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A power pieceTop truck engine D38

International

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MAN MAGAZINE

WHICH INNOVATIONS is MAN going to pre-sent at the 2014 IAA? What is the focus of MAN developers while exploring the urban traffic patterns of the future? And how is an old en-gine transformed into a new one? This second issue of MANmagazine offers answers to all these and many more interesting questions. It reflects the world of MAN: a world shaped by

technology with fascinating topics drawn from the realm of trucks and buses, all the way to the turbines and engines that are deployed in ships or power plants.

We wish you an enjoyable read while dis-covering the following pages. Or simply down-load the digital tablet version. It is free and available as an app for iOS and Android.

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MASTHEAD

MAN MAGAZINE is published three times a year in 16 languages.

PUBLISHED BY MAN Corporate CommunicationsAndreas Lampersbach, Ungererstraße 69, 80805 Munich, GermanyEDITOR IN CHIEF Florian Wöst EDITOR Joachim KelzTel.: +49. 89. 1580-1175, magazin@man.eu, www.man.euPUBLISHING COMPANY Burda Creative Group GmbH, Arabellastraße 23, 81925 Munich, GermanyTel.: +49. 89. 9250-1320, Fax: +49. 89. 9250-1680,www.burdacreative.comEDITORS & AUTHORS Klaus-Peter Hilger (resp.), Yasmine Sailer (dep.), Tobias Birzer, Markus Boden, Martin Kaluza, Richard Kienberger, Jenni Roth, Marcus SchickINTERNATIONAL EDITORS Patricia Preston (resp.), Asa C. TomashPROJECT MANAGEMENT Marlene Freiberger, Sara AustenCONCEPT Stefan Lemle, A New KindART DIRECTOR Michael Weies, A New KindGRAPHICS Micheline Pollach, Andrea Hüls, Alexandra BarlowGRAPHICS EDITOR Elke LatinovicCOVER IMAGE Christian StollPRODUCTION Burda Creative Group GmbHPRINTING Gotteswinter und Aumaier GmbH, Joseph-Dollinger-Bogen 22, 80807 Munich, GermanyREPRODUCTION permitted with reference. Any changes must be coordinated with the editors. SUBSCRIPTION SERVICE Thomas Mahler GmbH, Postfach 50 04 65, 80974 Munich, Germany Tel.: +49. 89. 1580-3274, Thomas.Mahler-ext@man.euCOPYRIGHT ©2014 MAN and Burda Creative Group GmbH

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COVER STORYFor more than a century, expertise and innovative strength have been at the core of MAN’s engine development. The new D38 engine combines commanding performance with utmost efficiency.

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04 Artwork on wheels Robert Mahrle is proud of his individually

designed MAN truck.

06 Jungle trials Volksbuses built by MAN Latin America shuttle

Brazilian children to school.

08 Four hearts for a dream boat The Viking Star is fitted with four clean engines

from MAN Diesel & Turbo.

10 Red-hot responders The history of MAN fire engines

12 News Current events in MAN’s world

16 Navigating the world of MAN At the IAA commercial vehicles show, MAN

makes an emotional brand appearance.

18 A power piece Powerful and efficient as never before:

The new D38 enhances MAN’s engine range.

22 Heavy metal MAN trucks master tough challenges

in South Africa.

26 Looking out for the future ahead Within the UR:BAN project, MAN developers

explore ideas for the traffic of the future.

30 Turn old into new In Nuremberg, MAN upgrades pre-used MAN

units into premium “Genuine Parts ecoline”.

36 Trucks are us During the Trucknology Days, visitors enjoyed

a hands-on experience of 170 trucks.

40 Offshore Commuting to windparks per boat: in transit

with a service team

46 Professionals drive MAN Football teams around the world enjoy the

travel comfort of coaches made by MAN.

48 The mileage masters Even with more than a million kilometres on

the odometer, MAN trucks operate flawlessly.

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man magazine

my man

Robert Mahrle, aged 29, is a fervently dedi-cated driver of MAN trucks. This passion is also reflected by his own MAN TGA, which he has configured in a rather singular way.

Mr Mahrle, what are these images on your truck? They are historical motifs from MAN’s past – or, more specifically, that of the old truck manufacturer Büssing, which MAN acquired back in 1971. The founder of the com-pany, Heinrich Büssing, is depicted on the right, next to his factory, and on the left is the first Büssing truck and the famous trademark logo, the MAN lion.

Did you design the truck all on your own? I came up with the airbrush design my-self. MAN shared the original imagery of the motifs with me. The actual realisation was then done by a friend of mine, who is an air-brush artist.

Where did you get the idea for these his-toric images? I am a fourth-generation truck driver – it’s a family tradition going back to my great-grandfather. Even as a child I was already enthusiastic about trucks, especially the ones made by MAN. Naturally, I’ve also always been interested in the history of cars in general.

What other changes have you made to the MAN vehicle? I started back in 2005, with just a few navigation lights. Then I added a custom-made stainless steel sunshade, a protective grille on the windscreen and the chromium wheel rims. And the entire TGX-style front, of course. Over time, this truck has become quite unique.

on wheelsartwork

One of a kind: The original TGA was transformed to adopt the look of a TGX truck.

MAN fan: Robert Mahrle is a passionately committed truck driver.

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Historic reflections: The airbrush motif on the driver’s side

depicts the first truck made by Büssing as well as the MAN lion.

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Jungle trials

Volksbus models for the programme, with powerful suspension springs and reduced overhang at the front and rear, features that are particularly suitable for coping with the difficult roads. The school buses feature extra-large doors, emergency windows, comfortable seats with safety belts and a built-in speed limit, as the safety of young passengers is always a top priority.

Today, more than 14,000 Volksbus vehicles are servicing various regions of Brazil under the auspices of the Caminho da Escola project. MAN Latin America provides the majority of the buses, thus promoting the country’s edu-cational development. Without these buses, Pedro and thousands of other schoolchildren would never be able to manage the long and hazardous trip to school.

PEDRO IS 12 YEARS OLD, and lives on the periphery of Mata de São João in Brazil’s fed-eral state of Bahia. Not too long ago it would have been impossible for him to attend school every day, as there are no public transport services in his suburb. Since 2007, however, a yellow Volksbus has been negotiating the un-surfaced gravel roads in the outlying districts of Mata de São João. Every morning, it takes Pedro and other children to school, and brings them back home in the evening. Known as Caminho da Escola (“road to school”), the initiative was launched by the Brazilian government and aims to get chil-dren from rural districts to school with the assistance of a modern bus fleet. These buses therefore contribute to regular school attend-ance. MAN Latin America developed two

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Mobile education: The yellow Volksbus picks up children in rural districts of

Brazil and gets them safely to school.

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Made to measure: In the ship’s engine room, mechanics install the first of four MAN engines.

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WITH A LENGTH OF 230 METRES, 29 metres in width and offering room for 944 passen-gers, the Viking Star – the latest addition to the fleet of Viking Ocean Cruises – is actually one of the smaller super-luxury vessels. The luxu-ry liner is powered by four 32/44CR engines from MAN Diesel & Turbo. At the Italian ship-yard Fincantieri-Cantieri Navali Italiani S.p.A., the engines were lifted on board the ship by crane and installed in the engine room.

MAN Diesel & Turbo – in co-operation with Alfa Laval, which provides the exhaust gas purification systems to remove sulphur oxides – supplies a total of eight engines for the Viking Star and a sister ship. By combining the ultra-efficient MAN engines with the ex-haust gas purification system, the new luxury cruisers can most economically meet the increasingly stringent regulations for sulphur oxide emissions all over the world.

for a dream boat

Up in the air: Lifted by a crane, the engine is hoisted

on board the cruise liner.

Visionary future: From 2015 onward, the “Viking Star” will be

cruising the global oceans.

Four

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respondersRed-hot

In case of emergency, MAN technology steps right up to the plate: For 99 years, MAN has remained a reliable partner of fire brigades. Since 1915, the expertise and know-how in this field has evolved continuously – right up to today’s ultra-modern firefighting vehicles with Euro 6 compliance.

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As a result of the strategic “Fast Plan”, a measure aimed at reducing the number of

automobile types, MAN was no longer permitted to build anything other than heavy

trucks as of 1938. Fire brigades, however, required primarily lighter vehicles. Thus, MAN

did not succeed in solidly repositioning itself in the firefighting sector until the late 1950s.

In partnership with Swiss manufacturer Saurer, MAN began offering the first

fire engines as cardan or chain cars in 1915. In addition to a crew of ten men,

the vehicle provided room for ladders, a pump, hoses and an array of other

extinguishing equipment.

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1937

In the 1960s, MAN provided two-wheel- and all-wheel- drive vehicles to fire departments with the “bonnet” generation, including power-ful 150-hp engines. Emergency teams could therefore move out without delay.ful 150-hp engines. Emergency teams could therefore move out without delay.

