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International
Top truck engine D38
A power piece
MAN MAGAZINE
2/2014
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Artwork on wheels Robert Mahrle is proud of his individually designed MAN truck.
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MAN MAGAZINE is MAGAZINE is published three times a year in 16 languages. PUBLISHED BY MAN Corporate Communications Andreas Lampersbach, Ungererstraße 69, 80805 Munich, Germany EDITOR IN CHIEF Florian Wöst EDITOR Joachim Kelz Tel.: +49. 89. 1580-1175,
[email protected], www.man.eu PUBLISHINGCOMPANY Burda Creative Group GmbH, Arabellastraße 23, 81925 Munich, Germany Tel.: +49. 89. 9250-1320, Fax: +49. 89. 9250-1680, www.burdacreative.com EDITORS & AUTHORS Klaus-Peter Hilger (resp.), Yasmine Sailer (dep.), Tobias Birzer, Markus Boden, Martin Kaluza, Richard Kienberger, Jenni Roth, Marcus Schick INTERNATIONAL EDITORS Patricia Preston (resp.), Asa C. Tomash PROJECT MANAGEMENT Marlene MANAGEMENT Marlene Freiberger, Sara Austen CONCEPT Stefan CONCEPT Stefan Lemle, A New Kind ART DIRECTOR Michael DIRECTOR Michael Weies, A New Kind GRAPHICS Micheline Pollach, Andrea Hüls, Alexandra Barlow GRAPHICS EDITOR Elke Latinovic COVER IMAGE Christian Stoll PRODUCTION Burda PRODUCTION Burda Creative Group GmbH PRINTING Gotteswinter PRINTING Gotteswinter und Aumaier GmbH, Joseph-Dollinger-Bogen 22, 80807 Munich, Germany REPRODUCTION 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,
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Four hearts for a dream boat
The Viking Star is is itted with four clean engines from MAN Diesel & Turbo.
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Red-hot responders The history of MAN ire engines
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News Current events in MAN’s world
COVER STORY For 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 e fficiency.
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Navigating the world of MAN At the IAA commercial vehicles show, MAN makes an emotional brand appearance.
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A power piece Powerful and eficient as never before: The new D38 enhances MAN’s engine range.
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Heavy metal MAN trucks master tough challenges in South Africa.
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Looking out for the future ahead Within the UR:BAN project, MAN developers explore ideas for the trafic of the future.
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The best of MAN’s world
Turn old into new In Nuremberg, MAN upgrades pre-used MAN units into premium “Genuine Parts ecoline”.
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Trucks are us During the Trucknology Days, visitors enjoyed a hands-on experience of 170 trucks.
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Offshore Commuting to windparks per boat: in transit with a service team
WHICH INNOVATIONS is MAN going to pre-
technology with fascinating topics drawn from
sent at the 2014 IAA? What is the focus of MAN
the realm of trucks and buses, all the way to the
developers while exploring the urban trafic
turbines and engines that are deployed in ships
patterns of the future? And how is an old en-
or power plants.
gine transformed into a new one? This second
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relects the world of MAN: a world shaped by
Jungle trials Volksbuses built by MAN Latin America shuttle Brazilian children to school.
MASTHEAD
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Professionals drive MAN Football teams around the world world enjoy the travel comfort of coaches made by MAN.
r P . C N I
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E L P P A : s o t o h P
The mileage masters Even with more than a million kilometres on the odometer, MAN trucks operate lawlessly.
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2/2014
MAN MAGAZINE
Historic reflections: The airbrush motif on the driver’s side depicts the first truck made by Büssing as well as the MAN lion.
MY MAN
Artwork on wheels Robert Mahrle, aged 29, is a fervently dedicated driver of MAN trucks. This passion i s also re�lected by his own MAN TGA, which he has con�igured in a rather singular way. Mr Mahrle, what are these images on your truck? They truck? They are historical motifs from MAN’s past – or, more speci�ically, that of the old truck manufacturer Büssing, which MAN acquired back in 1971. The founder of t he company, Heinrich Büssing, is depicted on the
One of a kind: The original TGA was transformed to adopt the look of a TGX truck.
right, next to his factory, and on the left is the �irst Büssing truck and the famous trademark logo, the MAN lion. Did you design the truck all on your own? I own? I came up with the airbrush design myself. MAN shared the original imagery of the motifs with me. The actual realisation was then done by a friend of mine, who is an airbrush artist. Where did you get the idea for these historic images? I 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 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 TGXstyle front, of course. Over time, this truck has become quite unique.
MAN fan: Robert Mahrle is a passionately committed truck driver.
r e l d u H l e a h c i M : s o t o h P
2/2014
MAN MAGAZINE
Historic reflections: The airbrush motif on the driver’s side depicts the first truck made by Büssing as well as the MAN lion.
MY MAN
Artwork on wheels Robert Mahrle, aged 29, is a fervently dedicated driver of MAN trucks. This passion i s also re�lected by his own MAN TGA, which he has con�igured in a rather singular way. Mr Mahrle, what are these images on your truck? They truck? They are historical motifs from MAN’s past – or, more speci�ically, that of the old truck manufacturer Büssing, which MAN acquired back in 1971. The founder of t he company, Heinrich Büssing, is depicted on the
One of a kind: The original TGA was transformed to adopt the look of a TGX truck.
right, next to his factory, and on the left is the �irst Büssing truck and the famous trademark logo, the MAN lion. Did you design the truck all on your own? I own? I came up with the airbrush design myself. MAN shared the original imagery of the motifs with me. The actual realisation was then done by a friend of mine, who is an airbrush artist. Where did you get the idea for these historic images? I 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 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 TGXstyle front, of course. Over time, this truck has become quite unique.
MAN fan: Robert Mahrle is a passionately committed truck driver.
r e l d u H l e a h c i M : s o t o h P
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MAN MAGAZINE
2/2014 Mobile education: The yellow Volksbus picks up children in rural districts of Brazil and gets them safely to school.
Jungle trials PEDRO IS 12 YEARS OLD, and lives on the periphery of Mata de São João in Brazil’s federal 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 unsurfaced 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 children from rural districts to school with the assistance of a modern bus leet. These buses therefore contribute to regular school attendance. MAN Latin America developed two
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 dificult roads. The school buses feature extra-large doors, emergency windows, comfortable seats with safety belts and a built-in speed limit, as the sa fety of young passengers is always a top priority. Today,, more than 14,000 Volksbus vehicles Today 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 educational development. Without these buses, Pedro and thousands of other schoolchildren would never be able to manage the long and hazardous trip to school.
r p a c i r e m A n i t a L N A M / s a v i V o d n a n r e F : o t o h P
MAN MAGAZINE
2/2014 Mobile education: The yellow Volksbus picks up children in rural districts of Brazil and gets them safely to school.
Jungle trials PEDRO IS 12 YEARS OLD, and lives on the periphery of Mata de São João in Brazil’s federal 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 unsurfaced 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 children from rural districts to school with the assistance of a modern bus leet. These buses therefore contribute to regular school attendance. MAN Latin America developed two
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 dificult roads. The school buses feature extra-large doors, emergency windows, comfortable seats with safety belts and a built-in speed limit, as the sa fety of young passengers is always a top priority. Today,, more than 14,000 Volksbus vehicles Today 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 educational development. Without these buses, Pedro and thousands of other schoolchildren would never be able to manage the long and hazardous trip to school.
r p a c i r e
m A n i t a L N A M / s a v i V o d n a n r e F : o t o h P
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2/2014
MAN MAGAZINE
Up in the air: Lifted by a crane, the engine is hoisted on board the cruise liner.
