MANmagazine Truck UK 1/2015

1/2015
Great Britain
Beverage bringer: the TGX D38
On tour with the
highway baron

man magazine
1/2015
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1/2015
Great Britain
The best of MAN’s world
Beverage bringer: the TGX D38
On tour with the
highway baron
masthead
MAN magazine is published twice a year
in 16 languages.
published by MAN Corporate Communications
Andreas Lampersbach (V.i.S.d.P.),
Ungererstraße 69, 80805 Munich, Germany
Responsible editor & project manageR
Joachim Kelz, Tel.: +49. 89. 1580-1175,
magazin@man.eu, www.man.eu
EDITORIAL, GREAT BRITAIN Verity Cullum
Publisher C3 Creative Code and Content GmbH,
Heiligegeistkirchplatz 1, 10178 Berlin, Germany
Tel.: +49. 30. 44032-0, www.c3.co,
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(limited liability company), Offenburg, and the KB Holding
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,
Alexandra Grossmann, Dr. Wolfgang Hörner, Martin
Kaluza, Marcus Schick, André Schmidt-Carré
international Editors Patricia Preston
(resp., freelance editor), Asa. C. Tomash
MANAgiNg editor Sara Austen
Concept 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
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reproduction permitted with reference.
Any changes must be coordinated with the editors.
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Copyright ©2015 MAN and C3 Creative Code and
Content GmbH
04
12
COVER STORY
The MAN TGX D38 proves
its prowess during beverage
transport runs.
06
18 28
content
04 The sandman
Peter Meyer shuttles tourists around
Fraser Island in a converted MAN truck.
06 Ready for the future
The key milestones of MAN’s century-old
tradition in commercial vehicle production
12 Fluid run
One of the first delivered MAN TGX D38
models transports beverages and more.
18 Under ground
Reporting for mine duty, an MAN truck
travels underground in pieces.
24 Update for a better line
During a test run, the MAN TGX
EfficientLine 2 proves its efficiency.
28 On location
News from the british MAN-Market
32 Systematic safety
A wide range of MAN assistance systems
improves the safety of truck traffic.
What are the highlights of MAN’s century-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 reflects
the world of MAN: a world shaped by
technology, with fascinating topics drawn
from the realm of trucks and buses.
We hope you enjoy this edition of MANmagazine.
You can also download the digital
tablet version for free, which is available on
iOS and Android.
Photo: APPLE INC. Pr
02
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man magazine
1/2015
my man
The sandman
Find more images
of Peter Meyer in
action on Fraser
Island in the app.
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 visitors
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 yourself
into a hole. Quite a few inexperienced
private sightseers come here with their expensive
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 comes
in contact with a tarred road.
Photos: Martin Kaluza
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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1/2015
Ready for
the future
1915
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 company
had been established as a joint venture
between Maschinenfabrik Augsburg-Nürnberg
AG and Saurer, a Swiss producer of commercial
vehicles. Soon thereafter, the first MAN-
Saurer three-tonne truck left the joint factory
in Lindau, Germany, on Lake Constance, followed
by the first buses used as long-distance
coaches by the Imperial Post Office, and transporting
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 significantly
influenced the development of
trucks and buses for the last 100 years – an endeavour
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 departure
of Sauer two years later. In 1924, MAN
presented the first truck with a direct dieselinjection
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
1924
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. MAN develops the first vehicle
engine with direct diesel
injection. This launches the
triumphant success story of
diesel engines in trucks –
which continues until today.
1951
The first German truck
engine with exhaust turbocharging
achieves a 35%
performance improvement
over conventional truck
engines: the six-cylinder
engine MAN 1546 GT with
175 hp instead of 130 hp.
1961
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.
1897
Together with MAN
engineers, Rudolf
Diesel develops the
first diesel engine.
1932
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.
Photos: Historical Archive MAN Truck & Bus
1951
The MAN truck F8 with its V8
180-hp engine becomes a flagship
of Germany’s emerging “economic
miracle” period.
1955
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.
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man magazine
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essential development targets of MAN, objectives
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 threeaxle
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 milestone
was reached in 1937 with the development
of an extremely fuel-efficient directinjection
diesel engine and the introduction
of the all-wheel drive.
