Fleet Transport June 2020

COMPARISON | 7
MAN TGX 18.510 versus
MAN TGS 18.480
Racing Truck
TAKING DIFFERENT DIRECTIONS
Never before have the same products been so different. The MAN TGX 18.510 EfficientLine3 has been developed to achieve
maximum transport efficiency, while the MAN TGS 18.480 Racing’s priority objective is to arrive before the others.
The famous Madrid circuit The smaller MAN C model cabin with its and where the only comfortable element (and
of Jarama was the location short and low roof is used. It is equipped with not always), is the driver’s sports seat. Here,
for a unique duel, putting all kinds of wraparound and aerodynamic neither the seat nor the cabin has any type
two heavy-duty trucks from fairings with two purposes, reducing of suspension, since the latter is anchored
the MAN Truck & Bus production line
in Munich head-to head. The two trucks
may have been manufactured for the
same purpose, but have ended up with
very different tasks, their purpose and
destinations in stark contrast with each
other. The TGX 18.510 EfficientLine3
travels along the main European transport
routes with its 40-tonne load, while the
TGS 18.480 Racing tackles the race tracks
of Europe in the hands of three-time
FIA European Truck Racing Champion
driver and Spain’s native son, Antonio
Albacete.
the air resistance on the one hand, and
accommodating the logos of all sponsors,
on the other.
A little more modest is the aerodynamic
package that creates the styling of the TGX
EfficientLine3, limited by the dimensions
and those of the semi-trailer that must be
towed. It should not be forgotten that this
specific MAN configuration is developed to
reduce the carrier’s operating costs, which
is why all the elements have been optimised
with this idea, including the powertrain,
auxiliary equipment and aerodynamics.
directly to the chassis. “The reason is because
it is about the driver feeling the behaviour
of the truck on the track at all times, which
we would not achieve with a suspension like
that of the conventional truck,” explained
Antonio.
In the interior section, there is no comparison
with the conventional truck, since here the
race driver is surrounded by an impressively
strong safety cage that makes it difficult even
to access the driving position.
But how does a conventionally made
transport truck from the outset become a
competition beast?
Antonio points it out: “The regulation
requires us to use the chassis and cabin
of a commercial model of which at least
50 units have been produced. From there
everything changes, the cabin is completely
transformed, both the tunnel and the
radiators are repositioned, and roll bars
fitted that will protect the pilot in the event of
an accident. The main objective is to lighten
weights and gain stability.”
Regarding size, the XLX cabin, the second
biggest from the German manufacturer,
encompasses all the elements that must
accompany the driver on the long daily
commutes, both for driving and resting
times. As such, it comes equipped with
many comfort features, ranging from the
pneumatic suspension of the cabin and
seats to double bunks, air conditioning and
different storage area for belongings.
The same is not the case with the competition
truck, where austerity and safety are the most
important and outstanding characteristics,
The pilot is always focused on the behaviour
of the vehicle during the race. Included
on the makeshift aluminium wraparound
dashboard are five clocks that inform the
driver of the amount of water being supplied
to the front, left and right, and the rear
brakes, plus data on the pressure in the
pneumatic circuit and the brake pressure
difference between the front and rear wheels.
All of these parameters can be modified by
the driver during the race. In addition, two
digital displays give all the information on
other parameters, such as speed, revolutions
and timings.
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