Four hearts for a dream boat
WITH A LENGTH OF 230 METRES, 29 metres in width and offering room for 944 passengers, the Viking Star – – the latest addition to the leet of Viking Ocean Cruises – is actually one of the smaller super-luxury vessels. The luxury liner is powered by four 32/44CR engines from MAN Diesel & Turbo. At the Italian shipyard 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 puriication systems to remove sulphur oxides – supplies a total of eight engines for the Viking Star and and a sister ship. By combining the ultra-eficient MAN engines with the exhaust gas puriication system, the new luxury cruisers can most economically meet the increasingly stringent regulations for sulphur oxide emissions all over the world.
Made to measure: In the ship’s engine room, mechanics install the first of four MAN engines.
R P r a t S g n i k i V , N A M / i r e i t n a c n i F : s o t o h P
Visionary future: From 2015 onward, the “Viking Star” will be cruising the global oceans.
Watch a video about the spectacular engine installation via crane on the app.
2/2014
MAN MAGAZINE
Up in the air: Lifted by a crane, the engine is hoisted on board the cruise liner.
Four hearts for a dream boat
WITH A LENGTH OF 230 METRES, 29 metres in width and offering room for 944 passengers, the Viking Star – – the latest addition to the leet of Viking Ocean Cruises – is actually one of the smaller super-luxury vessels. The luxury liner is powered by four 32/44CR engines from MAN Diesel & Turbo. At the Italian shipyard 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 puriication systems to remove sulphur oxides – supplies a total of eight engines for the Viking Star and and a sister ship. By combining the ultra-eficient MAN engines with the exhaust gas puriication system, the new luxury cruisers can most economically meet the increasingly stringent regulations for sulphur oxide emissions all over the world.
R P r a t S g n i k i V , N
A M / i r e i t n a c n i F : s o t o h P
Made to measure: In the ship’s engine room, mechanics install the first of four MAN engines.
Watch a video about the spectacular engine installation via crane on the app.
Visionary future: From 2015 onward, the “Viking Star” will be cruising the global oceans.
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MAN MAGAZINE
Red-hot
1985 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.
responders In case of emergency, MAN technology steps right up to the plate: For 99 years, MAN has remained a reliable partner of ire brigades. Since 1915, the expertise and know-how in this ield has evolved continuously – right up to today’s ultramodern ireighting vehicles with Euro 6 compliance.
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.
In the 1960s, MAN provided two-wheel- and all-wheel- drive vehicles to fire departments with the “bonnet” generation, including powerful 150-hp engines. Emergency teams could therefore move out without delay.
1937
1960
1915 2013
r e l g e i Z , N A M : s o t o h P
Today there are real multitalents among firefighting vehicles, such as rescue vehicles and airfield fire engines. 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
2/2014
MAN MAGAZINE
Red-hot
1985 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.
responders 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 case of emergency, MAN technology steps right up to the plate: For 99 years, MAN has remained a reliable partner of ire brigades. Since 1915, the expertise and know-how in this ield has evolved continuously – right up to today’s ultramodern ireighting vehicles with Euro 6 compliance.
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.
In the 1960s, MAN provided two-wheel- and all-wheel- drive vehicles to fire departments with the “bonnet” generation, including powerful 150-hp engines. Emergency teams could therefore move out without delay.
1937
1960
1915 2013 Today there are real multitalents among firefighting vehicles, such as rescue vehicles and airfield fire engines. 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.
r e l g e i Z , N A M : s o t o h P
Find more on the history of MAN fire engines at > www.man.eu/discovermanfirefighting
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2/2014
MAN MAGAZINE
Saving space: With their compact dimensions and low weight, the MAN engines can be accommodated on the railcar roof.
Masterful merriment
in an MAN Truck Record-breakers deserve Record-breakers a suitable victory vehicle. FC Bayern München chose a converted MAN TGX.
GERMAN FOOTBALL CHAMPION
Alstom orders another 200 rail engines
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 champions on board took off from MAN’s head of�ice 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 departure to applaud their heroes. N A M , r p m o t s l A , ) 3 ( N A M / s s i e r P t r a n n e L : s o t o h P
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 converted at MAN’s Truck Modi�ication Centre in
Championship celebration: The FC Bayern parade through the city centre of Munich commenced at MAN’s head office.
Wittlich. The engineers made sure that the truck would be sturdy enough to w ithstand the jigs of joy executed by the team. MAN has been a partner of FC Bayern München since 2008 and provides the of�icial team bus. For the coming season, the contract has been extended for another three years, lasting until 2016.
Jubilant crowds await the stars of Bayern: Thousands of fans celebrated victory and championshiptitle of the Bundesliga team.
The look of celebration: FC Bayern players present the championship shield.
THE FRENCH RAIL-VEHICLE maker Alstom has ordered 200 MAN engines for the diesel electric drive of its Régiolis railcar. In a irst 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 itted with four or six MAN engines, each with an output of 338 kilowatts or 460 hp. The eficient 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 ilter, exhaust system, and electrical and electronic components, can be accommodated on the roof. Improved accessibility simpliies servicing, and the consistently low loors of the interior increase passenger comfort. Alstom is operating the irst large leet of low-loor vehicles with a roof engine design in Europe.
MAN delivers buses to Siberia THE RUSSIAN TRANSPORT COMPANY
Neotrans uses long-distance coaches of the MAN Lion’s Regio type to carry employees of Russia’s largest coal producer, Siberian Coal Energy Company (SUEK), to coal mines in the west Siberian town Kemerovo and its vicinity. “Quality, safety and reliability are core values of our company, and the MAN buses set standards 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, 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 passengers and are powered by an MAN D20 Common Rail diesel engine with 310 hp.
For miners: MAN Lion’s Regio buses
2/2014
MAN MAGAZINE
Saving space: With their compact dimensions and low weight, the MAN engines can be accommodated on the railcar roof.
Masterful merriment
in an MAN Truck Record-breakers deserve Record-breakers a suitable victory vehicle. FC Bayern München chose a converted MAN TGX.
GERMAN FOOTBALL CHAMPION
Alstom orders another 200 rail engines
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 champions on board took off from MAN’s head of�ice 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 departure to applaud their heroes. N A M , r p m o t s l A , ) 3 ( N A M / s s i e r P t r a n n e L : s o t o h P
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 converted at MAN’s Truck Modi�ication Centre in
Championship celebration: The FC Bayern parade through the city centre of Munich commenced at MAN’s head office.
Wittlich. The engineers made sure that the truck would be sturdy enough to w ithstand the jigs of joy executed by the team. MAN has been a partner of FC Bayern
Jubilant crowds await the stars of Bayern: Thousands of fans celebrated victory and championshiptitle of the Bundesliga team.
München since 2008 and provides the of�icial team bus. For the coming season, the contract has been extended for another three years, lasting until 2016.
The look of celebration: FC Bayern players present the championship shield.
THE FRENCH RAIL-VEHICLE maker Alstom has ordered 200 MAN engines for the diesel electric drive of its Régiolis railcar. In a irst 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 itted with four or six MAN engines, each with an output of 338 kilowatts or 460 hp. The eficient 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 ilter, exhaust system, and electrical and electronic components, can be accommodated on the roof. Improved accessibility simpliies servicing, and the consistently low loors of the interior increase passenger comfort. Alstom is operating the irst large leet of low-loor vehicles with a roof engine design in Europe.