Trucks were much in demand during reconstruction
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 turbocharging.
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 innovative
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 longdistance
travel coaches.
140
horsepower
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.
Photos: Historical Archive MAN Truck & Bus
When acquiring Büssing Automobilwerke
and the company’s plant in Salzgitter in 1971,
MAN adopted Büssing’s specialised underfloor
engine technology as well as the specific
Büssing logo for its own corporate identity.
The stylised Brunswick Lion has since decorated
the radiator grille of all commercial
vehicles made by MAN. In the late 1970s, MAN
began a collaboration with VW in the lighttruck
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 forwardcontrolled
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 following
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 designers.
The most successful truck model of
the 1990s was the F2000. The heavy-duty series
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 coefficient
value of 0.41, the long-distance highdecker
was especially aerodynamic and therefore
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 ergonomics,
as well as new technologies such as the
“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
1977
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.
1986
MAN introduces the F90 series, with a
completely new driver’s cab, to the market.
1992
The travel coach MAN Lion’s Star
enters the market and is named
“Coach of the Year”.
2000
The presentation of the Trucknology Generation TGA
is the starting point of a major product campaign.
1971
MAN acquires the ÖAF and
Büssing Automobilwerke.
The Büssing lion is adopted
in MAN’s logo.
1978
MAN receives the “Truck of the
Year” award for the first time,
with the 19.280 model.
2001
MAN acquires the brands
NEOPLAN, ERF and Star.
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MAN TipMatic or MAN Comfort-Shift for optimised
gear changing. Acquiring the NEOPLAN
brand in 2001 strengthened MAN’s position in
the premium travel-coach segment.
Introducing the D20 engines with common
rail injection in 2004 was a real milestone
in engine technology. MAN was the
first commercial vehicle manufacturer to
convert all its engines to this economical and
environmentally friendly, electronically controlled
injection method. MAN also modernised
the light and medium series by introducing
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 requirements
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
current culmination of 100 years of engine
development for commercial vehicles. Utilising
a two-stage turbocharger, the frugal Euro
6 diesel engines reach up to 640 hp.
driving factors in today’s product development
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 concepts.
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 hybrid
drive in long-distance transport. An allelectrically-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 CO 2 -neutral manner, as exemplified
by the new Lion’s City GL CNG natural gas articulated
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 developing
future vehicle generations. In its predevelopment,
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.
250 years of
MAN history
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 ironworks
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.
2005
2010
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.
2014
The new D38 Euro 6 engines are
offered for the MAN TGX series with
520 hp to 640 hp.
2004
Introduction of the D20 Common Rail
engine series offers an entirely new,
electronically controlled injection
technology.
2007
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.
Photos: Historical Archive MAN Truck & Bus
2011
Return of a
legend: The
double-decker
NEOPLAN
Skyliner re-enters
the market.
2012
Premiere: Euro-6 compliant MAN TG vehicles
in the TGL, TGM, TGS and TGX series
2015
The articulated natural gas Lion’s City
GL CNG is named “Bus of the Year”.
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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.
12fluid run
Photos: Christian Grund
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High-tech truck: The new TGX D38
acquired by Tiger-Trans features 560 hp
and highly sophisticated technology.
140 000
kilometres
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.
S
haking her feathery pillows vigorously
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 logistics
company Tiger-Trans in Neukirch. The
truck is MAN’s latest top model, with Tiger-
Trans being among the first customers to receive
one. “It definitely needed a special
name,” says Müller, “after all, this vehicle of
40 tonnes puts a whacking 560 hp and stateof-the-art
technology on the road.” Performance
and technical sophistication are required
for this job, as the considerable load of
56 beverage pallets finds room on the jumbosized
tractor trailer with dual-level loading.
“This is actually the largest beverage transporter
in its class,” explains Müller. He proudly
reports that driver colleagues repeatedly
ask about his spectacular high-tech rig whenever
he stops at service stations.
“all of our drivers have their own vehicle,”
comments Udo Hunstiger, 46. Together
with his brother Jürgen, he has been managing
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
Photos: Christian Grund
Powerful: The TGX D38 offers maximum
torque of 2,700 newton metres as fully
available in all gears.