2013

1985

Today there are real multitalents among firefighting vehicles, such as rescue vehicles and airfield fire en-gines. With its TGL, TGM and TGS series, MAN is well-represented on the market for fire-extinguishing vehicles. In the autumn of 2013, MAN became the first commercial vehicle manufacturer to offer emergency-vehicle chassis in all exhaust categories, ranging from Euro 3 to Euro 6.

1960

With the cab-over-engine configuration, MAN opened a new chapter in the history of firefighting vehicles in 1985.

The new medium-weight series earned MAN an

excellent reputation. These emergency vehicles often

remain in service for decades, responding to alarms on a daily basis.

2013Today there are real multitalents among firefighting vehicles, such as rescue vehicles and airfield fire en-gines. With its TGL, TGM and TGS series, MAN is well-represented on the market for fire-extinguishing vehicles. In the autumn of 2013, MAN became the first commercial vehicle manufacturer to offer emergency-vehicle chassis in all exhaust categories, ranging from Euro 3 to Euro 6.

Find more on the history of MAN fire engines at> www.man.eu/discovermanfirefighting

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Record-breakers deserve a suitable victory vehicle. FC Bayern München chose a converted MAN TGX.

Jubilant crowds await the stars of Bayern: Thousands of fans

celebrated victory and championship title

of the Bundesliga team.

german football champion FC Bayern München celebrated its 24th championship title in style, with a triumphal procession through the centre of Munich. Converted into an open-top, an MAN TGX with the champi-ons on board took off from MAN’s head office in Munich to proceed through streets thronged with fans to Munich’s city hall. In addition, 400 MAN employees also planned a special surprise and assembled before depar-ture to applaud their heroes.

The spacious TGX platform was large enough to accommodate the entire team of players together with their trainer, Pep Guardiola, as well as other dignitaries. The converted open-top truck offered the public an unobstructed view of the Bavarian football stars, allowing for unfettered cheering of fans. “After this fantastic season, the team certainly deserved to properly celebrate their accomplishment. Thus, I am glad that we could organise this parade together with our partners,” said Karl-Heinz Rummenigge, Chairman of FC Bayern München. On the occasion of FC Bayern’s triple victory a year ago, the championship vehicle had been con-verted at MAN’s Truck Modification Centre in Wittlich. The engineers made sure that the truck would be sturdy enough to withstand the jigs of joy executed by the team.

MAN has been a partner of FC Bayern München since 2008 and provides the official team bus. For the coming season, the contract has been extended for another three years, lasting until 2016.

masterful merriment

in an man truck

Championship celebration: The FC Bayern parade through the city centre of Munich commenced at MAN’s head office.

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THE FRENCH RAIL-VEHICLE maker Alstom has ordered 200 MAN engines for the diesel electric drive of its Régiolis railcar. In a first serial order, Alstom had already received 500 engines for the regional train of its French rail operator SNCF. Deliveries of the railcars began in April 2014.

Each vehicle is fitted with four or six MAN engines, each with an output of 338 kilowatts or 460 hp. The efficient six-cylinder in-line engine stands out for its compact and weight-saving design. As a result, the complete drive package – consisting of the diesel engine and generator, cooling system, air filter, exhaust system, and electrical and electronic components, can be accommodated on the roof. Improved accessibility simplifies servicing, and the consistently low floors of the interior increase passenger comfort. Alstom is operating the first large fleet of low-floor vehicles with a roof engine design in Europe.

The look of celebration: FC Bayern players present the championship shield.

Alstom orders another 200 rail engines

Saving space: With their compact dimensions and low weight, the MAN engines

can be accommodated on the railcar roof.

THE RUSSIAN TRANSPORT COMPANY Neotrans uses long-distance coaches of the MAN Lion’s Regio type to carry em-ployees of Russia’s largest coal producer, Siberian Coal Energy Company (SUEK), to coal mines in the west Siberian town Kemerovo and its vicinity. “Quality, safe-ty and reliability are core values of our company, and the MAN buses set stand-ards in all of these areas. Being selected by a well-known industrial company like SUEK as a transport services provider has further substantiated our decision to choose MAN,” said Sergey Verzhbitsky, Managing Director Neotrans, on the occasion of vehicle delivery. Featuring

either two or three axles, the MAN Lion’s Regio buses offer room for up to 63 pas- sengers and are powered by an MAN D20 Common Rail diesel engine with 310 hp.

MAN delivers buses to Siberia

For miners: MAN Lion’s Regio buses

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MAN MAGAZINE

AS OF 1 JANUARY 2016, “Tier III”, the next level of emission regulations for marine diesel engines issued by the International Maritime Organisation (IMO), goes into effect. MAN Diesel & Turbo already owns the expertise and the technology – such as exhaust gas recirculation (EGR) and selective catalytic reduction (SCR) – to comply with the strict rules for nitric oxide emissions. MAN Diesel & Turbo has already fitted the Danish

Ready for Tier III 283EMERGENCY VEHICLES

Vienna relies on MAN

Handover: Managing Director Dr Ludwig Richard (left) and Technical Director Johann Strasser (right) take delivery of the buses from Peter Blaha of MAN (centre).

FOR THE FOURTH TIME in succession, MAN has become market leader in Russia among truck manufacturers from the EU. According to statistics from the Russian institute Evitos-Inform, MAN achieved a top market share of around 22% in the year 2013, with 6,435 out of the total of 29,300 newly licensed trucks over six metric tons. Municipal vehicles and special vehicles make up a large proportion of this market share. In Moscow, 260 new MAN TGL tow-away vehicles went into service in February. With a loading crane that can be extended to a length of 10 metres and a sliding platform, each one can tow away a vehicle weighing up to five metric tons.

MAN is market leader in Russia

Tow-away duties: In Moscow, the new MAN TGLs will keep the streets clear.

Pioneer: the freighter Petunia Seaways already meets the strict

emission standards of Tier III.

The German disaster management agency relies on special all-wheel vehicles from MAN. The Federal Ministry of the Interior is putting 164 MAN TGMs with double crew cabs for human decontamination purposes into service. In addition, there are 119 hose-laying vehicles, which can transport long hose lines for major fire-fighting operations or after flooding. The first emergency vehi-cles have already been delivered to disaster management authorities in Bonn.

DR. RICHARD, A TRANSPORT COMPANY based in Austria, took delivery of 64 MAN Lion’s City mu-nicipal buses in Euro 6 version for its Vienna lines. The low-floor buses offer room for 87 passengers and are equipped with wheelchair accommoda-tion, air conditioning and a passenger information system. The drive is provided by a 320 hp engine and a six-gear automated transmission system from ZF. Two additional MAN buses will be used on routes with narrow or winding streets. Decisive factors for Dr. Richard were the price-benefit ratio and low fuel consumption of the MAN buses.

freighter Petunia Seaways with an SCR sys-tem, therefore complying with Tier III limits: Nitric oxides in the exhaust have been reduced by more than 80%. Back in 2012, the company had received its first order for an EGR system for a container ship of the Maersk Line. MAN Diesel & Turbo is also meeting the challenge of Tier III with dual-fuel engines, for example, which can be pow-ered by clean-combusting gas as well as with heavy oil. MAN considers emission regula-tions an innovative inspiration in the development of maritime technologies.

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KEOLIS SVERIGE AB is enlarging its Stockholm fleet with the addition of 181 MAN Lion’s City municipal buses. The order from the Swedish transport company comprises 52 hybrid buses, 127 articulated buses with CNG (compressed natural gas) and diesel drive, as well as two MAN Lion’s City M vehicles. All vehicles meet Euro 6 requirements, the strictest exhaust standards to date, and are a very ecological means of transport. The MAN Lion’s City Hybrid, for example, reduces diesel consumption and CO2 emissions by up to 30%. Another advantage of the hybrid buses is reduced noise. When leaving the bus stop, the bus relies entirely on the electrical drive, while the diesel engine kicks in a few hundred metres later. With its 52 new additions, Stock-holm now owns the largest fleet of MAN hybrid buses in the world.

181 buses for Stockholm

TURKMEN OIL and Gas Construction has ordered 61 all-terrain MAN TGS vehicles, be-coming a first-time customer of MAN trucks. The heavy dumper trucks feature 360 hp engines and a permissible overall weight of 33 metric tons. With two power-driven rear axles and designed as all-wheel vehicles, they are particularly suitable for use in heavy trac-tion operations. In western Turkmenistan, they are deployed for building roads while developing sites for oil and gas production. The vehicles are equipped for extreme weath-er conditions, as summer temperatures in Turkmenistan can reach around 60°C.

MAN began delivery of the offroad vehicles in May 2014. The local importing company manages the servicing of the fleet in Turkmenistan. The rapid access to work-shop services and a supply of spare parts in this remote region played a decisive part in the decision of Turkmen Oil and Gas Construction to choose MAN.