MAN delivers buses to Siberia THE RUSSIAN TRANSPORT COMPANY
Neotrans uses long-distance coaches of the MAN Lion’s Regio type to carry employees of Russia’s largest coal producer, Siberian Coal Energy Company (SUEK), to coal mines in the west Siberian town Kemerovo and its vicinity. “Quality, safety and reliability are core values of our company, and the MAN buses set standards 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, 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 passengers and are powered by an MAN D20 Common Rail diesel engine with 310 hp.
For miners: MAN Lion’s Regio buses
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2/2014
MAN MAGAZINE Pioneer: the freighter Petunia Seaways already meets the strict emission standards of Tier III.
Ecological pioneer: Stockholm owns the world’s largest fleet of MAN hybrid buses.
Working in ferocious heat Ready for Tier III 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 D iesel & 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 itted the Da nish
freighter Petunia Seaways with an SCR system, 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 irst 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 dualfuel engines, for example, which can be powered by clean-combusting gas as well as with heavy oil. MAN considers emission regulations an innovative inspiration in the developmentt of ma ritime technologies. developmen
283 EMERGENCY VEHICLES 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 hoselaying vehicles, which can transport long hose lines for major fire-fighting operations or after flooding. The first emergency vehicles have already been delivered to disaster management authorities in Bonn.
Vienna relies on MAN DR. RICHARD, A TRANSPORT COMPANY based in Austria, took delivery of 64 MAN Lion’s City municipal buses in Euro 6 version for its Vienna lines. The low-loor buses offer room for 87 passengers and are equipped with wheelchair accommodation, 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-beneit ratio and low fuel consumption of the MAN buses.
181 buses for Stockholm KEOLIS SVERIGE AB is enlarging its Stockholm leet 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 CO 2 emissions by up to 30%. Another advantage of the hybrid buses is reduced noise. When leaving the bus stop, the bus relies entir ely on the electrical drive, while the diesel engine kicks in a few hundred metres later. With its 52 new additions, Stockholm now owns the largest leet of MAN hybrid buses in the world.
The world’s best MAN workshop Tow-away duties: In Moscow, the new MAN TGLs will keep the streets clear.
MAN is market leader in Russia FOR THE FOURTH TIME in succession, MAN has become market leader in Russia among
Handover: Managing Director Dr Ludwig Richard (left) and Technical Director Johann Strasser (right) take delivery of the buses from Peter Blaha of MAN (centre).
TURKMEN OIL and Gas Construction has ordered 61 all-terrain MAN TGS vehicles, becoming a irst-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 traction operations. In western Turkmenistan, they are deployed for building roads while developing sites for oil and gas production. The vehicles are equipped for extreme weather conditions, as summer temperatures in Turkmenistan can reach around 60°C.
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 ive metric tons.
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 s e g MAN service centre in Bavaria’s Rosenheim a m and MAN’s partner workshop Andreas Tröger i y t t e g GmbH, based in Saalfeld, Thuringia. The win , ) 3 ( ners came out on top after competing against N A 800 teams from all over the world. Taking part M , r p s in the contest required that participants dem y a w onstrated their practical and theoretical skills a e S a in automotive technology, customer manage i n u t e ment and commercial practice in several P : s o rounds and over the course of an entire year. t o h P The 21 best workshop staff were invited to the
Robust dumper: Featuring two powered rear axles, the MAN TGS W W truck is especially suitable for deployment as a heavy-duty traction vehicle.
First place: The Auto Hrvatska PSC Slavonski Brod service centre is the “Best M AN Workshop 2013/2014”.
inals in Berlin. M AN 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.
MAN began delivery of the offroad vehicles in May 2014. The local importing company manages the servicing of the leet in Turkmenistan. The rapid access to workshop 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.
2/2014
MAN MAGAZINE Pioneer: the freighter Petunia Seaways already meets the strict emission standards of Tier III.
Ecological pioneer: Stockholm owns the world’s largest fleet of MAN hybrid buses.
Working in ferocious heat Ready for Tier III 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 D iesel & 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 itted the Da nish
freighter Petunia Seaways with an SCR system, 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 irst 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 dualfuel engines, for example, which can be powered by clean-combusting gas as well as with heavy oil. MAN considers emission regulations an innovative inspiration in the developmentt of ma ritime technologies. developmen
283 EMERGENCY VEHICLES 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 hoselaying vehicles, which can transport long hose lines for major fire-fighting operations or after flooding. The first emergency vehicles have already been delivered to disaster management authorities in Bonn.
181 buses for Stockholm KEOLIS SVERIGE AB is enlarging its Stockholm leet 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 CO 2 emissions by up to 30%. Another advantage of the hybrid buses is reduced noise. When leaving the bus stop, the bus relies entir ely on the electrical drive, while the diesel engine kicks in a few hundred metres later. With its 52 new additions, Stockholm now owns the largest leet of MAN hybrid buses in the world.
Vienna relies on MAN DR. RICHARD, A TRANSPORT COMPANY based in Austria, took delivery of 64 MAN Lion’s City municipal buses in Euro 6 version for its Vienna lines. The low-loor buses offer room for 87 passengers and are equipped with wheelchair accommodation, 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-beneit ratio and low fuel consumption of the MAN buses.
The world’s best MAN workshop 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 s e g MAN service centre in Bavaria’s Rosenheim a m i and MAN’s partner workshop Andreas Tröger y t t e GmbH, based in Saalfeld, Thuringia. The win g , ) 3 ( ners came out on top after competing against N A 800 teams from all over the world. Taking part M , r p s in the contest required that participants dem y a w onstrated their practical and theoretical skills a e S a in automotive technology, customer manage i n u t e ment and commercial practice in several P : s o t rounds and over the course of an entire year. o h P The 21 best workshop staff were invited to the
Tow-away duties: In Moscow, the new MAN TGLs will keep the streets clear.
MAN is market leader in Russia
Handover: Managing Director Dr Ludwig Richard (left) and Technical Director Johann Strasser (right) take delivery of the buses from Peter Blaha of MAN (centre).
TURKMEN OIL and Gas Construction has ordered 61 all-terrain MAN TGS vehicles, becoming a irst-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 traction operations. In western Turkmenistan, they are deployed for building roads while developing sites for oil and gas production. The vehicles are equipped for extreme weather conditions, as summer temperatures in Turkmenistan can reach around 60°C.
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 ive metric tons.
Robust dumper: Featuring two powered rear axles, the MAN TGS W W truck is especially suitable for deployment as a heavy-duty traction vehicle.
First place: The Auto Hrvatska PSC Slavonski Brod service centre is the “Best M AN Workshop 2013/2014”.
inals in Berlin. M AN 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.
MAN began delivery of the offroad vehicles in May 2014. The local importing company manages the servicing of the leet in Turkmenistan. The rapid access to workshop 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.
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2/2014
Navigating
MAN AT THE 2014 IAA, HALL 12 MAN world premiere Different versions of the new high-end model are presented right next to the main stage: three MAN TGX D38 vehicles.
the world of MAN
Engines Visitors interested in technical aspects can inspect the latest MAN engines with state-of-theart Euro 6 technology, as well as other Euro 5 engines.
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.
The 2014 IAA Commercial Vehicles Vehicles trade fair is the highlight of the year. MAN Truck & Bus w ill present its complete complete range of vehicles and brands in Hanover Hanover,, including the new top truck model TGX D38.
