrive training courses.

from experts for pros

The app contains a video of the comparative test drive across Europe.

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Changes in altitude: 46% of the chosen route was uphill to thoroughly test

the GPS EfficientCruise control system.

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consumption of 30.17 litres of diesel per 100 kilometres for the new EfficientLine 2 – around two litres less than the comparison ve-hicle with the identical weight.

The TesT convoy with two trucks and an escort vehicle each had set out from the MAN Truck Forum in Munich, heading south for the Brenner Pass. Moving past Piacenza in northern Italy and the French Côte d’Azur, the tour continued in a total of eight stages to Andalusia, across the mountain ranges of the Sierra Nevada, through France and Belgium, and finally to Hanover. “We deliberately

picked a route with large altitude differenc-es,” says Pfeffer. After all, the new GPS-based cruise control was to prove its capabilities: The system detects the topography of the road ahead with any inclines or descents, ini-tiates consumption-optimised speed adjust-ments, and appropriately suppresses shift-ins of the MAN Tipmatic during uphill gradients.

Due to GPS signal utilization, position and direction of the truck are determined on documented material with areal terrain data for ascents and declines. This factors in impact variables such as current load and engine revolutions, thereby calculating a

Hand in hand: The driver selects the speed parameters, the Efficient-

Cruise calculates the best speed to optimise consumption.

The technical standards agency TÜV Süd documented and escorted the test drive of both EfficientLine models. The new truck proved even more economical in fuel consumption than the previous vehicle generation.

6.57 %fuel savings

Touring Europe: The test drive covered five countries.

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Fuel savings: Despite topographically challenging conditions, the TGX EfficientLine 2 consumed merely 30.17 litres of diesel per 100 kilometres.

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suitable pace within the range of a speed preference selected by the driver a well as an adjustable, four-stage speed tolerance. “The cruise control system accelerates sooner than the driver would and likewise also cuts back at an earlier stage,” reports Pfeffer. “The technology gets it right, however: The truck took every hilltop at precisely the preset speed, and the system is very easy to operate. It’s certainly impressive.”

In addition, the MAN engineers designed the system to prevent any unpleasant cogging of the truck when drawing off the accelerator. “The vehicle steps off the gas just as any quali-fied good driver would do,” states Pfeffer. To further reduce diesel consumption, the engine has an extra torque of 200 newton me-tres in the upper gears, which keeps revolu-

Professionals at the wheel: MAN ProfiDrive trainers take a seat in the

driver cabs of the test trucks.

tions low and maximises economy. Due to higher pulling power, the driver can remain in the higher gear range longer, thus reducing shift-ins and the resulting temporary traction losses, such as on moderate motorway ascents. “Ultimately, it’s the overall tally of innova-tions that leads to an improved fuel economy over the predecessor model,” says Pfeffer.

Incidentally, slipstreaming did not play a role on the test drive. To not skew the com-parative study results, the two TGX trucks always rolled with about 45 minutes between them. Still, both reached their destination at the IAA Commercial Vehicles trade fair in Hanover just in time.

See the fuel efficiency champion in the in-teractive web special > www.man.eu/efficientline2

“The vehicle steps off the gas just as any qualified driver would do.” Willibald Pfeffer, MAN ProfiDrive trainer

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Systematic safety

aCCAdaptive Cruise Control

(ACC) monitors and continuously maintains the distance to other vehicles.

Should the driver fail to recognise a hazardous

situation in due time, the Emergency Braking

Assistant (EBA) automati-cally initiates an emergency

braking process.

eBa

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Human beings behind the wheel are the most important safety factor in road traffic. MAN supports the work of drivers with a wide range of innovative assistance systems.

Systematic safety

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L arger than anything else on the road, trucks and buses are fascinat-ing high-tech machines. While

their massive sizes alone award them a special status, it also moves the operators of trucks and buses into the spotlight in terms of safety and responsibility. MAN, however, does not leave drivers to their own devices, but rather offers them support through a range of intel-ligent assistance systems. In addition to the passive safety features of all MAN vehicles, these systems relieve drivers in both daily driving routines as well as critical situations, and help to avoid or at least reduce risks.