THE MAN SERVICE QUALITY AWARD was awarded to the staff of the Auto Hrvatska PSC Slavonski Brod service centre in Croatia, which was recognised as the “Best MAN Workshop 2013/2014”. Places two and three went to the MAN service centre in Bavaria’s Rosenheim and MAN’s partner workshop Andreas Tröger GmbH, based in Saalfeld, Thuringia. The win-ners came out on top after competing against 800 teams from all over the world. Taking part in the contest required that participants dem-onstrated their practical and theoretical skills in automotive technology, customer manage-ment and commercial practice in several rounds and over the course of an entire year. The 21 best workshop staff were invited to the

Working in ferocious heat

The world’s best MAN workshop

Ecological pioneer: Stockholm owns the world’s largest

fleet of MAN hybrid buses.

First place: The Auto Hrvatska PSC Slavonski Brod service centre is the “Best MAN Workshop 2013/2014”.

finals in Berlin. MAN has bestowed the Service Quality Award on the best service team since 2008. In total, 60% of all MAN workshops worldwide had entered the contest this year – a record high. Ph

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Robust dumper: Featuring two powered rear axles, the MAN TGS WW truck is especially suitable for deployment as a heavy-duty traction vehicle.

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From 25 September to 2 October, the international world of commercial vehicles will meet once again at the 2014 IAA Commercial Vehicles trade fair in Hanover. At this lead-ing exhibition for mobility, trans-

port and logistics, MAN Truck & Bus offers an innovative presentation spread over an area of nearly 10,000 square metres.

Visitors to the IAA will find the full model range from the brand world of MAN Truck & Bus displayed in Hall 12. The MAN exhibit was redesigned and is now easily recognisable even from a distance due to a white brand line. The different brands and segments are clearly arranged in separate areas, transport-ing customers to distinct worlds with elabo-rate settings that highlight the strengths and versatile uses of MAN vehicles.

In addition to three vehicles of the high-end TGX D38 model, show attendees can survey a total of 11 truck models, including the MAN TGS WW especially designed for the ex-port market. The area dedicated to buses fea-tures an MAN Lion’s Coach and three variants of the MAN Lion’s City – namely a CNG natural gas, a hybrid and a Euro 6 diesel version. The travel coach brand NEOPLAN is represented by the Skyliner, Cityliner and Jetliner models. At the centre of the trade exhibit is a display showcasing the range of MAN engines. MAN Latin America will also attend the event in Hanover, accompanied by two trucks of the Constellation class and a VW Volksbus. Along-side the products, visitors can also obtain in-formation on the services offered by MAN.

MAN Bus The bus sector presents the

MAN Lion’s City in natural gas, hybrid and Euro 6 variants for urban and

short-distance transport, as well as the MAN Lion’s Coach for tourist and

long-distance travel.

MAN Truck, Traction Whether utilised for the transport of

heavy loads or on construction sites, MAN vehicles for traction transport

will master every challenge.

MAN Truck, Long-Distance Transport MAN’s TGX and TGX EfficientLine

series offer powerful traction units for the long haul. A TGL tarpaulin-sided

vehicle is also on display.

Stage On a stage with LED

background projection, IAA visitors can

experience shows, presentations and

lectures.

The 2014 IAA Commercial Vehicles trade fair is the highlight of the year. MAN Truck & Bus will present its complete range of vehicles and brands in Hanover, including the new top truck model TGX D38.

Navigating the world of MAN

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NEOPLAN NEOPLAN’s Skyliner, Cityliner and Jetliner models combine comfort and efficiency in premium-class travel coaches.

Service At the centre of the IAA show stand, customers can receive tailored information about the services offered by MAN – including MAN Solutions, Modification and the Customer Centres.

MAN Latin America Represented by Constellation-class trucks and a Volksbus, MAN Latin America is also part of MAN’s presence.

Engines Visitors interested in technical aspects can inspect the latest MAN engines with state-of-the-art Euro 6 technology, as well as other Euro 5 engines.

MAN world premiereDifferent versions of the new high-end model are presented right next to the main stage: three MAN TGX D38 vehicles.

InnovationsIn this area, MAN exhibits innovations and novelties from the truck sector.

MAN Truck, Distribution Designed for distribution purposes, vehicles of the TGS, TGM and TGL series are the ideal solution for transport and logistics in urban areas and regional traffic.

MAN AT THE 2014 IAA, HALL 12

Driving the Future

SEPTEMBER 25 – OCTOBER 02, 2014 HANNOVER

man magazine

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T hat engine of mine is still making considerable pro-gress.” When Rudolf Diesel contemplated his master-

piece – made possible by MAN – back in 1895, his invention was barely three years old. He could not have known that his statement would still ring true in the 21st century. And its lasting validity will be proven once again, when MAN Truck & Bus presents its highlights at the IAA Commercial Vehicles show in Hano-ver and displays its engine competence to the automotive trade audience. On centre stage is the new MAN D38, a six-cylinder engine with 15.2-litre cubic capacity and three performance options: 520 hp, 560 hp or 640 hp. While the highly innovative Euro 6 engine is designed for long-distance transport, traction and heavy loads, it still weighs in at 160 kilograms less than its predecessor, the D28-V8.

Working under project director Norbert Schatz, a core team of about 70 specialists had spent roughly five and a half years developing the new D38 engine. “We wanted a robust, reliable and highly efficient unit, which would meet even the most challenging of transport tasks in the range of 500 hp or more,” says

Schatz, when outlining the project. The 53-year-old certified engineer is particularly intrigued by “the fabulous opportunity of starting the development of a totally new engine on a blank slate and continuing with design and simulation, right through to the first proto-types and up to serial production”.

The successors of rudolf diesel bun-dle drive technologies and progress together in the MAN engine competence centres, which develop high-performance systems such as diesel and natural gas engines with a performance range of 150 up to 1,800 hp. They are not just intended for MAN’s commercial vehicles, but also for road and rail vehicles, yachts and work boats, power aggregates, or combined heat and power plants, as well as construction and agricultural machinery. A “basic engine for many applications” serves as the foundation. “It is the starting point for developing the MAN engine series with four- and six-cylinder engines for road vehicles – as well as its eight- and 12-cylinder engines for agricultural machinery, trains, yachts, work boats, and its diesel and gas units for power generation – and launching them on the

a power pieceFor more than a century, expertise and innovational strength have been at the core of MAN’s engine development – with key technologies paving the way for high-performance machines. The new D38 combines commanding performance and utmost efficiency with low operating costs.

Function and design: The cylinder head of the new D38 engine features highly rigid materials, a new cooling system and innovative valve controls (shown).

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Turbocharging Two-phase turbocharging ensures that the engine is ideally supplied

with combustion air across a wide speed range. The MAN D38

already reaches its full torque at 930 revolutions per minute.

Rear axle With its exceptionally high gear ratio,

the rear axle exploits the torque of the high-end MAN model and saves

fuel while still running smoothly.

MAN TipMatic 2 The “Speed Shifting” function accelerates the shifting

process for gears 10, 11 and 12 – thus saving fuel when negotiating gradients, as it retains more

momentum. The “EfficientRoll” function optimises fuel consumption on descending gradients, and “Idle

Speed Driving” enables the MAN vehicle to accelerate from stop directly to idle speed.

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market with as many identical components as possible,” says Walter Gotre, Head of Engine Performance & Emissions at MAN. “The more engine components can be utilised in differ-ent engine designs, the better. After all, it benefits efficient development and assembly, as well as facilitating servicing and the re-placement of worn parts later on.”

The common rail injection used by all diesel engines built by MAN Truck & Bus hereby serves as the uniting factor. It involves injecting the fuel at a pressure of up to 1,800 bar – or even up 2,500 bar in the new D38 – into the individual cylinders at precise-ly defined times, which results in atomisa-tion. “The engine electronics are constantly aware of all the relevant data, such as engine’s rotational speed, load and temperature,” explains Gotre. This allows for calculating the ideal injection time and exact quantity of injection fuel for each cylinder and any kind of driving situation. As the injection system doses the fuel precisely in adjusting to the engine load, the engine receives only the fuel it needs and can burn soot-free.

Looking for innovations, the developers also generally focus on the operating costs as a vital parameter for the vehicle’s economic viability. “We define the performance in terms of low consumption and optimised torque generation even at low speeds,” says Norbert Schatz, when describing the task of the developers. Here, the interaction of com-ponents is always geared towards a vehicle service life of up to 1.5 million kilometres.

SINCE THE D38 has become significantly lighter, efficiency will increase even further for vehicle owners. “We wanted to offer opera-tors the option of carrying a greater payload,” say Schatz. This was achieved through an ideal choice of materials. “It involves optimis-ing the existing materials, combined with targeted geometrical design wherever neces-sary.” So what would Rudolf Diesel have thought of it? Perhaps he might repeat his original comment: “That engine of mine is still making considerable progress.”