F
Innovations In this area, MAN exhibits innovations and novelties from the truck sector.
rom 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 leading 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 ind 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, transporting customers to distinct worlds with elabo-
Stage On a stage with LED background projection, IAA visitors can experience shows, presentations and lectures. MAN Latin America Represented by Constellationclass trucks and a Volksbus, MAN Latin America is also part of MAN’s presence.
rate settings that highlight the strengths and versatile uses of MAN vehicles. In addition to three vehicles of the highend TGX D38 model, show attendees can survey a total of 11 truck models, including the
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. NEOPLAN NEOPLAN’s Skyliner, Cityliner and Jetliner models combine comfort and efficiency in premium-class travel coaches.
MAN TGS WW especially designed for the export market. The area dedicated to buses features 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
MAN Truck, Traction Whether utilised for the transport of heavy loads or on construction sites, MAN vehicles for traction transport will master every challenge.
Driving the Future
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. Alongside the products, visitors can also obtain information 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.
N A M : n o i t a r t s u l l I
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. SEPTEMBER 25 – OCTOBER 02, 2014 HANNOVER
MAN MAGAZINE
2/2014
Navigating
MAN AT THE 2014 IAA, HALL 12 MAN world premiere Different versions of the new high-end model are presented right next to the main stage: three MAN TGX D38 vehicles.
the world of MAN
Engines Visitors interested in technical aspects can inspect the latest MAN engines with state-of-theart Euro 6 technology, as well as other Euro 5 engines.
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.
The 2014 IAA Commercial Vehicles Vehicles trade fair is the highlight of the year. MAN Truck & Bus w ill present its complete complete range of vehicles and brands in Hanover Hanover,, including the new top truck model TGX D38.
F
Innovations In this area, MAN exhibits innovations and novelties from the truck sector.
rom 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 leading 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 ind 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, transporting customers to distinct worlds with elabo-
Stage On a stage with LED background projection, IAA visitors can experience shows, presentations and lectures. MAN Latin America Represented by Constellationclass trucks and a Volksbus, MAN Latin America is also part of MAN’s presence.
rate settings that highlight the strengths and versatile uses of MAN vehicles. In addition to three vehicles of the highend TGX D38 model, show attendees can survey a total of 11 truck models, including the
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. NEOPLAN NEOPLAN’s Skyliner, Cityliner and Jetliner models combine comfort and efficiency in premium-class travel coaches.
MAN TGS WW especially designed for the export market. The area dedicated to buses features an MAN Lion’s Coach and three variants
MAN Truck, Traction Whether utilised for the transport of heavy loads or on construction sites, MAN vehicles for traction transport will master every challenge.
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
Driving the Future
by the Skyliner, Cityliner and Jetliner models. At the centre of the trade exhibit is a display 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.
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. Alongside the products, visitors can also obtain information on the services offered by MAN.
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.
N A M : n o i t a r t s u l l I
SEPTEMBER 25 – OCTOBER 02, 2014 HANNOVER
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MAN MAGAZINE
2/2014
A power piece For more than a century, expertise and innovational strength have been at the core of MAN’s engine development developm ent – with key technologies paving the way for high-performance machines. The new D38 combines commanding performance and utmost ef�iciency with low operating costs.
T
hat engine of mine is still
Schatz, when outlining the project. The 53-year-
making considerable pro-
old certi�ied engineer is particularly intrigued
gress.” When Rudolf Diesel
by “the fabulous opportunity of starting the
contemplated his master-
development of a totally new engine on a
piece – made possible by MAN – back in 1895,
blank slate and continuing with design and
his invention was barely three years old. He
simulation, right through to the �irst proto-
could not have known that his statement
types and up to s erial production”.
would still ring true in the 21st century. And its lasting validity will be proven once again,
THE SUCCESSORS OF RUDOLF DIESEL bun-
when MAN Truck & Bus presents its highlights
dle drive technologies and progress together
at the IAA Commercial Vehicles show in Hano-
in the MAN engine competence centres,
ver and displays its engine competence to the
which develop high-performance systems
automotive trade audience. On centre stage is
such as diesel and natural gas engines with a
the new MAN D38, a six-cylinder engine with
performance range of 150 up to 1,800 hp. They
15.2-litre cubic capacity and three performance
are not just intended for MAN’s commercial
options: 520 hp, 560 hp or 640 hp. While the
vehicles, but also for road and ra il vehicles,
highly innovative Euro 6 engine is designed
yachts and work boats, power aggregates, or
for long-distance transport, traction and heavy
combined heat and power plants, as well as
loads, it still weighs in at 160 kilograms less
construction and agricultural machinery.
than its predecessor, the D28-V8.
A “basic engine for many applications” serves
Working under project director Norbert
as the foundation. “It is the starting point for
Schatz, a core team of about 70 specialists had
developing the MAN engine series with four-
spent roughly �ive and a half years developing
and six-cylinder engines for road vehicles – as
the new D38 engine. “We wanted a robust,
well as its eight- and 12-cylinder engines for
reliable and highly ef�icient unit, which would
agricultural machinery, trains, yachts, work
meet even the most challenging of transport
boats, and its diesel and gas units for power
tasks in the range of 500 hp or more,” says
generation – and launching them on the
l l o t S
Function and design: The cylinder head of the new D38 engine features highly rigid materials, a new cooling system and innovative valve controls (shown).
n a i t s i r h C : o t o h P
MAN MAGAZINE
2/2014
A power piece For more than a century, expertise and innovational strength have been at the core of MAN’s engine development developm ent – with key technologies paving the way for high-performance machines. The new D38 combines commanding performance and utmost ef�iciency with low operating costs.
T
hat engine of mine is still
Schatz, when outlining the project. The 53-year-
making considerable pro-
old certi�ied engineer is particularly intrigued
gress.” When Rudolf Diesel
by “the fabulous opportunity of starting the
contemplated his master-
development of a totally new engine on a
piece – made possible by MAN – back in 1895,
blank slate and continuing with design and
his invention was barely three years old. He
simulation, right through to the �irst proto-
could not have known that his statement
types and up to s erial production”.
would still ring true in the 21st century. And its lasting validity will be proven once again,
THE SUCCESSORS OF RUDOLF DIESEL bun-
when MAN Truck & Bus presents its highlights
dle drive technologies and progress together
at the IAA Commercial Vehicles show in Hano-
in the MAN engine competence centres,
ver and displays its engine competence to the
which develop high-performance systems
automotive trade audience. On centre stage is
such as diesel and natural gas engines with a
the new MAN D38, a six-cylinder engine with
performance range of 150 up to 1,800 hp. They
15.2-litre cubic capacity and three performance
are not just intended for MAN’s commercial
options: 520 hp, 560 hp or 640 hp. While the
vehicles, but also for road and ra il vehicles,
highly innovative Euro 6 engine is designed
yachts and work boats, power aggregates, or
for long-distance transport, traction and heavy
combined heat and power plants, as well as
loads, it still weighs in at 160 kilograms less
construction and agricultural machinery.
than its predecessor, the D28-V8.
A “basic engine for many applications” serves
Working under project director Norbert
as the foundation. “It is the starting point for
Schatz, a core team of about 70 specialists had
developing the MAN engine series with four-
spent roughly �ive and a half years developing
and six-cylinder engines for road vehicles – as
the new D38 engine. “We wanted a robust,
well as its eight- and 12-cylinder engines for
reliable and highly ef�icient unit, which would
agricultural machinery, trains, yachts, work
meet even the most challenging of transport
boats, and its diesel and gas units for power
tasks in the range of 500 hp or more,” says
generation – and launching them on the
l l o t S n a i t s i r h C : o t o h P
Function and design: The cylinder head of the new D38 engine features highly rigid materials, a new cooling system and innovative valve controls (shown).