“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”.
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man magazine
no time at all,” marvels Müller. “Those MAN
developers have truly created something extraordinary.”
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 considers
the GPS-controlled EfficientCruise® system
that recognises road topography to generate
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 already
zooming in to rapidly pull the beverage
Full load: The TGX D38 is the most
powerful truck in the Tiger-Trans fleet.
“The drivers and
their vehicles
are our essential
business card.”
Udo Hunstiger, Managing Director of Tiger-Trans
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 appreciating
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 kilometres.
Sophisticated automotive technology
“simplifies life for us drivers” – which is noticeable
en route to the Meckatz brewery.
While pulling off on an incline of 9%, the retarder
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
pallets off the truck. These are replaced by
beer cases and barrels for a beverage wholesaler
on Lake Constance. While the forklift
operators get the job done, Wolfgang Müller
sums up his first handling impressions: “Especially
the efficiency of the TGX D38 was a positive
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 display:
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 surprisingly
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
In the app: Accompany
Wolfgang Müller’s tour
with his new TGX D38.
Photos: Christian Grund
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.
GENERATION 3.
DRIVEN BY YOUR NEEDS.
* valid for Conti Hybrid 17.5“ and 19.5“
Conti Hybrid
HS3
Conti Hybrid
HD3
Conti Hybrid
HT3
For further information, visit
www.continental-truck-tires.com
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man magazine
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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.
Under
ground
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 labyrinth
of passages and tunnels. While seemingly
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 refreshing
scent lies in the air: salt. It is a universal
sensation – everything here consists of salt.
Walls and ceilings glitter in places, generally
Photo: Jörg Gläscher
Pit operations: At the
Bernburg salt mine, MAN’s
push-off dumpers are the
service vehicle of choice.
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1
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 employment
of heavy equipment, specific road construction
is implemented by using finely grated
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 vehicles.
“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 responsibilities
cover not only all electrical equipment,
cables, power supply, lighting and the conveyor
belts, but also the vehicle fleet with its massively
heavy mining machinery and the fouraxle
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-
2
“It’s much more costefficient
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.
Photos: Jörg Gläscher
Precision manoeuvre: When
lowering the four-axle chassis,
every centimetre counts.
4
400
kilograms
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.
3
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 vehicle
apart. “Stowing the parts in boxes and lowering
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 attempts.”
Once below, the vehicle was reassembled
during the course of two weeks until
ready for its first mission. Müller remains unperturbed
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 optimally
equipped for tackling subterranean assignments.
“Those drivers’ cabs come with an automatic
fire-extinguishing system and a filtered
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 required
ceiling heights.”
To safely steer their machinery, the drivers
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 challenges:
“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
20
21

man magazine
Pit vehicle: The MAN roll-off
dumper truck with HydroDrive
is a reliable team member in the
Bernburg salt mine.
T ECHNOLOGY
Ready to roll: It takes two weeks to
reassemble the truck at the bottom of
the pit before it can go into service.
DRIVE AND
REST TIME
60% LESS
INFRINGEMENTS
C
extracted for salt. The truck therefore carries
M
a load of construction backfill materials to
Y
the upper edge of the pit and pushes it down
CM
– and repeats this action until the cavity is
filled. As there is no overhead clearance for
MY
tipping, the mixture is pushed off the vehi-
CY
cle. “The process resembles a sort of press,”
CMY
says Triller. “There is a prop under hydraulic
K
“MAN’s Hydro-Drive
improves driving
safety on any unsurfaced
terrain.”
Thomas Triller, Sales Manager at MAN
training, the men are qualified to operate the
vehicles. When ordering its roll-off skip loaders,
Esco specifically chose vehicles with
HydroDrive, as additional traction at the
front axle is an option when needed. “This
means improved driving safety on unsurfaced
terrain often found underground,” explains
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 responsible
for safety-related tasks, such as the
pressure inside the loader walls, which pushes
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 sediment
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 broken
down and deposited on a conveyor belt. It
will eventually find its way up, above the surface
and into the light of day, to find use as
gritting or table salt.