Find more information on the MAN TGX D38 at the 2014 IAA at > www.man.eu

The top model of MAN’s trucks for long-distance transport, traction and heavy loads has a completely new drive train with numerous technical innovations. The vehicle’s main feature is the D38 six-cylinder engine with a 15.2-litre cubic capacity that ensures efficiency and optimum performance. With a choice of 520 hp or 560 hp, or even up to 640 hp as a heavy-duty tractor version, the D38 offers utmost traction power for all requirements – without intending to break any hp records. The engine is 160 kg lighter than its pred-ecessor, with MAN’s new TipMatic 2 gear system resulting in even greater efficiency. The ultra-modern, fully automated shift system supports GPS-controlled shifting, with three new functions: “Speed Shifting”, “EfficientRoll” and “Idle Speed Driving” (see illustration). The long rear axle provides additional running smoothness and low rotational speeds. Due to all these factors – including the new fuel injection system – the D38 is exceptionally economical. Full braking control, even at maxi-mum load levels, is provided by the Intarder 3 with its higher braking torque, and the EVB engine brake with an increased braking perfor-mance of 340 kilowatts and even 600 kilowatts for heavy-duty vehicles with EVB Turbo. All standard versions of the TGX D38 incorporate the Emergency Braking Assistant (EBA). Optional extras include the Lane Guard System (LGS), Adaptive Cruise Control (ACC) and the “efficient cruise” GPS cruise control system. The TGX D38 is suitable for all transport tasks, especially heavy loads. Whether employed for hauling timber in Scandinavia, long-distance transport on the motorway or shipping excep-tionally heavy goods up to 250 tonnes: The MAN TGX D38 offers reliability, maximum efficiency and low operating costs at all times.

The new MAN TGX D38

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Retarder systemMAN’s Exhaust Valve Brake (EVB) and Turbo EVB ensure maximum

braking performance. This amounts to 340 kilowatts, or even 600 kilowatts

for heavy-duty vehicles.

Design elements The MAN TGX D38 high-end

model is painted in a soft silver on the mirror caps and radiator grille.

Efficient Cruise GPS Due to stored maps and the truck’s GPS position, the cruise control system recognises gradient changes in the road ahead. As a result the lorry can “think ahead” and so optimise fuel consumption.

Lane Guard System (LGS) The latest generation of LGS recognises road markings with extreme precision – offering even more safety and comfort.

Common rail system With a pressure of 2,500 bar, the common rail system provides even finer atomisation and therefore maximises combustion efficiency.

Emergency Brake Assist (EBA) The Emergency Brake Assist or EBA automatically activates emergency braking should the driver be at risk to collide with a stationary obstacle or moving object in front.

Adaptive Cruise Control (ACC) Adaptive Cruise Control automatically maintains a proper safety distance from the vehicle ahead.

High tech in the cylinder head The new cooling system directs the cooling liquid in the cylinder head directly from above to the points most exposed to thermal stress, thus reducing wear and tear. For the first time in a diesel truck engine, MAN has utilised hardly deformable convex valves that increase the service lives of valve and valve seat ring.

MAN MAGAZINE

Filled up: A driver signs the fuel receipt and accepts his vehicle for the next trip.

Heavy haulage: Michael Sipho’s truck is loaded up at the Piet Retief coal mine.

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Chromium ore from the mines of South Africa is in high demand by the metal industry worldwide. MAN trucks carry metric tons of the raw material from the country’s north over a steep mountain pass to the port of Richards Bay. On tour with the South African logistics company Chrome Carriers.

metalHeavy

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ner of mining enterprises. The company’s depot sits in the port of Richards Bay, in the province of KwaZulu-Natal. Its 284 drivers transport chromium ore from the mines in the north of the country to Richards Bay, to be shipped to destinations all over the world. On the way back, the specialised side dumper trucks fill up with coal or other bulk goods needed to process the metal. For Michael Sipho and his colleagues, every new trip always starts at the Richards Bay depot, where both tanks of the tractor-trailer unit are filled up, and the residue of chrome ore is flushed out of the dumper bodies. Whenever neces-sary, a mechanic carries out minor servicing and repairs on the trucks.

NEW DRIVERS such as Michael Sipho re-ceive thorough training by Chrome Carriers before they go on tour independently. One training course is conducted in the mines, where rigorous safety requirements are in force. Even more important, however, is train-ing the drivers how to handle their vehicles safely and economically. RTG has a modern fleet of almost 500 units. Following thorough practical tests, the Chrome Carriers division partially renewed its fleet in 2012 and added 140 MAN TGS trucks. “Our decision to place that order with MAN was based on the fact that the vehicles suffered absolutely no tech-nical defects after more than 200,000 kilo-metres of continuous operation. Other factors determining our choice of supplier were the low fuel consumption rates of the trucks, the excellent cost-benefit ratio, driving comfort, as well as MAN’s maintenance service and warranty policies,” explains Derick Reinhardt, CEO of RTG. The vehicles operate in South Africa under challenging conditions, often using tandem semitrailers, for example. These so-called interlinks of the seven-axle vehicles are designed for a high payload of 34 metric tons. Operating conditions are fur-ther exacerbated by the demanding topogra-phy of the country, which is why precise ser-vicing by the close network of MAN service points is indispensable. Chrome Carriers has concluded a full maintenance contract with

The journey from Richards Bay to Rustenburg and back is a challenge: Altitude differences of 1,250 metres and a varied terrain are stressful for both drivers and engines.

KILOMETRES1 500

Double pack: While the twin tyre set is designed to cope with tough operating conditions in South Africa and the high payload, a tyre might still occasionally fail.

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Richards Bay

RustenburgPiet Retief

Namibia

South Africa

Winding through the east of South Africa, this is National Highway 2, at a spot somewhere between Empangeni and Pongola. After a few hundred me-

tres of densely planted woodland, a few huts come into view at a crossroads. A telegraph wire attached to an askew wooden mast spans the wide and well-constructed road, a family sits together under the shade of a tree. Michael Sipho brings his MAN to a halt in the lay-by, and turns on the hazard lights. Two girls in brightly coloured dresses stand in the grass alongside the road – they were expecting him. “These are my sisters,” says Michael. The young driver has been working as a trucker for three years and supports his parents and sib-lings, who live here in a small village in the east of the country. “It’s a good job,” says the 29-year-old, who switched to a different em-ployer just a few months ago. He now works for the Chrome Carriers transport company and steers a new MAN truck that he praises en-thusiastically: “As far as I’m concerned, MAN is number one!”

For decades, South Africa has been recog-nised as the economic development engine of an entire continent. In the booming mining industry, Chrome Carriers – a subsidiary of the Reinhardt Transport Group (RTG) – evolved into the largest private logistics part-

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MAN, which covers servicing and mainte-nance, as well as extended guarantee provi-sions. After three years and up to 700,000 kil-ometres of mileage, the trucks are traded in for new vehicles.

THE FIRST LEG of Michael Sipho’s tour takes him from Richards Bay into the outly-ing areas of the mining town Piet Retief. The road winds past national parks and water res-ervoirs, crosses pastureland, towns and vil-lages, marks the border with Swaziland and occasionally turns into a mountain pass. The journey is a difficult one for the fully loaded trucks, not least due to the sharp inclines. Richards Bay is at sea level, while Piet Retief lies at an altitude of 1,250 metres in the high-lands of Mpumalanga Province. (Mpumalanga is Bantu for “the place where the sun rises”.) The short stop at his family’s village is the only break during Michael’s journey before reaching his destination. After five hours of driving he arrives in Piet Retief – a town where the roads and houses look very differ-ent from the tidy boulevards of Richards Bay.

Coal dust covers the rough and muddy ground, and an approaching storm front only serves to darken the car park next to the mines even more. The access roads to the mine are the only offroad stretches on these trips, yet they are not always as short as here in Piet Retief. Michael first trundles over the weigh station before positioning his seven-axle vehicle alongside one of the big coal heaps. A wheeled loader shovels the coal into the dumper holders, which fill up in just a few minutes. As it leaves, the truck is weighed once more. “Have a good trip!” says an em-ployee of the mining company, and hands Michael the documents. It will be nearly an-other 500 kilometres before he reaches his next destination – a chrome mine near Rustenburg, west of Pretoria. Here he will swap his coal for chrome, sleep for a few hours and then head east again – back to Richards Bay, where his cargo will be carried over the oceans to places all over the world.

Find more information about MAN South Africa at > www.man-south-africa.co.za/truck

“As far as I’m concerned, MAN is number one!”Michael Sipho, truck driver with Chrome Carriers

Intermediate stop: Michael Sipho takes a break from his journey for a brief visit to his sisters in the town of Pongola.

Flexible transporter: The MAN TGS vehicles of Chrome Carriers have been specially fitted with side-dumping bodies.

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O.

nce the signal turns green, we are on our way. Yet just 100 me-tres further on, the next traffic

light already awaits. And this time, it is a red one. Klaus-Dieter Habedank is quite relaxed as he sits behind the wheel. His truck approaches the signal at a speed of 40 kilometres per hour. The signal then changes to green. Since Habedank’s truck receives information from traffic lights, the vehicle can calculate the speed likely to catch the “green wave.” “What a

Within the framework of the UR:BAN project, MAN developers are working to make city driving safer and more efficient. Essential elements are innovative driver assistance and traffic management systems for trucks and buses.