18
19
MAN MAGAZINE
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 different engine designs, the better. After all, it beneits eficient development and assembly, as well as facilitating servicing and the replacement 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 precisely deined times, which results in atomisation. “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 deine 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 components is always geared towards a vehicle service life of up to 1.5 million kilometres.
2/2014
Design elements The MAN TGX D38 high-end model is painted in a soft silver on the mirror caps and radiator grille.
The new MAN TGX D38 The top model of MAN’s trucks for longdistance 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 predecessor, 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 maximum load levels, is provided by the Intarder 3 with its higher braking torque, and the EVB engine brake with an increased braking performance 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.
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.
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.
Emergency Brake Assist (EBA) The Emergency Brake Assist or EBA automatically cally activates emergency braking should the driver be at risk to collide with a stationary obstacle or moving object in front.
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.
Adaptive Cruise Control (ACC) Adaptive Cruise Control automatically maintains a proper safety distance from the vehicle ahead.
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 exceptionally heavy goods up to 250 tonnes: The MAN TGX D38 offers reliability, maximum efficiency and low operating costs at all times.
SINCE THE D38 has become signiicantly
lighter, eficiency 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 optimising the existing materials, combined with targeted geometrical design wherever necessary.” 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
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.
N A M : n o i t a r t s u l l I
Retarder system MAN’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.
Common rail system With a pressure of 2,500 bar, the common rail system provides even finer atomisation and therefore maximises combustion efficiency.
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
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 different engine designs, the better. After all, it beneits eficient development and assembly, as well as facilitating servicing and the replacement 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 precisely deined times, which results in atomisation. “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 deine 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 components is always geared towards a vehicle service life of up to 1.5 million kilometres.
2/2014
Design elements The MAN TGX D38 high-end model is painted in a soft silver on the mirror caps and radiator grille.
The new MAN TGX D38 The top model of MAN’s trucks for longdistance 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 predecessor, 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 maximum load levels, is provided by the Intarder 3 with its higher braking torque, and the EVB engine brake with an increased braking performance 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.
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.
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.
Emergency Brake Assist (EBA) The Emergency Brake Assist or EBA automatically cally activates emergency braking should the driver be at risk to collide with a stationary obstacle or moving object in front.
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.
Adaptive Cruise Control (ACC) Adaptive Cruise Control automatically maintains a proper safety distance from the vehicle ahead.
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 exceptionally heavy goods up to 250 tonnes: The MAN TGX D38 offers reliability, maximum efficiency and low operating costs at all times.
SINCE THE D38 has become signiicantly
lighter, eficiency 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 optimising the existing materials, combined with targeted geometrical design wherever necessary.” 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.”
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.
Find more information on the MAN TGX D38 at the 2014 IAA at > www.man.eu
N A M : n o i t a r t s u l l I
Retarder system MAN’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.
Common rail system With a pressure of 2,500 bar, the common rail system provides even finer atomisation and therefore maximises combustion efficiency.
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.
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MAN MAGAZINE
2/2014
Heavy
metal 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.
Chromium ore from the mines of South Africa is in high demand by the metal industry worldwide. 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 Afr ican logistics company Chrome Carriers.
r e g r e b n e i K d r a h c i R : s o t o h P
MAN MAGAZINE
2/2014
Heavy
metal 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.
Chromium ore from the mines of South Africa is in high demand by the metal industry worldwide. 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 Afr ican logistics company Chrome Carriers.
r e g r e b n e i K d r a h c i R : s o t o h P
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MAN MAGAZINE Intermediate stop: Michael Sipho takes a break from his journey for a brief visit to his sisters in the town of Pongola.
W 1500 KILOMETRES 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.
Namibia Rustenburg
South Africa
Piet Retief Richards Bay
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.
inding through the east of South Africa, this is National Highway 2, at a spotsomewherebetween Empangeni and Pongola.
After a few hundred metres 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 siblings, 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 employer just a few months ago. He now works for the Chrome Carriers transport company and steers a new MAN truck that he praises enthusiastically: “As far as I’m concerned, MAN is number one!” For decades, South Africa has been recognised 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-
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 ill 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 illed up, and the residue of chrome ore is lushed out of the dumper bodies. Whenever necessary, a mechanic carries out minor servicing and repairs on the trucks. NEW DRIVERS such as Michael Sipho receive 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 training the drivers how to handle their vehicles safely and economically. RTG has a modern leet of almost 500 units. Following thorough practical tests, the Chrome Carriers division partially renewed its leet 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 technical defects after more than 200,000 kilometres of continuous operation. Other factors determining our choice of supplier were the low fuel consumption rates of the trucks, the excellent cost-beneit 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 further exacerbated by the demanding topography of the country, which is why precise servicing by the close network of MAN service points is indispensable. Chrome Carriers has concluded a full maintenance contract with
MAN, which covers servicing and maintenance, as well as extended guarantee provisions. After three years and up to 700,000 kilometres of mileage, the trucks are traded in for new vehicles.
r e g r e b n e i K d r a h c i R : s o t o h P
THE FIRST LEG of Michael Sipho’s tour takes him from Richards Bay into the outlying areas of the mining town Piet Retief. The road winds past national parks and water reservoirs, crosses pastureland, towns and villages, marks the border with Swaziland and occasionally turns into a mountain pass. The journey is a dificult 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 highlands 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 ive hours of driving he arrives in Piet Retief – a town where the roads and houses look very different 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 irst trundles over the weigh station before positioning his sevenaxle vehicle alongside one of the big coal heaps. A wheeled loader shovels the coal into the dumper holders, which ill up in jus t a few minutes. As it leaves, the truck is weighed once more. “Have a good trip!” says an employee of the mining company, and hands Michael the documents. It will be nearly another 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
Flexible transporter: The MAN TGS vehicles of Chrome Carriers have been specially fitted with side-dumping bodies.
“As far as I’m concerned, MAN is number one!” Michael Sipho, truck driver with Chrome Carriers
2/2014
MAN MAGAZINE Intermediate stop: Michael Sipho takes a break from his journey for a brief visit to his sisters in the town of Pongola.
W 1500 KILOMETRES 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.
Namibia Rustenburg
South Africa
Piet Retief Richards Bay
inding through the east of South Africa, this is National Highway 2, at a spotsomewherebetween Empangeni and Pongola.
After a few hundred metres 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 siblings, 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 employer just a few months ago. He now works for the Chrome Carriers transport company and steers a new MAN truck that he praises enthusiastically: “As far as I’m concerned, MAN is number one!” For decades, South Africa has been recognised 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-
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.
