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Press release 

MAN Nutzfahrzeuge Gruppe 

Engines and Components 

The MAN range of engines for mobile machines 

The engine business at MAN has been reorganised with effect from 

01.01.2010. MAN Nutzfahrzeuge AG is now concentrating on engines for 

vehicles and mobile machinery and is therefore extending its competence 

in these sectors. At BAUMA 2010 MAN will inform about its new product 

programme for mobile machinery. 

� Ready for operation – the right engine for every application 

� Tailor-made – the right exhaust technology for every market 

� Innovative – MAN engines and there technology 

Innovative range of engines for construction machines 

Tough, economical drives for all sorts of purposes are what is needed in the 

construction industry. MAN has a complete range of engines for these specific 

requirements in its portfolio. There are six series with outputs ranging from 110 

to 882 kW (150 to 1,200 hp) for light- to heavy-duty operation in construction 

machines. Driving the D0834, D0836, D2066 and D2676 series are 4- or 6cylinder 

in-line engines from 110 to 397 kW (150 to 540 hp). For operations 

requiring high performance there are MAN's V8 and V12 engines in the D2868 

and D2862 series. With their 480 to 882 kW (652 to 1,200 hp) there is always 

enough power to do the job. 

All the engines in the series are outstandingly rugged and economical. This is 

due to their modern design, high-strength materials and innovative components. 

All the engines are equipped with a common-rail injection system of the latest 

generation, turbocharger and exhaust technology suited to the individual 

market. In order to comply with the EU Stage 3B and EPA Tier 4 interim 

emission standards, the EGR (exhaust gas recirculation) system employs twostage 

turbocharging with intercooling. In conjunction with SCR (selective 

catalytic reduction) technology, single-stage turbocharging is employed. These 

innovative MAN engines from D0834 to D2862 meet the EU Stage 3B and EPA 

Tier 4i standards, which will be in force from 2011 on. At the same time they 

form the basis for compliance with the emission standards of the future, EU 

Stage 4 and EPA Tier 4 final. MAN has a competitive range of products that 

meet the future demands of the mobile machine market. 

Nuremberg, 24.03.10 

MAN Nutzfahrzeuge AG 

Engines and Components 

Marketing Vehicle, Industrial and 

Marine Engines 

Vogelweiherstr. 33 

90441 Nürnberg 

Address enquiries to: 

Kristin Groth 

Tel. +49-911-420-6392 

Kristin.Groth@man.eu 

www.man-engines.com

Press release 

MAN Nutzfahrzeuge Gruppe, Engines and Components______________________________________________________ 2 

Fig.: 1_MAN_engine_range_graphic_120x50_en.pdf 

Subline: MAN engine range for construction machines 

Tailor-made exhaust technology thanks to modular construction 

Exhaust-gas regulations still differ all round the world. The stringent EU and 

EPA regulations apply in Europe and North America respectively. The strict 

limits that will in future apply to the emission of nitrogen oxides and particulates 

can only be met with innovative exhaust systems. MAN has developed diesel 

engines with exhaust systems such as EGR, particulate filters and SCR to 

series-production maturity. All add-on components relevant to the exhaust are 

designed in modular form so that the exhaust-gas standard required on any 

particular market decides the exhaust system. The basic engine remains the 

same, which is a great advantage to the manufacturer of the machine. Firstly, 

they always get engines that are in line with market demands and are state-ofthe-art. 

All that varies is the exhaust system. Secondly, the installation space for 

the engine is always identical. Machine manufacturers need to design only a 

single model of any particular construction machine for operation in various 

different markets. 

Fig.: 2_Way_Of_Technology_68x190_EN.pdf 

Subline: Technology trail to meet different exhaust-gas limits

Press release 


Self-servicing for machine manufacturers 

MAN makes it possible for machine manufacturers to integrate maintenance 

and repair of engines in their own Service operations. In order to assure quality, 

MAN offers training courses and certification of machine manufacturers' service 

organisations in a multi-stage procedure. The benefit for operators is that they 

get service for their machines including the engine all from a single source. This 

is customer orientation in the true sense of "One face to the customer". 

3.606 characters (incl. spaces), 559 words

Press release 


MAN engines and their innovative technology 

Common-rail injection system 

MAN uses the common-rail injection system throughout its range of engines for 

mobile machinery. MAN was the first engine manufacturer to introduce this 

technology and has been using it successfully for many years. The targeted 

direct fuel injection under high pressure reduces the exhaust-gas emissions and 

has a positive effect on the fuel consumption too. In the common-rail system 

every injection nozzle has the same pressure potential thanks to the common 

rail (fuel distributor). Targeted atomisation of the fuel through the 

electromagnetically actuated eight-hole nozzles is achieved in the injection 

process. As the injection pressure is built up independently of the load and the 

engine speed, a freely selectable common-rail system pressure can be provided 

over the engine's entire operating range. Even at low speeds optimum injection 

with practically ideal atomisation under a high injection pressure is possible. 

The injection timing and duration are determined by the EDC control unit via 

electrically triggered solenoid valves according to the machinery's operating 

mode. For this the machinery's power and speed requirements for the engine 

are set via the CAN control system. The injection quantity is split into a pilot and 

a main injection, by which a more favourable rise in the combustion pressure is 

achieved. This multiple injection makes for a much softer combustion. This 

results in a further advantage: noise emissions are significantly reduced, 

particularly during idling and under partial load. However, the decisive 

advantage of common-rail injection is that the system pressure, injection time 

and injection quantity can be ideally matched to the engine's operating mode at 

any time. High injection pressures at low engine speeds permit a high torque 

with low smoke values, while low injection pressures under partial load lead to 

optimised NOx values and optimum fuel consumption. At full load high injection 

pressures allow high exhaust-gas recirculation rates and low particulate 

emissions while the fuel consumption remains favourable. 