Almost reality: In the simulator, study participants experience how assistance systems like the “green wave assistant” could facilitate driving in the future.

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great driving experience,” says Habedank, a professional truck driver since 1971. Moving so easily through an urban setting is certainly not a commonplace experience for him – es-pecially considering that he is not even de-pressing the accelerator.

Then the tour comes to an end. A white screen appears where Habedank had just faced the road and its traffic a moment ago. His driv-er’s seat actually sits on the premises of MAN’s research department in Munich. The green

Looking out for the

future ah ead

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“We induce traffic lights to communicate with vehicles.” Andreas Zimmermann, expert on human-machine interface

Test situation: Sonja Stockert of the Munich University of Applied Sciences fits the test person with special glasses to record his viewing direction.

wave and communications between truck and traffic lights are visions for the future – brought to life by a deceptively real simulation.

RESEARCHING URBAN TRANSPORT of tomor-row, making it safe, efficient and especially a continuously moving flow has become an important undertaking and research project called “UR:BAN” for MAN and its coopera -tion with 31 companies, universities, research institutions and metro areas. Launched in 2012

future ah eadThe German Federal Ministry for Economic Affairs and Energy is a significant supporter of the UR:BAN project.

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and designed to run for four years, the re-search project has received significant support from Germany’s Federal Ministry for Econom-ic Affairs and Energy. This year is the halfway mark, and the first result rendered by MAN de-velopers are quite impressive.

THE TEAM OF DEVELOPERS from the Engi-neering Research Electronics department at MAN’s facilities in Munich is led by Karlheinz Dörner. An electronics engineer and control technology expert, he joined MAN back in 1998. He first worked in advance development and then became a department head respon-sible for driver-assistance systems and elec-tronics – thus bringing a wealth of experience to the UR:BAN project. “We are simultaneous-ly working on the sub-areas ‘Networked Traffic System’, ‘Cognitive Assistance’ and ‘Human Factors in Traffic’. The principal focus of our research is always on the driver.” That includes the “delay and green wave assistant”, for in-stance, which professional truck driver and study participant Klaus-Dieter Habedank has just been testing in a prototype version. The developers put one of the most important top-ics for commercial vehicles on their agenda: “The focus of our

research is always on the driver.”Karlheinz Dörner, head of the Engineering Research Electronics division at MAN

reducing fuel consumption. This includes the avoidance of unnecessary stops and starts, by integrating the prognosis for switching times and stopping points at traffic lights. Andreas Zimmermann, responsible for one of the UR:BAN sub-projects, describes it as a com-plex process: “We induce traffic lights to com-municate with the vehicle via mobile phone or WLAN. Based on that data exchange, our control equipment calculates the driving strategy best suited to take optimised advan-tage of the green wave,” summarises the elec-tronics engineer. At some point, this strategy should result in real savings, considering that frequent stop-and-start driving in urban traf-fic often defeats the high efficiency rate of modern commercial vehicles. A study on the efficiency of commercial vehicles issued by the German Association of the Automotive In-dustry (VDA) confirms that just two stops per kilometre will triple the fuel consumption of a fully loaded 40-metric-ton vehicle.

Both the simulator and a field-trials track in Düsseldorf provide significant insights for the project. Receiving feedback from drivers is just as important for the researchers as it is for the drivers themselves. “I greatly enjoy

A total of 31 companies, universities, cities and research institutes are cooperating in the UR:BAN project.

31PARTNERS

Looking at results: Walter Schwertberger (right) and Michael Reule (left) examine the images of the Bird View camera in the test bus.Researcher in motion:

Karlheinz Dörner likes cycling from his

office to the test track.

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working with the researchers and developers from MAN and the university,” says Klaus-Dieter Habedank. “I find that despite all the cabling, driving in the simulator seems almost real. Therefore, I can judge rather ef-fectively which new systems are designed to make life easier for the driver, or where they might be optimised.”

Situation-sensitive driver support is also at the centre of the UR:BAN “Cognitive Assis-tance” sub-project. Through integrated cam-era systems, the driver should be enabled to view the entire immediate vicinity of the ve-hicle on a monitor when necessary. Here, the researchers are using municipal buses as an example for investigating different types of display. “In their working environment, bus drivers find themselves facing special chal-lenges,” explains project director Walter Schwertberger. “These primarily include bus stops, pedestrian and cyclist crossings, nar-rowing of roads, oncoming traffic and lane changes.” Seeking to provide a more compre-hensive view, the researchers are looking into rendering the immediate surroundings from a virtual bird’s eye perspective. To this end, they work with a so-called Bird View system,

Eberhard Hipp, Head of Research at MAN, on innovations for urban traffic in the future

How can driver-assistance systems in-crease the efficiency and safety of commercial vehicles in urban traffic? We focus on networking the informa-tion not available to the driver, such as the switching rhythms of traffic lights or the most-current traffic disruptions. As assistance systems process infor-mation like this in real time, they can respond more presciently than the driver, warn of critical situations, or even intervene automatically.

How significant are the UR:BAN project results for MAN customers? It is our goal to use innovative systems and new technologies to analyse the increasingly complex traffic conditions surrounding the vehicle. On this basis, we hope to develop practical, con-sumption-optimised driving strategies and support drivers as best we can. That is our contribution to more effi-ciency and safety in road traffic.

The entire interview is posted at > www.man.eu/discovermanurban

“Milestones for urban traffic”

which was installed in a city bus. Six cameras attached along the length of the vehicle deliver images for 360-degree detection, which are computer-processed to yield an overall image of the vehicle and its immedi-ate surroundings.

Much fundamental work is needed before such an idea can evolve into an application ready for serial production. “Where are the best camera positions, which perspective is needed to get a realistic image of an obstacle? How can dynamic angle changes that occur in articulated buses, for instance, be reflected accurately? In this phase of the project, we are primarily dealing with many questions,” states Karlheinz Dörner. While looking for an-swers, his team is supported by MAN experts and its project partners at the University of Applied Sciences. Provided that the project appears promising, research results can first enter advanced and later serial development.

THE RESEARCHERS are well aware that technology is only as effective as its utilisa-tion in real life. Despite all the possibilities of intelligent automation as it pertains to driv-ing operations, human behaviour still plays a key role. As a doctoral candidate at Munich’s University of Applied Sciences, Sonja Stockert is part of the UR:BAN “Human Factors in Traf-fic” sub-project. Here the media IT specialist is focusing on the interaction of humans and machines, to bring about a relaxed, efficient and safe tour through urban traffic for the driver. One of the 33 test drivers is Harald Rauschmayr. In his part-time job as a transfer driver for trucks, the 53-year-old civil servant has regularly participated in the simulator tests for the last four years: “It’s a great feel-ing to contribute my experiences as a truck driver to the development of new vehicle technology.” From Sonja Stockert’s point of view, driver feedback is essential: “Nobody knows better than these professionals what information they need while on the road,” she explains. Thus, research retains a practi-cal orientation – for the benefit of those who will be applying the results.

Find more information on the UR:BAN project at > www.urban-online.org/en

Bird’s-eye perspective: The monitor offers drivers a comprehensive view of the vehicle’s

immediate vicinity, from above and in 3D.

Find a video interview with Eberhard Hipp on the app.

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Spa treatment for machinery: Old engines (left) are salvaged by MAN in Nuremberg and conditioned into fully functional replacement engines (right).

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newinto

An MAN replacement part offers the same quality as a new one, and with it comes the same MAN guarantee. At the Nuremberg plant, previously used parts are processed according to strict quality criteria. The outcome of this rejuvenation process is a top-quality original part that protects the environment and cuts costs.

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g lancing over the piece num-bered 51.06500-6089, we can’t help but notice its rather lamentable condi-tion: dirty, scratched and

with traces of rust. Until just recently, the part had faithfully performed its duty in an MAN truck, until its host – after having delivered more than a million kilometres over a decade – had been overcome by crankshaft demise. So on to the scrap heap? Perhaps in times gone by. Today, all parts with remaining functionality are refurbished and prepared for a new lease on life. Technical developments and further advancements are taken into account during the process of adaptation, which is referred to as remanufacturing. So part number 6089 – a used cooling-water pump – is scheduled to un-dergo this process. Following the rejuvenation cure, the new ecoline number 9089 will find itself fully functional and installed in a replace-ment engine.

While waiting for remanufacturing to be-gin, the cooling water pump is housed in a workshop facility that is situated on the huge grounds of the Engine Competence Centre of MAN Truck & Bus in Nuremberg. With an area covering 350,000 square metres, the site could accommodate 50 football fields. “E1” is written in large letters over the gates. Inside the hall, parts such as our water pump are subjected to a thorough cleansing. They are first taken apart, then cleaned in a wash sys-tem, sand-blasted and repainted – with some parts being subject to rejection. “After clean-ing, you can tell what is still re-usable,” explains Georg Kugler, 61, Head of Hot Testing and Replacement Parts at MAN in Nurem-berg. “We closely inspect the parts for wear and tear as well as material fatigue.” For Kugler, maximum quality is the sole

“Parts are closely inspected for wear and tear as well as material fatigue.”Georg Kugler, Head of Hot Testing and Replacement Parts, MAN Nuremberg

benchmark. In 2013, his team turned out 780 engines, with 11,325 other spare parts sent over to MAN’s stock depot in Dachau, near Munich. Replacement parts are subject to the same guarantees as new parts, so quality standards are extremely stringent.