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 ill 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 illed up, and the residue of chrome ore is lushed out of the dumper bodies. Whenever necessary, a mechanic carries out minor servicing and repairs on the trucks. NEW DRIVERS such as Michael Sipho receive 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 training the drivers how to handle their vehicles safely and economically. RTG has a modern leet of almost 500 units. Following thorough practical tests, the Chrome Carriers division partially renewed its leet 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 technical defects after more than 200,000 kilometres of continuous operation. Other factors determining our choice of supplier were the low fuel consumption rates of the trucks, the excellent cost-beneit 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 further exacerbated by the demanding topography of the country, which is why precise servicing by the close network of MAN service points is indispensable. Chrome Carriers has concluded a full maintenance contract with
MAN, which covers servicing and maintenance, as well as extended guarantee provisions. After three years and up to 700,000 kilometres of mileage, the trucks are traded in for new vehicles.
r e g r e b n e i K d r a h c i R : s o t o h P
THE FIRST LEG of Michael Sipho’s tour takes him from Richards Bay into the outlying areas of the mining town Piet Retief. The road winds past national parks and water reservoirs, crosses pastureland, towns and villages, marks the border with Swaziland and occasionally turns into a mountain pass. The journey is a dificult 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 highlands 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 ive hours of driving he arrives in Piet Retief – a town where the roads and houses look very different 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 irst trundles over the weigh station before positioning his sevenaxle vehicle alongside one of the big coal heaps. A wheeled loader shovels the coal into the dumper holders, which ill up in jus t a few minutes. As it leaves, the truck is weighed once more. “Have a good trip!” says an employee of the mining company, and hands Michael the documents. It will be nearly another 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
Flexible transporter: The MAN TGS vehicles of Chrome Carriers have been specially fitted with side-dumping bodies.
“As far as I’m concerned, MAN is number one!” Michael Sipho, truck driver with Chrome Carriers
24
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MAN MAGAZINE
2/2014
Almost reality: In the simulator, study participants experience how assistance systems like the “green wave assistant” could facilitate driving in the future.
Test situation: Sonja Stockert of the Munich University of Applied Sciences fits the test person with special glasses to record his viewing direction.
Looking out for the
future ah ead Within the framework of the UR:BAN project, MAN developers are working to make city driving safer and more eficient. Essential elements are innovative driver assistance and trafic management systems for trucks and buses.
O
.
nce the signal turns green, we
great driving experience,” says Habedank, a
wave and communications between truck and
are on our way. Yet just 100 me-
professional truck driver since 1971. Moving so
trafic lights are visions for the future –
tres further on, the next trafic
easily through an urban setting is certainly
brought to life by a deceptively real simulation.
light already awaits. And this time, it is a red
not a commonplace experience for him – es-
one. Klaus-Dieter Habedank is quite relaxed as
pecially considering considering that he is not even de-
he sits behind the wheel. His truck approaches
pressing the accelerator.
the signal at a speed of 40 kilometres per hour.
Then the tour comes to an end. A white
The signal then changes to green. Since
screen appears where Habedank had just faced
Habedank’s truck receives information from
the road and its trafic a moment ago. His driv-
trafic lights, the vehicle can calculate the
er’s seat actually sits on the premises of MAN’s
speed likely to catch the “green wave.” “What a
research department in Munich. The green
RESEARCHING URBAN TRANSPORT of tomor-
tion with 31 companies, universities, research
“We induce traffic lights to communicate with vehicles.”
institutions and metro areas. Launched in 2012
Andreas Zimmermann, expert on human-machine interface
row, making it safe, eficient and especially r a r o M n i r o S : s o t o h P
The German Federal Ministry for Economic Affairs and Energy is a significant supporter of the UR:BAN project.
a continuously moving low has become an important undertaking and research project called “UR:BAN” for MAN and its coopera -
MAN MAGAZINE
2/2014
Almost reality: In the simulator, study participants experience how assistance systems like the “green wave assistant” could facilitate driving in the future.
Test situation: Sonja Stockert of the Munich University of Applied Sciences fits the test person with special glasses to record his viewing direction.
Looking out for the
future ah ead Within the framework of the UR:BAN project, MAN developers are working to make city driving safer and more eficient. Essential elements are innovative driver assistance and trafic management systems for trucks and buses.
O
.
nce the signal turns green, we
great driving experience,” says Habedank, a
wave and communications between truck and
are on our way. Yet just 100 me-
professional truck driver since 1971. Moving so
trafic lights are visions for the future –
tres further on, the next trafic
easily through an urban setting is certainly
brought to life by a deceptively real simulation.
light already awaits. And this time, it is a red
not a commonplace experience for him – es-
one. Klaus-Dieter Habedank is quite relaxed as
pecially considering considering that he is not even de-
he sits behind the wheel. His truck approaches
pressing the accelerator.
the signal at a speed of 40 kilometres per hour.
Then the tour comes to an end. A white
The signal then changes to green. Since
screen appears where Habedank had just faced
Habedank’s truck receives information from
the road and its trafic a moment ago. His driv-
trafic lights, the vehicle can calculate the
er’s seat actually sits on the premises of MAN’s
speed likely to catch the “green wave.” “What a
research department in Munich. The green
RESEARCHING URBAN TRANSPORT of tomor r a r o M n i r o S : s o t o h P
The German Federal Ministry for Economic Affairs and Energy is a significant supporter of the UR:BAN project.
tion with 31 companies, universities, research
“We induce traffic lights to communicate with vehicles.”
institutions and metro areas. Launched in 2012
Andreas Zimmermann, expert on human-machine interface
row, making it safe, eficient and especially a continuously moving low has become an important undertaking and research project called “UR:BAN” for MAN and its coopera -
26
27
2/2014
MAN MAGAZINE
31 PARTNERS
A total of 31 companies, universities, cities and research institutes are cooperating in the UR:BAN project.
“The focus of our research is always on the driver.”
and designed to run for four years, the research project has received signiicant support from Germany’s Federal Ministry for Economic Affairs and Energy. This year is the halfway mark, and the irst result rendered by MAN developers 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 irst worked in advance developme development nt and then became a department head responsible for driver-assistance systems and electronics – thus bringing a wealth of experience to the UR:BAN project. “We are simulta neously working on the sub-areas ‘Networked Trafic System’, ‘Cognitive Assistance’ and ‘Human Factors in Trafic’. The principal focus of our research is always on the driver.” That includes the “delay and green wave assistant”, for instance, which professional truck driver and study participant Klaus-Dieter Habedank has just been testing in a prototype version. The developers develope rs put one of the most important topics for commercial vehicles on their agenda:
reducing fuel consumption. This includes the avoidance of unnecessary stops and starts, by integrating the prognosis for switching times and stopping points at trafic lights. Andreas Zimmermann, responsible for one of the UR:BAN sub-projects, describes it as a complex process: “We induce trafic lights to communicate 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 advantage of the green wave,” summarises the electronics engineer. At some point, this strategy should result in real savings, considering that frequent stop-and-start driving in urban trafic often defeats the high ef iciency rate of modern commercial vehicles. A study on the eficiency of commercial vehicles issued by the German Association of the Automotive Industry (VDA) conirms that just two stops per kilometre will triple the fuel consumption of a fully loaded 40-metric-ton vehicle. Both the simulator and a ield-trials track in Düsseldorf provide signiicant 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
working with the researchers and developers
which was installed in a city bus. Six cameras
from MAN and the university,” says Klaus-
attached along the length of the vehicle
Dieter Habedank. “I ind that despite all the
deliver images for 360-degree detection,
cabling, driving in the simulator seems
which are computer-processed to yield an
almost real. Therefore, I can judge rather ef-
overall image of the vehicle and its immedi-
fectively which new systems are designed to
ate surroundings.
make life easier for the driver, or where they might be optimised.”