Many innovationS celebrated in the past as safety milestones have since become stand-ard – including the Anti-Blocking System (ABS) and Traction Control System (TCS). Among more recent additions, the Electronic Stability Programme (ESP) is the most widely known. As soon as a vehicle threatens to start skidding, ESP immediately intervenes – and much faster than even an experienced truck or bus driver could manage. The system reduces the drive momentum and applies the brakes to individual wheels as needed to sta-bilise the vehicle. After all, 44% of all single-vehicle truck accidents, can be avoided with ESP. Especially the monotonous solitude dur-ing long hauls or at night represents a particu-lar challenge to drivers, and here MAN has al-ready rendered support for several years with its Lane Guard Assistant (LGS). A video camera continuously monitors the road markings. Should they be crossed without signalling, a warning beep alerts the driver. Avoiding hazardous situations has entirely different

The Electronic Stability Programme (ESP) intervenes as soon as the vehicle threatens to skid and applies the brakes to individual wheels as needed.

eSp

LGSThe Lane Guard Assistant (LGS) monitors the road markings and issues a warning to the driver when crossing without indicating.

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aspects as well, however. Active Roll Stabilisa-tion or Continuous Damping Control (CDC), for example, reduces dangerous moments of inertia torque – which can occur in case of var-ying load weights or vehicles with a high grav-ity centre that can cause considerable lateral forces during braking or swerving manoeu-vres. In just split seconds, CDC adjusts the damping of each individual shock absorber to reduce the roll movement. The outcome for the driver includes shorter braking distances, more direct steering and improved safety.

yet interacting with other drivers can also result in risky situations – which is why Adaptive Cruise Control (ACC) is such a popu-lar assistance system. “Especially the avoid-ance of rear-end collisions is of vital impor-tance to us,” states Rudolf Ebner, responsible for Purchasing at the Quehenberger Group based in Austria. When placing a large order with MAN, Quehenberger had requested that the purchased TGX models be mainly equipped with the SafetyPackage. ACC not only maintains a constant speed, but reduces it automatically if the vehicle in front slows down. To this end, the distance is monitored through a radar sensor. This system is closely interlinked with the Emergency Braking

Assistant (EBA) and the Emergency Stop Signal (ESS), which not only indicates an emergency braking event to other road users through pulsing indicator lights, but also automatical-ly activates the warning flashers when a vehi-cle stops, to avoid rear-end collisions. EBA will soon be mandatory for commercial vehicles, is already available from MAN and will actu-ally reach second-generation status, after fur-ther development, in summer 2015. Whereas the area in front of a vehicle had been con-trolled by radar so far, a video system is now being added to improve the accuracy of analy-sis, and make automatic emergency braking even more effective. Road safety is not just a matter of human lives and safety, however, but also plays an economic role, explains Rudolf Ebner: “Due to the numerous assis-tance systems on board our vehicles, we not only pay lower insurance premiums, but also experience less downtime and greater vehicle availability due to accident prevention.”

Despite modern technology, driving com-petence and a sense of responsibility are still expected of bus and truck operators. MAN therefore offers support in learning even safer driving techniques. MAN’s ProfiDrive training courses pick up where assistance systems end – or rather were not yet forced to act.

Foresightful assistance: The

Emergency Braking Assistant (EBA)

intervenes preventively (visual warning signal in yellow), should the driver fail to activate

the brake in time.

Improved stability: The Electronic Stability Programme (ESP) prevents the

vehicle from skidding.

The app includes a film about safety- assistance systems.

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Good braking means better driving. Better driving means driving more economically, safely, and more environmen-tally friendly. The ZF-Intarder hydrodynamic hydraulic brake allows for wear-free braking without fading, relieves the service brakes by up to 90 percent, and in doing so, reduces maintenance costs. Taking into account the vehicle’s entire service life, the Intarder offers a considerable savings potential ensuring quick amortization. In addition, the environment benefits from the reduced brake dust and noise emissions. Choose the ZF-Intarder for better performance on the road. www.zf.com/intarder

GOOD BRAKING. BETTER DRIVING. INTARDER!