After processing, the replacement parts are stored away or shipped to where they are needed. All the refurbished parts required for replacement engines remain in Nuremberg, where they are directly installed in the engines. One example is the assembly line for the types D20/D26: Working in two shifts, 260 employees can assemble up to 22 engines an hour. Softly humming conveyor belts carry the new and replacement engines to the work-station, lined up like a string of pearls. The atmosphere is as clean as the light-grey floor, with the sense of concentration at different manufacturing stations almost tangible. With practice and skill, the technicians assemble everything the way it ought to be. How to tell the difference between new units and a replacement engine? “Only through the part number,” says Peter Tscharntke, Section Head Segment 2, as this assembly line is called. When a replacement engine has reached the end of the line, it must still surmount one last hurdle: functional testing. During hot tests, the engine will run for half an hour on the test bed under different stress levels.

working at man in munich, Stefan Ott is Project Director and responsible for the new MAN Genuine Parts ecoline product series. As far as he is concerned, the future began three years ago when the spare parts business was elevated to Top Ten status in the MAN Group’s corporate objectives. “Re-using and refurbish-ing previously used parts saves resources and cuts down on energy usage,” he says. “And

The remanufacturing process: 1 Employees at the Nuremberg plant sort disassembled parts

before the first cleaning. 2 Dirt and grease are removed from the individual parts, both

through a wash system and by hand. 3 Before being processed by the sand-blaster, traces of

rust are still clearly visible. 4 An MAN employee determines the exact measurements of specific

pre-used components.

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In 2013, 616 truck engines and 164 bus engines were refurbished at MAN’s plant in Nuremberg.

780engines

Currently, around 1,800 replacement parts can be ordered from MAN. This portfolio will be extended to more than 3,000 part numbers by 2016.

replacement parts

1800 because fewer new parts need to be produced, emissions are also reduced. Customers such as Deutsche Bahn and municipal transport companies specifically demand this kind of thing.” This is the “ecological” aspect in the ecoline series. Thus, ecoline also facilitates MAN’s Corporate Responsibility strategy and greatly contributes to protecting the environ-ment while supporting sustainable mobility. The focus is on vehicles that are four years old or older, which generally account for 70% to 80% of a vehicle fleet. This is where MAN’s

ecoline approach first takes hold, as there are many good arguments for customers in favour of this “seasoned material”: A replace-ment part from MAN has the same quality as a new one, it is manufactured to the same specifications as the original component, and MAN offers the identical warranties. And all this comes at a rate of up to 50% less than the cost of a new part. Shorter downtime, with replacement rather than repairs, is another advantage of the ecoline approach. Primarily, however, installing original MAN parts

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Find additional photos of engine reconditioning in Nuremberg on the app.

“Conditioning used parts saves resources and cuts energy usage.”Stefan Ott, Project Manager, “MAN Genuine Parts ecoline”

adds value to the vehicle. Thus, ecoline also denotes the concept of “economical”. There are several good reasons why custom-ers make a conscious decision to choose “MAN Genuine Parts ecoline”.

AT MAN, EVERY REPLACEMENT PART in-cludes a deposit system: When a customer purchases an ecoline cooling water pump from the MAN workshop, for example, a markup of 10% to 15% is added to the purchas-ing price. Upon returning the used original part, the deposit is returned. The used compo-nent is sent to Salzgitter in Lower Saxony, the central returns plant for anything recyclable, and is then passed on to the expert techni-cians for further processing. Anything to do with engines ends up in Nuremberg.

“MAN Genuine Parts ecoline” is a major project, which demands a vast amount of logistical backup. There are plans to expand the scope of its portfolio in coming years, with a growing number of participating countries. In 2013, the overall turnover of ecoline parts amounted to €140 million. “ecoline is one of our most important topics,” confirms Frantz Perre, Head of After Sales at MAN Truck & Bus France. Ever since the process was introduced

Ready for dispatch: Both the new and reconditioned engines sit at MAN’s Nuremberg plant, waiting for their assignment.

Equal treatment: During final assembly, engines of all ages are tested with strict quality guidelines.

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in Germany, the programme became available in 17 European countries. The plan is a continu-ous expansion to cover the remaining top 50 global markets.

“MAN Genuine Parts ecoline” is just a small part of the overall portfolio of MAN’s original component business. All original parts are made to MAN’s stringent quality guidelines – that is, according to state-of-the-art technology standards. In addition, they come with a worldwide 12-month-guarantee policy. In order to reduce downtime as far as possible when a breakdown occurs, MAN’s service centres usually have on average 8,000 original parts in stock – even for older models and special vehicles. In all, 95% of all original parts are delivered to repair shops overnight.

MAN retains a total of 200,000 original components for its customers, stored in sev-eral central warehouses around the world. Currently, MAN can offer about 1,800 num-bers as replacement parts, while another 1,200 should be added by 2016. Naturally, ecoline number 51.06500-9089 will also remain in the portfolio range.

See the entire upcycling process in pictures at > www.man.eu/discovermanecoline

– 1.9 l /100 km*

Conti EcoPlus HS3 Conti EcoPlus HD3 Conti EcoPlus HT3

www.continental-truck-tires.com

GENERATION 3.DRIVEN BY YOUR NEEDS.

Conti EcoPlus

› Excellent fuel efficiency

› High mileage performance

› Premium retreadability

The pro in fuel efficiency:

* Applies to the following products HS3 315/70 R 22.5, HD3 315/70 R 22.5 and HT3 385/55 R 22.5 in the Conti-EcoPlus range compared with each of their predecessors.Sep. 25 to Oct. 2, 2014

Hall 17, Booth A06/B11

Conti_GEN3_MAN_220x280_Truck.indd 1 13.06.14 16:14

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Plant tours, shop talks and 170 trucks available for testing: Organised under the motto “Meet the world of efficiency”, the MAN Trucknology Days in Munich offer drivers, fans and customers a diverse and wide-ranging programme of events.

Trucks are us

Toni Estermann is impressed. The Managing Director of the Swiss agricultural distribu-tor Kühlhaus Gunzwil AG has just returned from a guided tour through MAN’s Munich plant. “It is quite remarkable

to see how little of the production here is done by robots,” he says. As an MAN customer, Estermann has come all the way from Switzer-land to observe production first hand and try out the new Euro 6 vehicles. He is one of 6,000 visitors who have come to Munich for the Truck nology Days event. Test drives, shop talk with experts, 170 trucks on display, guided plant tours – over the course of two days, the

“To me, man means 20 years of great experiences.”Toni Estermann, Managing Director of Kühlhaus Gunzwil AG

varied programme has attracted drivers, fans, customers and MAN employees to the Truck Forum building and the test track.

One highlight for the public: the special line-up of fire engines. The body manufactur-ers present their vehicles based on an MAN chassis in the Euro 5 and regionally still approved version, and for the first time in the new Euro 6 design. While many visitors are unable to resist an excursion on the exten-sion ladder and its lofty views of the periph-ery, the men of Hohenpeissenberg’s volunteer fire brigade are mainly interested in vehicle details: “We want to take a look at what the different body manufacturers have to offer.” Naturally a test drive is also on the agenda. After all, there are 36 vehicles waiting to be tried out under the supervision of MAN ProfiDrive trainers on the circuit course here, on country roads or on the motorway.

While the Bavarian firefighters are mov-ing onto the test track, Jack Penders is inspecting the vehicles displayed in front of the Truck Forum. These include MAN trucks built for practically all branches of industry. Penders, who is Dutch, works at MAN’s service centre in Venlo, Netherlands. “I am here to learn about new models and services, which enables me to better answer many customer questions.” Sandra and Paul Schuler are less interested in product information but rather in the adventure of it all. Paul, 3, is blissfully

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Hands-on trucks: Visitors to Trucknology Days were

able to experience MAN vehicles up close and personal.

My turn today: Different generations took to the truck wheels.

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Heavyweight: Even the largest vehicles could be tried out on the test circuit.

Use this QR code to access a video about Trucknology Days 2014.

“events like the Trucknology Days

truly reflect the quality of man.”