CHOOSE THE MAN STANDARD TACHOGRAPH
CHOOSE THE SE5000 EXAKT DUO
The SE5000 Exakt ‘One Minute Rule’ tachograph now comes with Duo
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.
Watch the spectacular
truck transport below
the ground in the app.
transport of spare parts and explosives. Other
customers also appreciate the advantages offered
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
Grzeschuchna is satisfied. Business is
going well, further acquisitions are in the
pipeline. “The MAN dump loader has performed
well in the test phase. We’ll probably
be ordering more vehicles before the end of
this year.”
Photos: Jörg Gläscher
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
22
*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.

man magazine
1/2015
update
Hanover
for a
better
In terms of efficiency, MAN set a new
milestone in long-distance transport
with the TGX EfficientLine 2. Taking
it on a comparative test drive across
Europe with the predecessor model
strongly proved the point.
Irún
Orléans
Nîmes
Munich
Piacenza
Valencia
line
Santa
Elena
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 Efficient­
Line 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
The app contains
a video of the
comparative test
drive across Europe.
From experts for pros
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.
Photo: MAN
Changes in altitude: 46% of the chosen
route was uphill to thoroughly test
the GPS EfficientCruise control system.
24
25

man magazine
1/2015
Touring Europe: The test drive
covered five countries.
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 qualified
good driver would do,” states Pfeffer. To
further reduce diesel consumption, the
engine has an extra torque of 200 newton metres
in the upper gears, which keeps revolu-
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 innovations
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 comparative
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 interactive
web special > www.man.eu/efficientline2
“The vehicle steps
off the gas just
as any qualified
driver would do.”
Willibald Pfeffer, MAN ProfiDrive trainer
Hand in hand: The driver selects the
speed parameters, the Efficient-
Cruise calculates the best speed to
optimise consumption.
Fuel savings: Despite topographically challenging conditions,
the TGX EfficientLine 2 consumed merely 30.17 litres of diesel
per 100 kilometres.
6.57 %
fuel savings
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.
consumption of 30.17 litres of diesel per 100
kilometres for the new EfficientLine 2 –
around two litres less than the comparison vehicle
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 differences,”
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, initiates
consumption-optimised speed adjustments,
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
Photos: proxenos.de(2), MAN
Professionals at the wheel: MAN
ProfiDrive trainers take a seat in the
driver cabs of the test trucks.
26
27

man magazine
1/2015
Traditional outing for all road haulage
industry friends: In early May,
Truckfest provides entertainment for
engine power fans and families alike.
Elegantly efficient
transport solution
The customised TGM carrier is a
highlight in terms of both capacity
and appearance.
A leading machinery business was more
than just satisfied with the efforts of MAN
Truck & Bus UK to prepare for a crucial road
show. Based in Crick, Northampton, Hako Machines
Ltd approached MAN to solve a logisti-
Playful
Platform
cal problem: Having recently launched the
new Citymaster 1600 road sweeper – which
weighs in at a hefty 3 tonnes – Hako Machines
required a vehicle with the capacity to transport
two of these machines for a product demonstration
tour.
Paul Allen, Demonstration Manager at
Hako Machines Ltd, speaks enthusiastically
about the MAN TGM 18.290 truck solution as it
was presented by MAN Truck & Bus UK: “We
were delighted to have taken delivery of this
brand new custom-made vehicle. In order to
launch and present some extraordinary new
machinery, we needed a truck just like this to
transport our product all across the country
for the road show.” In terms of the technical
challenge, Allen explains that “although our
previous truck had a beavertail ramp, we
encountered problems getting some of our
heavier machinery in and out. So I approached
MAN Truck & Bus Northampton to see what
they could do for us.”
Scott Munton, Sales Executive at MAN
Truck & Bus UK, enlisted the help of tail lift
manufacturer Dhollandia, as well as Kurt
Hobbs Coachworks Ltd, to create the perfect
truck for Hako Machines. “We had a cantilever
full-closure tail lift incorporated in the vehicle.
