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Pre-empting the 61st bi-annual IAA truck show scheduled to open in Hanover, Germany on September 19 this year is the MAN Nutzfahrzeuge Group’s shrewd way of capturing the undivided attention of the world’s best financial and industry related media. This is not the first time MAN has chosen a superb and compelling location to showcase not only its latest technical achievements, ongoing technical developments and innovations but also its trading results. FleetWatch correspondent Max Braun was there to bring back to our readers some of the products and innovations that MAN is involved with on its home turf.
 

Innovation Winner The MAN HydroDrive won the coveted innovation silver award bestowed by the Association of German Industry.

The large media contingent from Europe, UK, Middle East, Russia, Africa and other far away places were hosted in the quaint, historic and picturesque village of Austria’s St Wolfgang on the banks of the Wolfgangsee with stunning views of the mountains that rise above this seemingly endless span of clear blue lakes. Water straight out of the lakes is of such high quality that it is fit for human consumption without treatment. 

Anton Weinmann, the current chairman of the MAN Nutzfahrzeuge Group (MAN) executive board, chaired the formal proceedings of this otherwise relaxed occasion. Speaking with pride, Weinmann said that with the sale of 68 000 trucks and 6 000 buses, 2005 was MAN’s best ever year. Results in unit sales and profits are expected to do even better in 2006. 

From a product point of view, 2006 is equally as satisfying as 2005 for the Bavarian truck and bus builder. It’s TGL model won Truck of the Year for 2006 (the sixth MAN truck range to win this award), the NEOMAN bus group won the bus builder of the year and the MAN NEOPLAN Starliner won the bus of the year for the third successive year.

The prizes and accolades don’t end here. The MAN HydroDrive (selectable hydro-static front-wheel drive system) won the coveted innovation silver award while the MAN-PM-KAT (maintenance free, no additive particulate trap for use in exhaust gas reticulation systems) won the environment award. Both these awards are bestowed by the Association of German Industry (Bundesverbandes der Deutschen Industrie).  

Of more imminent relevance for South Africa are MAN’s plans to extend its model range and production facilities with the objective of gaining shares in a wider variety of market segments in its traditional markets as well as other growth and developing regions. The most significant of these developments include a new plant in Poland to build the TGA for supply to markets outside of Europe. 

One of the new additions to the TGA range is the new LowEntry model which allows ease of entrance and alighting with its low entry, level floor. The floor is just 700 mm above the ground. Two easy to mount steps, an internal cab height of 2 100 mm and bench to accommodate a three-person crew, make this model ideal for stop start secondary distribution, waste removal and similar tasks. 

From late 2007, MAN will produce its new CargoLine range at its joint venture with MAN Force Trucks (Pty) Ltd in India. This new range is primarily destined for Asian markets and will have a simple spec, no TG technology and mainly local content. The spec includes the M2000 cab, MAN rear-axle, ZF ninespeed gearbox, and four and sixcylinder Euro 2 and Euro3 engines. 

The production capacity of the new Polish and Indian facilities are 15 000 and 24 000 units respectively. The additional production facilities will play a significant role in MAN’s objective to achieve sales of 100 000 trucks and 10 000 buses in 2010. 

The expanded Trucknology Generation range that will be presented at this year’s IAA Truck Show include: 

• TGL – a 7.5- to 12-ton GVM medium truck range. 

• TGM – a 14- to 18-ton GVM heavy truck range.

• TGA – from 18- to 50-ton GCM extra-heavy truck range.

The TGL and TGM ranges are available with a factory built crew cab. Both ranges now include a 4x4 model for off-road and rough terrain operations. All models are available with Euro 4 compliant  engines. Operators keen to go for Euro 5 compliant technology can be accommodated (see notes on the DS Common Rail engines). 
 

Expanded range From top left (clockwise): A variety of products were shown such as the TGM range shown here in tipper guise, the new LowEntry TGA model and the TGL-EDA hybrid truck being developed as a future distribution truck.

Hybrid prototype 
An interesting vehicle we were invited to drive and assess was the TGL-EDA hybrid truck jointly developed with ZF as a future distribution truck. The electrodynamic moving-off element (EDA) offers potential for fuel savings and reduced emissions. The EDA connects the driveline to the diesel engine and gearbox with a single stage planetary gear set. The clutch does not disengage the driveline. All the exceptionally compact electronic components are housed in a standard clutch housing. This dispenses with the need for a starter, alternator and hydromatic torque converter. 

	TGA Comfort As these pictures show, driver comfort and safety features abound both in and around the TGA cabs. The two photographs top left show the ultrasonic guard system that sensors all activity within two metres around the vehicle.

The EDA, firmly connected to the engine flywheel with a torsional damper, allows the diesel engine and electric motor to be used simultaneously or individually. When the vehicle is stopped, both the diesel engine and electric power is switched off. When the gears are engaged, the electric motor starts the diesel engine and sets the vehicle in motion. Other interesting features include prolonged crawling for shunting operations as well as a hill-holder function for pulling off on gradients without the need for a handbrake. 