Two-stage turbocharging with external exhaust-gas recirculation (EGR) 

Two-stage turbocharging makes it possible to achieve low emissions without 

any loss of power. For this the thermal energy in the exhaust gas is used in the 

turbochargers to drive the turbines. At low speeds the first (high-pressure) stage 

receives 100 % of the exhaust gas, which increases the volumetric efficiency in 

the cylinders and leads to a very fast torque increase. At higher engine speeds 

some of the exhaust gas is conducted past the high-pressure turbine via a 

waste gate, which increases the amount of exhaust gas reaching the turbine in 

the second (low-pressure) stage. The main advantage is that two-stage

Press release 


turbocharging makes it possible to retain the maximum torque over a wide 

speed range. 

To reduce emissions of nitrogen oxides, external exhaust-gas recirculation 

(EGR) is used. Here part of the exhaust gas is conducted back to the 

combustion chamber via an EGR cooler, through which coolant flows. In the 

combustion chamber it is mixed with the charge air in the intake tract via avalve. 

The oxygen surplus in the cylinder charge is thus reduced, the peak combustion 

temperature falls and fewer nitrogen oxides are formed. If the injection time is 

adjusted accordingly the fuel consumption can be reduced further. The D08, 

D20 and D26 engines are equipped with two-stage turbocharging and EGR. 

EGR is continuously controlled, has a recirculation rate of up to 30 % and 

reliably cuts the oxides of nitrogen inside the engine, bringing them down below 

the statutory limits. 

SCR exhaust-gas cleaning system 

For the D28 V engines and the D20/D26 series MAN offers an SCR (Selective 

Catalytic Reduction) exhaust-gas cleaning system under the name of MAN 

AdBlue®. To reduce emissions of nitrogen oxides the reducing agent AdBlue® 

– a non-toxic and odourless urea-water-solution – is sprayed into the exhaustgas 

flow. In the reducing catalyst the AdBlue® converts the nitrogen oxides into 

water vapour and elementary nitrogen, a natural constituent of the ambient air. 

This technology cuts NOx by over 80%. 

Engine design and materials 

If break mean effictive pressures and ignition pressures are to be achieved, 

high-strength materials and a rigid engine block design are needed. The 

crankcases of the D20, D26 and D28 engine ranges are made of high-quality 

CGI-450 (compacted graphite iron). This material is much stronger than grey 

cast iron. Beside this, the main bearings in the D20 and D26 engines are 

cracked, i.e. subjected to controlled breaking. In the crack system the bearing 

points are notched at both sides in a laser station and in the next step blasted 

off by means of a hydraulic mandrel. No further machining is necessary, but 

exact fixing of the bearings with positive locking is achieved. Transverse loads 

can be optimally absorbed thanks to the rough contact faces. 

The D08, D20 and D26 engine ranges have one-piece cylinder heads, which 

leads to extremely high rigidity. Engine components where strength is critical, 

such as pistons and conrods, are made of light but high-strength materials and 

thus provide sufficient reserves for the higher ignition pressures and break 

mean effective pressures. Another special feature in the design of the D20 and 

D26 ranges is that they have overhead camshafts with four valves per cylinder,

Press release 


which greatly reduces the number of moving parts. The sealing system has 

been greatly simplified so that media can no longer pass between the cylinder 

block and the cylinder head. As a result there are far fewer potential sources of 

faults. 

In the D 28 V engines the bedplate concept is used. Here the upper part of the 

crankcase is bolted to the lower part (the bedplate) at the same level as the 

crankshaft axis. This concept makes it possible to dispense with the crossbolting 

otherwise usual in V engines. At the same time high rigidity for 

withstanding the ignition pressures is achieved. 

With the aid of the finite elements method, a computer simulation for calculating 

strength and designing components, material thicknesses in the engine parts 

have been matched precisely to the local stresses. This means that both weight 

and material can be saved while high strength is retained. The design of the 

parts and the materials used in them therefore play a major role in ensuring a 

long service life and high availability. 

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Press release 


Appendix 

Pictures 

Fig.: MAN Motor D0836_NR_B_A4.jpg 

Subline: MAN D0836 with outputs from 184 to 250 kW 

Or: MAN D0836 with outputs from 240 to 340 hp 

Fig.: V8_D2868_nonroad_A1.1_A4.jpg 


Or: MAN D2868 with outputs from 652 to 800 hp

Press release 


Fig.: D2862_V12_nonroad_RGB_pfad.jpg 


Or: MAN D2862 with outputs from 800 to 1,200 hp 

Further information: 

http://www.man-mn.com/media 

Based in Munich, Germany, the MAN Nutzfahrzeuge Group is the largest company in the MAN Group and one of the leading 

international providers of efficient commercial vehicles and innovative transport solutions. In the fiscal year 2007 the company, with 

over 36,000 employees, generated a turnover of € 10.4 billion with sales of more than 93,000 trucks and over 7,300 buses and bus 

chassis under the MAN and NEOPLAN brands.

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