Roberto Ruiz, proprietor of Transportes R. Ruiz e Hijos

Trucks to the horizon: The test terrain is studded with vehicles

for a close-up view or a test drive.

seated behind the steering wheel. Such a moment is precisely the kind of experience that Trucknology Days offers its guests. MAN has been organising its annual in-house exhi-bition since 2008 – with much success. The number of visitors noted this year – a notable 6,000 – has set a new record. Guests from 27 countries travel to Munich, their homelands ranging from Brazil to Estonia and South Ko-rea. Roberto Ruiz has come from Spain. The proprietor of transport company Transportes R. Ruiz e Hijos owns seven MAN trucks and has been an MAN customer for more than 15 years. “It is events like the Trucknology Days and the reliability of the vehicles that truly

reflect the quality you get from MAN,” he says. One of his highlights: He got to drive a Euro 6 truck for the first time on the test track. “The truck moves great, just like a Euro 5 vehicle,” comments Ruiz. Off the circuit, the MAN trucks also demonstrate their capabilities on the gravelly off-road track. Close-by, a special agriculture and forestry exhibit displays trac-tor-trailer units and complete vehicles that have been modified to meet the specific re-quirements of the agricultural industry.

The Trucknology Days held in Munich mark the launch of the “MAN Trucknology RoadShow 2014”. A fleet of 65 vehicles of the TGL, TGM, TGS and TGX classes will be tour-ing all over Europe. MAN sales staff will offer customers the opportunity to try out these vehicles for several days. For Toni Estermann, this is just another reason to emphasise the MAN quality that he has believed in for a long time: “I have garnered great experiences with MAN for the past 20 years. The chassis are light, yet still robust, and the price-perfor-mance ratio is an excellent one.” The 2014 Trucknology Days have only served to con-firm his opinion once again.

More images of the 2014 Trucknology Days are posted at > www.flickr.com/photos/

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Any idle time of wind turbines on the high seas costs a fortune. On the east coast of England, special ships powered by 1,000-hp MAN engines carry service teams and spare parts swiftly and reliably to their destination.

Offs horeFloating maintenance service: The “Eden Rose” heads for the Sheringham Shoal wind park off the coast of England.

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Any idle time of wind turbines on the high seas costs a fortune. On the east coast of England, special ships powered by 1,000-hp MAN engines carry service teams and spare parts swiftly and reliably to their destination.

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P ainted blue and white, the cata-maran Tia Elizabeth leaves

Wells-next-the-Sea, a small tidal port on the coast of Norfolk, a three-hour drive north of London. The skipper takes advantage of the morning tide, as putting out is not possible at ebb tide. Arranged in a zigzag pattern, buoys indicate the course to the open North Sea. Discernible are a few walkers on the beach and the colourful wooden cabins so typical of the Norfolk coast. The Tia Elizabeth, however, is not carrying holidaymakers but rather half a dozen service technicians on their way to the Sheringham Shoal offshore wind park.

The Tia Elizabeth is one of three supply ships operated by the offshore access compa-ny Tidal Transit. With room for 12 passengers plus crew, a length of 20.3 metres and a width of eight metres, the boat was built at the Mercurio Plastics shipyard in Spain and is a typical specimen of its industry. The drive comes from two MAN V12 engines, each with an output of 1,019 hp. MAN manufactures high-speed four-stroke diesel engines in Nuremberg, which are geared towards commercial shipping. Every year, the produc-tion site builds 1,300 engines for ferries, emergency service ships, tug boats and other vessel classes.

The expansion of offshore wind energy has resulted in a dedicated market for wind park supply ships. Every day, Sheringham Shoal sends as many as 36 service technicians out to sea. The systems require regular main-tenance, as any idle time of wind turbines costs the operator a fortune. The turbine gears are checked, the rotors examined for cracks, the cables and lifts serviced. In contrast with wind parks on land, however, service staff can’t reach assigned job sites in their own service van or car, but instead need to rely on the supply vessels. And these must

The first British offshore wind park went online in 2001. Since 2008, the UK has been offshore world champion with 1,075 wind turbines.

wind turbines

Altogether, the 22 British wind parks have an output of 3.6 gigawatts – more than half of the offshore wind energy generated worldwide.

gigawatts3.6

be exceptionally reliable, especially since the boats cannot set out to sea in just any weather conditions. “This also has implications for what customers expect from the engines,” explains Eugen Maier, the Area Sales Manager at MAN Engines Marine who is responsible for the English market. “Apart from focusing on fuel consumption, operators are mainly mindful of reliability and service.”

In today’s hazy weather, the first wind turbines appear on the horizon after a one-hour journey. The gigantic towers rise 80 me-tres above the water, with every rotor blade extending 52 metres in length. Way up above, red cage platforms for service technicians are mounted to the engine houses. There are 88 turbines arranged in a diamond formation, each at a distance of around 500 metres from the next. The Sheringham Shoal wind park is located about 17 kilometres from the English coast and belongs to Scira Offshore Energy, a joint venture of Statoil and Statkraft. Together, the wind turbines can produce a total output of 317 megawatts – sufficient to supply over 200,000 British households with green energy.

in the cabin below deck, Robert Pennock, Ross Gordon and Kevin English sit on cush-ioned individual seats at one of the tables, drinking tea aboard the Tia Elizabeth. These ships are comfortable – after all, the techni-cians should be rested when they reach their destination. The men work for Siemens, the turbine manufacturer, and are doing a routine check of one of the gears. A second team on board is responsible for maintaining the cable winches and lifts inside the turbine masts. A green light comes on in the cabin, the signal for transfer. The team moves forward to the bow of the ship, with heavy waterproof bags already waiting for them. These hold tools, spare parts and oil for the gears. Today the sea

Powerful and effective: The 1,019-hp engines from MAN must be exceptionally reliable to cope with their daily deployment.

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Fasten your safety belts: Once they have roped up, service workers

climb from the ship to a cage platform at the foot of the turbine.

Climbing excursion: The technicians mount the turbine mast to carry out maintenance at the top.

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pressing the bow of the ship against the plat-form to facilitate the mens’ platform transfer. “This puts the most strain on the engines,” says the skipper. “Even at a speed of 20 knots, the trip out here is trivial by comparison. It’s unusual that the engines must expel tonnes of water behind them, without the boat moving forward an inch.”

MAN KNOWS ABOUT these requirements. “During the docking process, the boat is sub-ject to powerful vibrations,” explains Eugen Maier of MAN Engines Marine. “During instal-lation, the ship’s diesel engines must be set up with highly elastic bearings, just as the ex-haust.” Even the engines find the manoeuvres a strain: “These require almost maximum torque,” says Maier, “and here we can refer to previous experience. We’ve long since en-countered comparable challenges in the ferry business. Ferries can’t waste time either, and they brake from 100 to zero or accelerate quickly. Even docking is a similar operation.” The engines sit in the two hulls of the catama-ran. A narrow stairway leads down into the en-gine room, the walls are lined with an insula-tion layer of shiny silver. The two four-stroke high-speed MAN diesel engines are installed in this tightly confined space, where one per-son can barely squeeze past the light-grey ma-chine. “Such catamarans have very cramped engine rooms,” says Maier, “but that actually works to our advantage. The MAN engines are exceptionally compact and much more light-weight than anything else on the market.”

Throughout the afternoon, radio calls are repeatedly received from service teams who have finished their work on one of the tur-bines. The Tia Elizabeth picks them up and takes them to the next installation – similar to a kind of radio taxi. By evening, all the ser-vice teams are back on board, and the ship makes its way back to Wells-next-the-Sea. Back in the harbour, a minibus already waits to take the teams to company headquarters in Egmere. Thus ends the mens’ 13-hour work day. Tomorrow, they will be off again, catch-ing the late-morning tide at 10.30 am.

Find more information on MAN’s marine engines at > www.man-engines.com

is calm and peaceful, so the transfer presents no problems. In heavy winds and high water, setting over is the most precarious part of work. Each wind turbine features access points on two sides. The men rope up their landing gear, step onto a ladder on the turbine mast and climb a few metres to reach a cage plat-form. Each of these manoeuvres is a delicate operation for skipper Harry Getliffe. Anchor-ing is out of the question, as it would damage the cables below water. The bow is wide and protected by heavy rubber cladding. While these manoeuvres are referred to as “bump and jump” in the industry, naturally no one is supposed to do any jumping here. The ser-vice team can safely make it across at a swell of up to two metres. Getliffe steadily keeps

“The MAN engines are exceptionally compact and much more lightweight.” Eugen Maier, Area Sales Manager, MAN Engines Marine

Precision work: The very focused skipper Harry Getliffe

manoeuvres the “Tia Elizabeth” through the wind park.

Stand-by position: Having completed their work on the wind turbines, the service teams will return to the “Eden Rose”.

More images of the trip to Sheringham Shoal are available in the app. Ph

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Good braking means better driving. Better driving means driving more economically, safely, and more environmen-tally 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

GOOD BRAKING. BETTER DRIVING. INTARDER!

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Teamwork: While football star Sebastian Kehl steers the new BVB coach into a parking

slot, Christian Schulz offers some useful tips.

Transport for stars: The players of Paris Saint-Germain arrive in their MAN team coach to make a red-carpet appearance.

Luxury on wheels: Features of the new BVB coach include are a real wooden floor and top-quality leather seats.