Much fundamental work is needed before such an idea can evolve into an application
Situation-sensitive driver support is also
ready for serial production. “Where are the
at the centre of the UR:BAN “Cognitive Assis-
best camera positions, which perspective is
tance” sub-project. Through integrated cam-
needed to get a realistic image of an obstacle?
era systems, the driver should be enabled to
How can dynamic angle changes that occur in
view the entire immediate vicinity of the ve-
articulated buses, for instance, be relected
hicle on a monitor when necessary. Here, the
accurately? In this phase of the project, we are
researchers are using municipal buses as an
primarily dealing with many questions,”
example for investigating different types of
states Karlheinz Dörner. While looking for an-
display. “In their working environment, bus
swers, his team is supported by MAN experts
drivers ind themselves facing special chal-
and its project partners at the University of
lenges,” explains project director Walter
Applied Sciences. Provided that the project
Schwertberger. “These primarily include bus
appears promising, research results can irst
stops, pedestrian and cyclist crossings, nar-
enter advanced and later serial development.
rowing of roads, oncoming trafic and lane changes.” Seeking to provide a more compre-
THE RESEARCHERS are well aware that
hensive view, the researchers are looking into
technology is only as effective as its utilisa-
rendering the immediate surroundings from
tion in real life. Despite all the possibilities of
a virtual bird’s eye perspective. To this end,
intelligent automation as it pertains to driv-
they work with a so-called Bird View system,
ing operations, human behaviour still plays a key role. As a doctoral candidate at Munich’s
Bird’s-eye perspective: The monitor offers drivers a comprehensive view of the vehicle’s immediate vicinity, from above and in 3D.
Karlheinz Dörner, head of the Engineering Research Electronics division at MAN
University of Applied Sciences, Sonja Stockert is part of the UR:BAN “Human Factors in Trafic” sub-project. Here the media IT specialist is focusing on the interaction of humans and machines, to bring about a relaxed, eficient and safe tour through urban trafic 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 feeling to contribute my experiences as a truck driver to the development of new vehicle
“Milestones for urban traffic”
Eberhard Hipp, Head of Research at MAN, on innovations for urban traffic in the future How can driver-assistance systems increase the efficiency and safety of commercial vehicles vehicles in urban traffic? We focus on networking the information not available to the driver, such as the switching rhythms of traffic lights or the most-curren most-currentt traffic disruptions disruptions.. As assist ance systems proces s information 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, consumption-optimised driving strategies and support drivers as best we can. That is our contribution to more efficiency and safety in road traffic. The entire interview is posted at > www.man.eu/discovermanurban
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-
Researcher in motion: Karlheinz Dörner likes cycling from his office to the test track.
Looking at results: Walter Schwertberger (right) and Michael Reule (left) examine the images of the Bird View camera in the test bus.
r a r o M n i r o S : s o t o h P
cal orientation – for the beneit of those who will be applying the results. Find more information on the UR:BAN project at > www.urban-online.org/en
Find a video interview with Eberhard Hipp on the app.
2/2014
MAN MAGAZINE
31 PARTNERS
A total of 31 companies, universities, cities and research institutes are cooperating in the UR:BAN project.
“The focus of our research is always on the driver.”
and designed to run for four years, the research project has received signiicant support from Germany’s Federal Ministry for Economic Affairs and Energy. This year is the halfway mark, and the irst result rendered by MAN developers 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 irst worked in advance developme development nt and then became a department head responsible for driver-assistance systems and electronics – thus bringing a wealth of experience to the UR:BAN project. “We are simulta neously working on the sub-areas ‘Networked Trafic System’, ‘Cognitive Assistance’ and ‘Human Factors in Trafic’. The principal focus of our research is always on the driver.” That includes the “delay and green wave assistant”, for instance, which professional truck driver and study participant Klaus-Dieter Habedank has just been testing in a prototype version. The developers develope rs put one of the most important topics for commercial vehicles on their agenda:
reducing fuel consumption. This includes the avoidance of unnecessary stops and starts, by integrating the prognosis for switching times and stopping points at trafic lights. Andreas Zimmermann, responsible for one of the UR:BAN sub-projects, describes it as a complex process: “We induce trafic lights to communicate 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 advantage of the green wave,” summarises the electronics engineer. At some point, this strategy should result in real savings, considering that frequent stop-and-start driving in urban trafic often defeats the high ef iciency rate of modern commercial vehicles. A study on the eficiency of commercial vehicles issued by the German Association of the Automotive Industry (VDA) conirms that just two stops per kilometre will triple the fuel consumption of a fully loaded 40-metric-ton vehicle. Both the simulator and a ield-trials track in Düsseldorf provide signiicant 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
working with the researchers and developers
which was installed in a city bus. Six cameras
from MAN and the university,” says Klaus-
attached along the length of the vehicle
Dieter Habedank. “I ind that despite all the
deliver images for 360-degree detection,
cabling, driving in the simulator seems
which are computer-processed to yield an
almost real. Therefore, I can judge rather ef-
overall image of the vehicle and its immedi-
fectively which new systems are designed to
ate surroundings.
make life easier for the driver, or where they might be optimised.”
Much fundamental work is needed before such an idea can evolve into an application
Situation-sensitive driver support is also
ready for serial production. “Where are the
at the centre of the UR:BAN “Cognitive Assis-
best camera positions, which perspective is
tance” sub-project. Through integrated cam-
needed to get a realistic image of an obstacle?
era systems, the driver should be enabled to
How can dynamic angle changes that occur in
view the entire immediate vicinity of the ve-
articulated buses, for instance, be relected
hicle on a monitor when necessary. Here, the
accurately? In this phase of the project, we are
researchers are using municipal buses as an
primarily dealing with many questions,”
example for investigating different types of
states Karlheinz Dörner. While looking for an-
display. “In their working environment, bus
swers, his team is supported by MAN experts
drivers ind themselves facing special chal-
and its project partners at the University of
lenges,” explains project director Walter
Applied Sciences. Provided that the project
Schwertberger. “These primarily include bus
appears promising, research results can irst
stops, pedestrian and cyclist crossings, nar-
enter advanced and later serial development.
rowing of roads, oncoming trafic and lane changes.” Seeking to provide a more compre-
THE RESEARCHERS are well aware that
hensive view, the researchers are looking into
technology is only as effective as its utilisa-
rendering the immediate surroundings from
tion in real life. Despite all the possibilities of
a virtual bird’s eye perspective. To this end,
intelligent automation as it pertains to driv-
they work with a so-called Bird View system,
ing operations, human behaviour still plays a key role. As a doctoral candidate at Munich’s
Bird’s-eye perspective: The monitor offers drivers a comprehensive view of the vehicle’s immediate vicinity, from above and in 3D.
Karlheinz Dörner, head of the Engineering Research Electronics division at MAN
University of Applied Sciences, Sonja Stockert is part of the UR:BAN “Human Factors in Trafic” sub-project. Here the media IT specialist is focusing on the interaction of humans and machines, to bring about a relaxed, eficient and safe tour through urban trafic 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 feeling to contribute my experiences as a truck driver to the development of new vehicle
“Milestones for urban traffic”
Eberhard Hipp, Head of Research at MAN, on innovations for urban traffic in the future How can driver-assistance systems increase the efficiency and safety of commercial vehicles vehicles in urban traffic? We focus on networking the information not available to the driver, such as the switching rhythms of traffic lights or the most-curren most-currentt traffic disruptions disruptions.. As assist ance systems proces s information 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, consumption-optimised driving strategies and support drivers as best we can. That is our contribution to more efficiency and safety in road traffic. The entire interview is posted at > www.man.eu/discovermanurban
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-
Researcher in motion: Karlheinz Dörner likes cycling from his office to the test track.