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On stage with Peter

During the 2015 concert tour of German rock veteran Peter Maffay, 13 MAN tractor-trailers support more than 20 indoor and outdoor gigs by hauling 65 tonnes of equipment over roughly 5,000 kilometres across Germany. The fleet includes six custom-painted MAN Tattoo Trucks.

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Stage hero: Peter Maffay has been touring Germany since

early 2015.

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C haracteristically raspy and coarse, this voice is mellowed into softer tunes. “They are under

my skin,” sings Peter Maffay. “These black lines are branding me.” In his song “Black Lines” from the current album Wenn das so ist (“If That’s How It Is”), the rock star also acknowl-edges his own numerous tattoos. Figuratively speaking, the ink drawings visible on both his arms also represent a rather special MAN truck, parked outside the EmslandArena in northern Germany. The black lines painted on the body-work are caricature human figures, intermin-gled with broad red colour bars. Without the Maffay song, this work of art on wheels would not exist – thus it also never would have been chosen as winner of the design competition for the best MAN Tattoo Truck.

The six brighTly painted tractor-trailers belong to the 13-truck convoy of Peter Maffay’s “Wenn das so ist” 2015 tour. Without the MAN TGX vehicles, the concept of hauling 65 tonnes of equipment to more than 20 con-certs would not be feasible at all. The tour travels all over Germany, from Kempten in the south to Hamburg in the north. Ultimate-ly, the odometer will have clocked nearly 5,000 additional kilometres. And the six most colourful trucks carry a message that rock poet Maffay conveys as follows: “Hopefully, these trucks will garner much attention and make people aware that trucks are more than just workhorses.”

The Tattoo Truck story begins with an in-ternational design competition opened up by MAN: “Can you turn songs into rolling works of art? MAN can.” Numerous artists drew in-spiration from Maffay’s lyrics and developed corresponding truck designs. Jury members, including both Peter Maffay and MAN’s top executive Dr. Georg Pachta-Reyhofen, chose the six best designs, with winners being pre-

Professionals at work: The MAN Tattoo Trucks receive their paint job in an aircraft

hangar near Munich.

Winning design: The “black lines” model by Sebastian

Bieler took first place in the MAN design competition.

“hopefully, these trucks will garner much attention.”Peter Maffay, German rock star

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Hauled across Germany by 13 MAN TGX XXL, the materials for Peter Maffay’s tour make for a rather hefty load.

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Tour starts: Unloading the trucks and setting up the stage requires about 10 hours.

sented at the 2014 IAA Commercial Vehicles trade fair in Hanover last fall. Conceived by Dresden-based graffiti artist Sebastian Bieler, the “black lines” design made the most powerful impression on the jury. Applause and recognition almost meant more to the painter and graphic artist than the €10,000 prize: “I do lots of graffiti designs on vehicles, but I have never applied my artwork to trucks before.” Bieler’s design, as well as the ideas of the other five nominees, were actually imple-

mented by other artists, namely the painting experts of Martin Dippel’s smart art company in Dortmund. They received additional sup-port from designer Walter Maurer, who pro-vided his full consultant expertise to the col-our application teams, who spent almost an entire summer elaborately “tattooing” the trucks in an aircraft hangar near Munich.

just a tad bit tense, Bernie Haefner stands in the catacombs of the EmslandArena in Lingen, Lower Saxony. On the agenda today is the tour’s dress rehearsal. Nicknamed Bernie by everyone, the 60-year-old produc-tion manager for the Maffay tour pulls all the strings amidst the hustle and bustle of an ant-hill. Armed with his incessantly humming mobile phone, he has everything under con-trol: catering, security, backstage tickets, trav-el organisation, answers to any and all ques-tions. The first large challenge of today has already been mastered: Unloading the MAN trucks and constructing the stage took a solid 10 hours, while the last sound check prepara-tions are now echoing in the arena. Just three hours to go before the final rehearsal concert. Everyone is nervous, focused on their work lists: 65 technicians, 25 artists, as well as 13 drivers who handle various jobs during the concert such as lighting. They are joined by up to 100 assistants deployed by the local or-ganiser. Despite the most detailed planning, many questions and smaller, unforeseen problems keep popping up. Haefner, however, has an answer for everything, listens calmly amidst all this chaos, and issues clear and suc-cinct instructions. “It’s essential to just keep calm and find fast solutions for any prob-lems,” he says. Experience also helps: Bernie is an old hand in this business. Back in 1975, it all started with organising a jazz festival that also featured a certain Louis Armstrong.