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Most Bundesliga clubs and several Champions League teams are transported in team coaches provided by MAN. C

onfident of victory, Sebastian Kehl squeezes in behind the steering wheel. In contrast, 21-year-old Jonas Hofmann, the team’s young midfield talent – seems a little bit nervous as he

climbs into the team coach. The two Borussia Dortmund players competed against each oth-er in several disciplines during a team-only duel on asphalt in the new and old team coaches. The final call was not made until the very end, when Kehl coaxed the ever popular “Heja BVB” song out of the new coach by acti-vating a lever on the steering wheel. That was the winning goal.

“Hopefully Sebastian won’t be competing for my job,” joked Christian Schulz after the fun contest, held on the occasion of officially handing over the new MAN coach to Borussia Dortmund. The 43-year-old driver has safely and comfortably chauffeured the football stars to their matches for the last three years. “The predecessor was already fabulous, but what MAN has delivered this time is simply fantastic.” The 480-hp MAN Lion’s Coach L represents the top class of the road – a team cabin on wheels, with every comfort imagina-ble. Plush and flexibly adjustable leather seats provide utter relaxation on any journey. The three LCD monitors show movies or reports from the day’s games. “On the drive home, the lads like to watch the recap of matches,” says Schulz. The onboard SAT system renders it possible. There is also a DVD player, a sound system, a multimedia system and a WLAN router. Fixtures such as a fully automated cof-fee machine or refrigerator naturally are a

given. The most popular spots on the coach are the two groups of four seats around a table, where the footballers like to play cards.

MAN PROVIDES THE MEANS of transport for the Bundesliga stars to their games. What be-gan in 2008 with a sponsorship of FC Bayern München underwent continuous expansion. Hamburger SV, Borussia Mönchengladbach, VfL Wolfsburg and Borussia Dortmund are also partners – with another seven Bundesliga teams also using MAN coaches. It’s a similar picture on the international stage: Paris Saint-Germain is an official partner, as are AC Milan and FC Barcelona, joined by 15 top league teams in Brazil, plus Brazil’s national team, which all appreciate the amenities offered by MAN coaches. As Patrick Eble, Sponsoring and Events Team Leader at MAN, comments with pride: “We are the premier supplier worldwide for top-class sports. Our partnerships make an important contribu-tion to the positive perception of MAN as a strong brand.”

Christian Schulz covers around 60,000 kilometres in his Lion’s Coach every year. What was his finest hour? “Definitely the trip back to the hotel from Berlin’s Olympic Stadium, after our 5-2 victory in the 2012 Cup Final against Bayern München. The jubilant fans, the singing players – I had tears in my eyes.” Times have changed, however. Anyone heading to Munich after the Bayern victory over Dortmund in the 2013 Champions League Final at the Allianz Arena was met by a gigantic banner on the outskirts of town, reading “Welcome to the city of the Very Best!” Driving home from a match in Munich, Christian Schulz steers his team coach onto the motorway in the opposite direction. As long as he’s driving an MAN coach, however, he’s certainly on the right course.

A “making of” report of the duel may be found at > www.man.eu/discovermanbvbduel

Professionals

Watch a video of Sebastian Kehl and Jonas Hofmann in the BVB team coach on the app.

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The mileage masters

A passion for driving: Paul Kick has been at the wheel of his truck for every mile.

Robust, not rusty: Paul Kick’s truck receives top service.

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The mileage masters Racking up mileage of a million kilometres sounds like a very long life cycle for a truck. MAN vehicles, however, keep performing flawlessly beyond the million mark without a single engine replacement. And not just on the well-maintained roads of Germany.

Grass-green on top and scarlet red below, the love of Paul Kick’s life has no name, only a number. In spite of its stately age, it is still sprightly – and a millionaire. A mileage millionaire, to be pre-

cise. That love is a 2007 TGA 19.440, Paul Kick’s oldest MAN truck and “practically one of the family by now.” The 40-tonnes vehicle has been part of the haulage contractor’s fleet in Kerpen, Germany, for seven years, shuttling between Cologne and Berlin, on motorways, mountain roads and local runs. The truck can take a payload of up to 25 tonnes, and carries everything from foodstuffs to trade fair goods and construction materials. Naturally, other heavy-duty vehicles can also perform this service. Once a truck begins to age, however, it might start losing oil, the batteries become tired, and rust patches can develop. “My truck is as fit as ever,” says Kick. The tractor-trailer unit has already shouldered well over a million kilometres, with Kick at the steering wheel for the entire distance.

PAUL KICK HAS PRACTICALLY GROWN UP in a truck. Even as a child, he was already riding with his father, who founded the family busi-ness. Today, he manages the company togeth-er with his brothers. Over all these years, Kick has become a big MAN fan. Besides superior quality and good maintenance, intelligent driving habits are also essential in order to extract top performance from a truck, he says. And when it comes to servicing, it is important to always remember the oil change, check the brakes and examine the wheel bearings. Due to his training as a motor mechanic at MAN, Kick can perform all these tasks himself. While there, he could already learn about the quality of the vehicles he was repairing. Well, actually:“We didn’t have much to do,” he says with a wink.

While Wolfgang Kamith doesn’t perform the repairs himself, the freight operator based

Busy commuter: Paul Kick’s MAN TGA has been carrying a range

of cargo goods between Berlin and Cologne since 2007.

Read more on how buses can also surpass a million miles in the app.

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in Worms, Germany, has an authorized MAN workshop at his doorstep that he has relied on for two decades. “They are not just interested in doing more business, but will also provide free advice,” he says. “Without these col-leagues, we would have never hit the million mark,” A while ago, he also had the rear axle of his 7.5-metric-ton truck repaired at the workshop. Built in 1996, the vehicle already had 950,000 kilometres on it. “But I said to myself, ‘It’s an MAN, it will be worth it.’” Thomas Dillitzer, Head of Sales Management MAN Trucks Germany, says, “A repair is al-ways economical, unless the cost surpasses the value of the vehicle. Our trucks, however, are built to run up to 1.5 million kilometres and more.” Kamith was attached to his truck, with its grass-green driver’s cab and generous sleeping berth, and didn’t want to let it go. By now, it has logged 1,185,000 kilometres, travelled through Sweden, England and Italy, and remains fully functional.

Kamith’s MAN 8 223 from the L 2000 series is still running with its original engine from 1996, and even the heating system is still the same. Its six-cylinder engine is so qui-et that the radio is perfectly audible even while driving on the motorway. And so pow-erful with its 220 hp, “that you don’t need to crawl even on mountainous inclines, but rather just drive normally.” Meanwhile the boss also ensures that his drivers handle the vehicle responsibly: no high revolutions, an early gear change, and an immediate report and check-up as soon as anybody hears any strange noises. All things considered, the

truck is still far away from the scrap yard, he says. Even if Kamith could no longer utilize the vehicle for long-distance operations, he could still sell it.

man achieves top performance – and not just on Germany’s well-maintained roads, but also in regions with lots of sand and swel-tering heat. In the United Arab Emirates, for instance, 6,000 kilometres to the southeast. The Saif Bin Darwish corporate group, a spe-cialist in civil engineering and construction projects, has been relying on German trucks for 30 years. Three trucks have already passed the one million mark. “We were not really astonished to find that our MAN TGA models have so far kept going for more than a million kilometres,” says R.D. Pepler, General Man-ager Plant Division at Saif Bin Darwish Civil Engineering Contractors. From his point of view, the principal reasons for the long service life of the vehicles are the regular ser-vicing provided by MAN and MAN’s special training courses. These ProfiDrive courses improve the drivers’ theoretical and practical knowledge to prevent damage resulting from faulty handling. The 750 vehicles of the Saif Bin Darwish fleet are used on construction sites all over the country. They total an aver-age of 200,000 kilometres a year, half of it off-road. Despite these tough conditions, MAN’s robust trucks have low service costs and operate faultlessly, even far beyond the million-kilometre mark. It is therefore hard-ly surprising that customers all over the world are persuaded by this level of quality.

“We would never have hit the million mark without man’s service.”Wolfgang Kamith, Founder and Managing Director, Kamith Lastentaxi

Desert assignment: Trucks operating for the fleet of Saif Bin Darwish drive roughly

100,000 off-road kilometres every year.

Paul Kick’s MAN TGA has already passed the million milestone and has per- formed impeccably and without any major repairs for years. Not surprisingly, as MAN trucks are designed for a service life of 1.5 million kilometres and more.

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Visit usat the

Hall 12, Stand B14

A new class of MAN power is approaching, enabling you to gather speed for success: with the innovative D38 engine range in the MAN TGX a perfect merger of effi ciency and power takes to the roads. And scores top marks in performance, reliability and economy. See how effi cient the new power is. Come to the world premiere of the D38 at the IAA Commercial Vehicles 2014.www.mantruckandbus.com/tg

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The new KMAX range. Drive further all year round.

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+.

The new KMAX line delivers up to 35% more mileage compared to its predecessor and all-season capability.*

GY_AZ_MAN-magazin_KMAX_220x280+3mm_EN.indd 1 09.12.13 15:09