Although it was capable of lifting up to 6
tonnes, it also needed to be large enough to
cope with the sheer size of the utility machine,
so we secured additional aluminium flip-over
extensions to the truck.” This solution worked
perfectly. “We finished the MAN TGM with
beautiful Alcoa wheels and striking silver
paintwork with colour coding to the arches
and bumpers. As the vehicle was for the sales
demonstration unit, we felt that the appearance
was also important.”
Hako Machines Ltd finalised a three-year
contract hire with a full repair and maintenance
package through MAN Financial Services,
including telematics and a forward-facing
camera. “The truck is just clocking up the miles
and due to the vehicle's sheer workload, we decided
it needed coverage,” says Hako's Paul
Allen. “The Gold repair and maintenance package
was the right option for us.” Allen also
praises the customer support experience: “The
services we received were excellent. MAN listened
to our problem and came up with a quick
and efficient solution in no time. This TGM is
just what we needed – we would definitely go
back to MAN Truck & Bus Northampton.”
Returning to Truckfest
Peterborough in 2015, MAN
Truck & Bus UK surprised
its visitors with numerous
sporting challenges.
Pitting their skills against threetime
British champion and current
titleholder Mat Summerfield,
would-be truck racers put their
driving to the test on a Brands Hatch circuit in
a MAN D38 cab. “MAN Truckers World” hosted
a race simulator where up to nine people
raced live, head-to-head and against the track
time set by the pro driver. Keith Sims, operations
director for MAN dealers HRVS Group
Ltd, a main sponsor to Summerfield Trucksport,
joked that “it was great for Mat to take
on some ‘proper’ drivers“. In the self-contained
Performance Zone for racers, each ergonomic
simulator featured a monitor for the
D38’s cockpit view of the circuit. Best times
were shown on a leader board and winners
were invited back to claim their prize. Mat
Summerfield attended the two-day event with
his race truck for the 2015 season: a MAN TGX
fitted with a 1,200-hp race engine and the very
latest Canbus driver information system.
Champion darts player and winner of eight
major titles James Wade – who is sponsored by
MAN Truck and Bus UK – took on all comers for
a nine-dart challenge on the second event day.
In addition to these celebrity appearances,
MAN Truck & Bus UK displayed a range of topof-the-range
TGXs, 8x4s and rigid vehicles at
the popular and fun bank holiday event.
Truck driver crisis as
youngsters shun industry
MAN Truck & Bus research reveals the
image issues of logistics and transport.
According to a study conducted for the
leading truck manufacturer MAN, the UK’s
freight haulage industry is facing the biggest
crisis in its history as it fails to attract young
people to the sector. Fears are growing that a
mere shortage of truck drivers will turn into
a massive void as the majority of them heads
for retirement while school-leavers turn their
backs on the profession. Simon Elliott, Managing
Director of MAN Truck & Bus UK, emphasises
that the national industry must
work closely with the UK Government to find
solutions that not only shake up Heavy
Goods Vehicle (HGV) training, but also tackle
the poor image the industry has amongst
school-leavers.
Simon Elliott, Managing Director of MAN
Truck & Bus UK, encourages young people
to take a closer look at his industry.
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29

man magazine
1/2015
60 %
of drivers are 45+
As HGV-certified drivers enter retirement
age, there is a massive shortage of
younger freight professionals to replace
them.
MAN commissioned research that
surveyed 1,000 young people aged 16 to
30 looking at career choices at an early
age. Of the 1,000 candidates, only 3.4%
were advised to follow a career in road
transport and logistics, while the majority
were pointed in the direction of careers
in media, retail, and professional
services such as law and accountancy.
In its recent budget, the UK government
vowed to work with freight firms to
find an industry-led solution to the
shortage, including possible funding for
support and training. Elliott acknowledges
that “becoming a HGV 1 driver is not
cheap. It can cost thousands of pounds
which acts as a major barrier to young
people interested in becoming truck
drivers.” When asked if a careers advisor
had ever suggested driving a truck for a
living, 88% replied no, while 25% of those
questioned said they would indeed consider
it as a career option. The truck and
bus manufacturer MAN had commissioned
its study to explore what young
people think about the industry at a time
MAN supports initiatives to strengthen the
appeal of transport and logistics careers.
of rapid expansion due to the explosion
of online shopping. Elliott comments
that “the Freight Transport Association
has predicted a shortfall of 45,000 to
60,000 truck drivers. We wanted to know
why and our findings not only make for
interesting reading but look at the advice
given to young people from an early age.”
