Machinenfabrik Ausburg-Nurnberg, or MAN, has a rich history in truck production and continues to have a complex and evolving corporate structure.
Traton SE, commonly referred to as the Traton Group, is a subsidiary of the Volkswagen Group and is one of the world’s largest commercial vehicle manufacturers with truck and bus brands including MAN, Scania, Navistar (International) and Volkswagen.
In the Australian and New Zealand markets the MAN brand is distributed by Penske, which also is responsible for Daimler brands Western Star trucks and Detroit Diesel engines. Sounds complicated but it certainly works.
Penske has invested significantly in local parts and service facilities and continues to expand the dealership network to provide a strong foundation of customer support on a national basis.
Much of Rudolf Diesel’s pioneering work on the compression ignition engines which eventually took his name, was performed during his time at MAN during the mid-1890s.
The technology which Diesel worked with has become the main source of motive power in modern commercial vehicles and is the generic term for the liquid fuel itself.
In 2024 MAN has been celebrating 100 years since it produced its first diesel-powered truck.
The current MAN Truck Generation hit the European market during 2021 and its multiple attributes were quickly recognised culminating with the prestigious International Truck of the Year award.
Prime Mover had all too briefly driven a number of versions of the latest MAN trucks on a closed circuit a couple of years ago during the initial local launch of the MAN Truck Generation.
The recent opportunity to travel some distance at the wheel on a variety of road categories has confirmed just how good this range of trucks is.
For this latest drive program there is quite an array of MAN models and configurations available, so it is decided to focus on just two examples for the extended driving experience, both powered by the 12.4-litre D26 engines rated at 510hp at 1800rpm, with 2,600Nm of torque available between 930rpm and 1,350 rpm.
The TGX model is equipped with the 2.07metre high flat floor GX cab and is connected to a loaded B-double trailer set, while the TGS model features the only slightly less compact GM cab and is towing a single trailer.
The low rev/high torque characteristics of the MAN engines is impressive, and for applications requiring more engine energy, the 15.2-litre D38 engine can be optioned with specifications of either 580hp or 640hp.
We head west from Brisbane in the TGS single trailer combo, the chosen route taking us across the wall of the Wivenhoe Dam and out towards Laidley through rolling countryside.
Rain drops start to sprinkle on the windscreen which are quickly taken care of by the automatic wipers that help avoid the need to fumble for the wiper control — a safety feature in itself.
The MAN has an ideal balance between acceleration and braking, with multiple systems controlling the speed of the truck, beginning with the Adaptive Cruise Control which features an easy adjustment of the gap between the MAN and vehicles in front.
The ACC operates from speeds as low as 25 km/hr. The engine has an exhaust brake as well as a rocker-arm activated engine compression brake to provide five stages of engine braking, with MAN’s “Brakematic” system using electronic management to co-ordinate the functions of the Electronic Braking System’s service brakes and the engine brakes.
Priority activation of engine braking is initiated during the free play movement of the brake pedal, so the engine is providing effective braking even before the service brakes are applied.
The brake system registers the vehicle speed as well as the pressure being applied through the pedal and optimises the amount of braking being applied from a gentle hold back all the way through to full force emergency stops.
The MAN Downhill Brake is activated by applying light foot pressure on the brake pedal for two seconds which will maintain the particular speed the truck is travelling at for the rest of the descent by using a blend of all of the braking systems with no intervention required from the driver.
The effectiveness of this system is particularly noticed in the B-double with the additional gross weight leading to a couple of extra downshifts being automatically executed to maintain the vehicle speed by harnessing additional retardation via the engine and exhaust brakes, with essentially nil application of the service brakes.
The radar and video camera system, in addition to contributing to the functions of the Adaptive Cruise Control, can play a crucial role in emergency braking when an object is identified which presents the likelihood of an impending collision and the Emergency Brake Assist is triggered.
The ZF 12-speed Tipmatic transmission is managed via the wand on the right-hand side of the steering column.
The difference between the ‘power’ and ‘efficiency’ modes is noticeable mainly due to the reduced number of gear changes when ‘efficiency’ is activated which keeps the engines in their maximum torque bands.
During our previous limited drive on a closed test track, we didn’t get much of an opportunity to sample the transmission’s Efficient Roll feature that disengages the driveline when coasting making it possible to reduce fuel consumption.
To further assist in lowering fuel usage, the engine’s idle speed is reduced to 550rpm when Efficient Roll is active, down from the usual 600rpm idle.
When starting off the Easy Start function holds the service brakes on for one second to provide smooth take offs on hills. These days drivers expect a first-class infotainment system in their trucks and the MANs don’t disappoint.
The MAN dash’s Smart Select dial controls the display screen and acts like a big computer mouse and is less frustrating than a typical touch screen where your hand hides much of the area of the screen while you are trying to enter commands and drive at the same time.
Smart Select is a much better solution and improves keying accuracy even on rough sections of road as well as helping keep the driver focused on driving tasks.
MAN cabins are equal to any other in terms of comfort and ergonomics and have a unique safety cell feature which involves the cab being able to move up to 750mm rearwards along the chassis in the event of a major frontal impact.
This impact absorbing process not only absorbs energy and protects the occupants, but it also moves them away from the main impact area.
Cab access is excellent with 90-degree door openings and offset non-slip steps combined with well positioned handles.
Driver comfort is looked after by a Recaro seat and the sleeper appointments are at a very high level to ensure the best opportunity for driver rest.
The airbag equipped steering wheel has comprehensive tilt and height adjustments and is a relatively small diameter which assists in access to the numerous wheel mounted controls all of which are within a finger’s reach.
The steering is light but accurate and the Lane Guard system warns the driver if they are straying out of their lane.
While during this driving experience we only concentrate on a pair of typical linehaul applications, the MAN Truck Generation has an extensive range of cab and driveline options allowing a purchaser to spec a truck to suit a variety of purposes.
The combination of refined drivelines and leading edge electronics and cabins, providing excellent safety, comfort and ergonomic features, help make these latest MAN trucks very impressive vehicles which will contribute to an operator’s profitability while delighting their drivers.