Fuel savings of up to 10% are possible. Electric motor capacity will probably be available in 15 kW or 45 kW capacities. The EDA, having covered some 5 000 km on test tracks and public roads, is still a prototype. 

Other MAN innovations we were introduced to include: 

• Electronically controlled air suspension.

• Ultrasonic guard system that sensors all activity within two metres around the vehicle.

• Electronic stability programme (ESP) – a system that intervenes in the braking of vehicles if there is a risk of skidding or tipping over.

• Adaptive cruise control (ACC) which adjusts the speed to that of a preceding vehicle calculating a safe distance and appropriate speed.

• Lane guard system (LSG) which warns the driver if he is straying from his lane.

• MAN PriTarder – a combined engine brake and water retarder. With use of water from the cooling system, engine braking power is doubled to 600 kW almost constant at speeds from 10 to 90 km/h. This is an excellent safety feature with many operational benefits such as extended brake pad life and higher average speeds. To top it all, it is maintenance free.

Whether these and other MAN innovations come to the South African market, rests with the management of the local MAN company.

Important milestone
While it is not of immediate interest to local transporters and private carriers, MAN’s latest common rail engine range represents an important milestone in diesel engine development.

A presentation from and a subsequent discussion with Dr Wolfgang Held, head of engine development at MAN, gave an insight into the developments and implementation of Euro 4 engines in the European member states with effect from October this year.

Euro 3 is now history in the EU. Dr Held says MAN is presently the only commercial vehicle manufacturer to offer all its engines with ratings up to 480 hp (353 kW) with the compact and light, robust, maintenance free solution made up of common rail injection (1600 bars), cooled exhaust gas reticulation (EGR) and it’s patented particulate filter MAN PM-KAT in time for the introduction of Euro 4 engines.

Some years ago, MAN chose to pursue the EGR route as a fundamental in the development of its engine technology. EGR will continue to be the basis on which MAN will seek solutions to the emerging EEV (enhanced environmentally friendly vehicle), Euro 5, Euro 6 and the US limits under EPA 07 and EPA 2010. To ensure compliance with future emission standards, the MAN D20/D26 CR engines are being further developed in cooperation with Navistar International Corporation. A similar arrangement with Liebherr for the development of larger engines is also underway. MAN sees the advantage of its D20/DS26 engines in features such as:

• Ignition pressures in excess of 200 bars.

• Overhead camshaft and a one-piece cylinder head.

• Cylinder head gasket without fluid channels.

• Fuel lubricated second generation common rail injection system.

• Flywheel –end timing gears with drive for compressor and PTO.

• Gear train for common rail high pressure pump, fan, oil pump and accessories at the fan end.

• Maintenance free ploy-v belt.

• MAN Pri-Tarder – engine brake and water retarder.

• Up to 100 kg lighter than competitive engines.

• Choice between EGR and SCR (selective catalyst reduction).

• EGR offers a 150 kg mass advantage over SCR. No additives are required and with MAN PM-KAT, it is maintenance free.

• Competitive fuel consumption - 2% better than Euro 3.

Low Entry Model Another view of the LowEntry TGA model which has been welcomed by companies involved in stop-start delivery operations. Bottom Left: Air suspension is a given in overseas operations..

Environment (above) Much work has been done in developing enhanced environmentally friendly vehicles. While MAN some years ago chose to pursue the EGR route as a fundamental in the development of its engine technology, MAN AdBlue based on SCR technology is an alternative solution for long distance operations.

Euro 4 engines with EGR are best suited for short and medium-haul operations. For long distance operations, MAN AdBlue based on SCR technology is an alternative solution. Dr Held says the D26 CR is based on the same successful technology of the proven D20 CR, both of which have a designed economic life of 1,5 million kilometres. The service interval for the D26 is up to 120 000 km. So far this has been approved for long distance coach operations. Still under consideration is the decision to approve service intervals for long distance trucking operations at 50 000 to 60 000 kms.

In response to my question as to whether MAN would support an economic life of 1.5 million kilometres when its Euro 4 D20/DS26 engines come to South Africa, he said it was unlikely due to the high fuel consumption of large trucks in South Africa. Calculating typical fuel consumption at around 500 000 litres over the projected economic life, South African operators should not expect much more than the 800 000 km currently favoured by European truck manufacturers. This is the cost directly attributed to overloading, less than optimal load placement, poor driving skills, questionable maintenance and erratic fuel quality.

The second generation CR engine range boasts a maximum torque of 2 300 to 2 500 Nm across a useful engine speed range of 1 050 to 1400 r/min. Dr Held confirmed MAN is currently completing the configuration of the Euro 3 version of its engine range for the South African market.

There are many more important and interesting aspects to MAN’s latest technical and innovative achievements. These will be covered in greater detail after the IAA truck show in Hanover later this year.