The MAN executive adds that the shortage
coincides, of all things, with a time of
rapid freight transport growth. “Our research
showed that 93% of women and
86% of men shop online. This trend is not
going to abate, so how will these items be
delivered in the future? We asked our
panel what their delivery expectations
were for online purchases and 80% said
they expected delivery within 48 hours
of ordering. I think we’ve got some work
ahead of us to meet these expectations in
the future!”
MAN’s research also underlines a
warning issued in 2015 by the All-Party
Parliamentary Group for Integrated
Transport Strategy. The “Barriers to Youth
Employment in the Freight Transport
Sector” report claims there are entrenched
obstacles to attracting people
aged 16 to 24 to the logistics industry. The
report revealed that just 2% of all HGV
drivers are under the age of 25, while 60%
are older than 45.
Off the docks for delivery: MAN vehicles
distribute and transport a wide range of goods.
More MAN power for
transport expert
DJB Haulage experienced a power boost
from its new fleet of MAN TGX 26.480 6x2 tractor
units. A member of the ADMP Group that
includes Willmotts Transport, based in Somerset,
the company chose the increased power of
the TGX 480 backed by an excellent package
through MAN Finance to renew its fleet.
Group Transport Director Andy Tuck explained:
“We have been running some Euro 5
trucks on ’12 plates and as the time for their renewal
came along we chose the TGX models ,
with the last three being Euro 6-compliant.
The drivers are very happy with them – especially
as we have upgraded from the 440-hp to
the 480-hp units, which are pulling heavy
loads. The higher torque gives them lots of
power, whether they are moving 30-tonne containers
in Southampton or china clay or scrap
over here in Somerset.” Tuck also mentions his
company’s long history with MAN, with 18 vehicles
operating in Southampton and 12 tractors
in Somerset. The contracts with MAN
Finance, the repair and maintenance, and the
latest Microlise Trucknology telematics all
made MAN an attractive choice once more.
Roy Osborne, Sales Territory Manager for
MAN, added: “We are glad to have offered
such an attractive deal and to maintain our
long-standing relationship with DJB. It is good
to hear that the drivers are pleased with the
extra torque, and I am sure they will also enjoy
the comfort of their TGX BMS XXL cabs.”
For the DJB haulage provider, MAN Finance
services and telematics certainly add up to an
appealing and competitive MAN solution.
Booming business and
brand loyalty
A civil engineering giant turned to MAN
Truck & Bus UK to satisfy its demand for fleet
expansion. M J Church, a leading civil engineering,
earthworks and waste management
contractor based in Chippenham, took delivery
of six TGS 8x4 rigid tippers and one hook
loader to help meet growing customer orders.
The vehicles were purchased from the MAN
Trucks To Go programme, which cuts lead
times on new trucks.
Director Tom Church explains that “while
we already have a long-standing relationship
with MAN, the availability of these trucks was
a major factor in our ordering. They were in
production and ready to go as soon as we
needed them. That was necessary, since we
didn’t have a long lead time.” Church adds:
“We were looking to replace some units of our
fleet, but this order became an expansion due
to our sheer work volume.” MAN sales executive
Mike Bull says that “M J Church is a real
ambassador for the MAN brand. They are loyal
SRC Aggregates chose MAN vehicles
to expand its mixer fleet in the future.
and repeatedly have purchased our products.”
Tom Church remembers that “our former
transport manager Dave Bell, who sadly
passed away in November 2014, was always
keen on MAN, which is why we know the
brand well. We have tested a range of Euro 6
units – and it had to be MAN once more. Fuel
efficiency and Ad Blue usage are impressive.”
The feedback of drivers also counts: According
to Church, they are all happy with the MAN
vehicles, praising sturdiness and reliability.
“We currently have a number of major civil
engineering projects, including work at RAF
Lyneham and a big contract working on the
M3 motorway, so these vehicles will all be
rolled out and put to immediate use.”