To be absolutely precise, the 2015 Maffay tour was actually kicked off in late 2013, with ideas for stage architecture, sketches, drafts, the first model on a scale of 1:10 and computer calculations for the transport logistics. A spe-cial software program worked out the most effective way of packing the equipment onto the MAN tractor-trailers. “Transport alone makes up 50% of planning the entire tour,”

Sound check: Preparations for the final rehearsal at the

EmslandArena.

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explains Haefner. It took half a year to finalise the concept. The stage and special effects had been continuously expanded, so instead of seven trucks –as originally planned – the number of needed carriers had grown to 13 in the end. These would carry around 15 kilome-tres of cables, 40 tonnes of lighting, sound and LED equipment, and 25 tonnes of stage materials. Just the sound and lighting ele-ments alone account for two dedicated trac-tor-trailers. Figuring out what to store in what sequence on each truck is another aspect of this logistical masterpiece.

For the moment at least, all these chal-lenges are far away. On the stage of the EmslandArena, Maffay and his band are rock-ing a rapturous audience. Very large and emp-ty boxes are piling up backstage, almost a

thousand of them. Some are marked “pool-sound”, others are labelled “backline & more” – the names of companies that lent the equip-ment. As the last guitar riff sounds into the night, the anthill already resumes its scrab-bling activity. After a set-up time frame of 10 hours, the dismantling process is limited to a mere 3.5 hours. Organized chaos with well-coordinated moves ensues. As if choreo-graphed, the trucks are loaded up one after the other and in a predefined order, with eve-ry cubic metre used in the most optimal way. “Packed like Tetris tiles,” grins Haefner and slaps the driver’s door as the signal for depar-ture. It’s well past midnight when the last truck finally rolls off the grounds. On sched-ule? Well, almost. For by 5:30 in the morning at the latest, all 13 trucks plus their loads must arrive in Hamburg, 250 kilometres away, to start setting up for the next concert in the O2 Arena at six o’clock sharp. So what hap-pens if a truck gets stuck in traffic? “In a worst-case scenario,” says Bernie Haefner, “we have to ask the police for an escort. We’ve been through that sort of thing before.”

The voice with a soft and tender timbre now sounds firm and resolute. As he does be-fore every tour, Peter Maffay treats his band members to a pep talk to prepare for the com-ing weeks. “We have a big journey ahead of us, facing major challenges.” That spirit equally applies to the MAN trucks parked in front, comprising the one carrying black lines just as much as its dozen companions.

Discover an image gallery reflecting the creation of the MAN Tattoo Trucks at > www.man.eu/discovermantattootrucks

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After the show is before the show: Right after the final rehearsal, the trucks immediately depart

for the next concert in Hamburg.

Practising for a truck driver’s licence? Peter Maffay takes the wheel of the design award winner.

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“Transport alone makes up 50% of planning the entire tour.” Bernie Haefner, production manager, Peter Maffay tour

Everything under control: Bernie Haefner is production manager

on the Maffay tour.

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It’s not really like us, but in this case we’re content with less – and proud of it. In an official appraisal from September 2014 TÜV Süd confirmed that the MAN EfficientLine 2 consumes 6.57 % less diesel than its already very thrifty predecessor. That minimises running costs and CO2 emissions – and maximises your profit. The optimised D26 engine with TopTorque torque increase in the two highest gears, the GPS-assisted EfficientCruise, the automated MAN TipMatic® 2 gearbox and a number of other fuel-saving solutions turn a horsepower giant into a consumption midget. Less is sometimes more. See what else MAN kann: mantruckandbus.com

The MAN TGX EfficientLine 2 can do much more.6.57 % less, to be precise.It needs even less than its predecessor: MAN kann.

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