Construction power from MAN
Specialising in the construction of agricultural
reservoirs, a thriving aggregates
firm has invested £260,000 in MAN vehicles
to support its expanding business. Essexbased
SRC Aggregates launched a new readymix
concrete plant in December 2014 and
purchased two new MAN 6x4 mixers and an
MAN TGS 32.360 8x4 mixer chassis fitted with
a Hymix P8000 mixer body for use at the
opening. MAN won the contract due to its efficient
lead times and the relationship the
firm developed with sales manager Mark
Richmond at the Essex-based MAN dealer.
SRC Aggregate’s transport manager, Clint
Layzell, said: “We have recently expanded our
business to include ready-mixed concrete,
“We tested a range
of Euro 6 units –
and it had to be
MAN once more.”
Tom Church, Director M J Church
The civil engineering
company M J Church
purchased MAN units
to meet growing
customer demand.
and MAN was the obvious choice for us as the
lead times on the vehicles we required were
efficient and the terms of service were excellent.”
The first two mixers are fitted with
Utranazz bodies. Layzell added: “In the interest
of speed we have worked with the MAN
dealer in Witham and opted to go with the
Hymix body for the third one. The service we
received was second to none.” SRC Aggregates
already operates a fleet of 41 tippers, trucks
and grabs. According to Lyzell, SRC had been
so impressed with the MAN vehicles so far
that the company decided to use them for its
mixer fleet: “With the successful launch of
our ready-mix concrete, we will definitely expand
our fleet of mixers over the next year.”
30
31

man magazine
1/2015
Systematic safety
ACC
Adaptive Cruise Control
(ACC) monitors and
continuously maintains the
distance to other vehicles.
EBA
Should the driver fail to
recognise a hazardous
situation in due time,
the Emergency Braking
Assistant (EBA) automatically
initiates an emergency
braking process.
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.
LGS
The Lane Guard Assistant
(LGS) monitors the road
markings and issues a
warning to the driver
when crossing without
indicating.
esp
The Electronic Stability
Programme (ESP)
intervenes as soon as
the vehicle threatens to
skid and applies the
brakes to individual
wheels as needed.
Illustration: www.how2.expert
L
arger than anything else on the
road, trucks and buses are fascinating
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 intelligent
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 standard
– 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 stabilise
the vehicle. After all, 44% of all singlevehicle
truck accidents, can be avoided with
ESP. Especially the monotonous solitude during
long hauls or at night represents a particular
challenge to drivers, and here MAN has already
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
32
33

man magazine
1/2015
Foresightful
assistance: The
Emergency Braking
Assistant (EBA)
intervenes preventively
(visual warning signal
in yellow), should the
driver fail to activate
the brake in time.
GOOD BRAKING. BETTER DRIVING. INTARDER!
Good braking means better driving. Better driving means driving more economically, safely, and more environmentally
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
aspects as well, however. Active Roll Stabilisation
or Continuous Damping Control (CDC),
for example, reduces dangerous moments of
inertia torque – which can occur in case of varying
load weights or vehicles with a high gravity
centre that can cause considerable lateral
forces during braking or swerving manoeuvres.
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 popular
assistance system. “Especially the avoidance
of rear-end collisions is of vital importance
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 automatically
activates the warning flashers when a vehicle
stops, to avoid rear-end collisions. EBA will
soon be mandatory for commercial vehicles,
is already available from MAN and will actually
reach second-generation status, after further
development, in summer 2015. Whereas
the area in front of a vehicle had been controlled
by radar so far, a video system is now
being added to improve the accuracy of analysis,
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 assistance
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 competence
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.
Improved stability: The Electronic
Stability Programme (ESP) prevents the
vehicle from skidding.
The app includes a
film about safetyassistance
systems.
Illustration: www.how2.expert
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The new KMAX range.
Drive further all year round.
The new KMAX line delivers up to 35% more mileage
compared to its predecessor and all-season capability.*
ALL-SEASON
*
Compared to RHS II and RHD II+. Tests conducted in cooperation with different European fl eets under the supervision of Goodyear on size 315/80R22.5 between July 2011 and June 2013 show that
KMAX S and KMAX D have an improvement in mileage potential of respectively up to 30 % and 35 % vs. Goodyear RHS II and RHD II+.