Looking at results: Walter Schwertberger (right) and Michael Reule (left) examine the images of the Bird View camera in the test bus.
r a r o M n i r o S : s o t o h P
cal orientation – for the beneit of those who will be applying the results. Find more information on the UR:BAN project at > www.urban-online.org/en
Find a video interview with Eberhard Hipp on the app.
28
29
MAN MAGAZINE
2/2014
Spa treatment for machinery: Old engines (left) are salvaged by MAN in Nuremberg and conditioned into fully functional replacement engines (right).
Turn old
into new c i v o n i t a L k u V : s o t o h P
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.
MAN MAGAZINE
2/2014
Spa treatment for machinery: Old engines (left) are salvaged by MAN in Nuremberg and conditioned into fully functional replacement engines (right).
Turn old
into new 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.
c i v o n i t a L k u V : s o t o h P
30
31
MAN MAGAZINE
2/2014 1
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.
G
lancing over the piece numbered 51.06500-6089, we can’t help but notice its rather lamentable condition: 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 undergo this process. Following the re juvenation cure, the new ecoline number 9089 will �ind itself fully functional and installed in a replacement engine. While waiting for remanufacturing to begin, 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 �ields. “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 �irst taken apart, then cleaned in a wash system, sand-blasted and repainted – with some parts being subject to rejection. “After cleaning, you can tell what is still re-usable,” explains Georg Kugler, 61, Head of Hot Testing and Replacement Parts at MAN in Nuremberg. “We closely inspect the parts for wear and tear as well as material fatigue.” For Kugler, maximum quality is the sole
3
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 workstation, lined up like a string of pearls. The atmosphere is as clean as the light-grey �loor, 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.
2
780
“Parts are closely inspected for wear and tear as well as material fatigue.”
ENGINES In 2013, 616 truck engines and 164 bus engines were refurbished at MAN’s plant in Nuremberg.
4
Georg Kugler, Head of Hot Testing and Replacement Parts, MAN Nuremberg
because fewer new parts need to be produced,
ecoline approach �irst takes hold, as there are
emissions are also reduced. Customers such
many good arguments for customers in
as Deutsche Bahn and municipal transport
favour of this “seasoned material”: A replace-
WORKING AT MAN IN MUNICH, Stefan Ott is
companies speci�ically demand this kind of
ment part from MAN has the same quality as
Project Director and responsible for the new
thing.” This is the “ecological” aspect in the
a new one, it is manufactured to the same
MAN Genuine Parts ecoline product series. As
ecoline series. Thus, ecoline also facilitates
speci�ications as the original component, and
MAN’s Corporate Responsibility strategy and
MAN offers the identical warranties. And all
greatly contributes to protecting the environ-
this comes at a rate of up to 50% less than the
ment while supporting sustainable mobility.
cost of a new part. Shorter downtime, with
The focus is on vehicles that are four years old
replacement rather than repairs, is another
or older, which generally account for 70% to
advantage of the ecoline approach. Primarily,
80% of a vehicle �leet. This is where MAN’s
however, installing original MAN parts
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 refurbishing previously used parts saves resources and cuts down on energy usage,” he says. “And
c i v o n i t a L k u V : s o t o h P
1800 REPLACEMENT PARTS 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.
MAN MAGAZINE
2/2014 1
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.
G
lancing over the piece numbered 51.06500-6089, we can’t help but notice its rather lamentable condition: 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 undergo this process. Following the re juvenation cure, the new ecoline number 9089 will �ind itself fully functional and installed in a replacement engine. While waiting for remanufacturing to begin, 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 �ields. “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 �irst taken apart, then cleaned in a wash system, sand-blasted and repainted – with some parts being subject to rejection. “After cleaning, you can tell what is still re-usable,” explains Georg Kugler, 61, Head of Hot Testing and Replacement Parts at MAN in Nuremberg. “We closely inspect the parts for wear and tear as well as material fatigue.” For Kugler, maximum quality is the sole
3
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 workstation, lined up like a string of pearls. The atmosphere is as clean as the light-grey �loor, 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.
2
780
“Parts are closely inspected for wear and tear as well as material fatigue.”
ENGINES In 2013, 616 truck engines and 164 bus engines were refurbished at MAN’s plant in Nuremberg.
4
Georg Kugler, Head of Hot Testing and Replacement Parts, MAN Nuremberg
because fewer new parts need to be produced,
ecoline approach �irst takes hold, as there are
emissions are also reduced. Customers such
many good arguments for customers in
as Deutsche Bahn and municipal transport
favour of this “seasoned material”: A replace-
WORKING AT MAN IN MUNICH, Stefan Ott is
companies speci�ically demand this kind of
ment part from MAN has the same quality as
Project Director and responsible for the new
thing.” This is the “ecological” aspect in the
a new one, it is manufactured to the same
MAN Genuine Parts ecoline product series. As
ecoline series. Thus, ecoline also facilitates
speci�ications as the original component, and
far as he is concerned, the future began three
MAN’s Corporate Responsibility strategy and
MAN offers the identical warranties. And all
greatly contributes to protecting the environ-
this comes at a rate of up to 50% less than the
ment while supporting sustainable mobility.
cost of a new part. Shorter downtime, with
The focus is on vehicles that are four years old
replacement rather than repairs, is another
or older, which generally account for 70% to
advantage of the ecoline approach. Primarily,
80% of a vehicle �leet. This is where MAN’s
however, installing original MAN parts
c i v o n i t a L k u V : s o t o h P
years ago when the spare parts business was elevated to Top Ten status in the MAN Group’s corporate objectives. “Re-using and refurbishing previously used parts saves resources and cuts down on energy usage,” he says. “And
1800 REPLACEMENT PARTS 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.
33
32
MAN MAGAZINE
adds value to the vehicle. Thus, ecoline
in Germany, the programme became available
also denotes the concept of “economical”.
in 17 European countries. The plan is a continu-
There are several good reasons why custom-
ous expansion to cover the remaining top 50
ers make a conscious decision to choose
global markets.
“MAN Genuine Parts ecoline”.
“MAN Genuine Parts ecoline” is just a small part of the overall portfolio of MAN’s
“Conditioning used parts saves resources and cuts energy usage.” Stefan Ott, Project Manager, “MAN Genuine Parts ecoline”
AT MAN, EVERY REPLACEMENT PART in-
original component business. All original
cludes a deposit system: When a customer
parts are made to MAN’s stringent quality
purchases an ecoline cooling water pump
guidelines – that is, according to state-of-the-
from the MAN workshop, for example, a
art technology standards. In addition, they
markup of 10% to 15% is added to the purchas-
come with a worldwide 12-month-guarantee
ing price. Upon returning the used original
policy. In order to reduce downtime as far as
part, the deposit is retur ned. The used compo-
possible when a breakdown occurs, MAN’s
nent is sent to Salzgitter in Lower Saxony, the
service centres usually have on average 8,000
central returns plant for anything recyclable,
original parts in stock – even for older models
and is then passed on to the expert techni-
and special vehicles. In all, 95% of all original
cians for further processin processing. g. Anything to do
parts are delivered to repair shops overnight.
with engines ends up in Nuremberg.
Find additional photos of engine reconditioning in Nuremberg on the app.
MAN retains a total of 200,000 original
“MAN Genuine Parts ecoline” is a major
components for its customers, stored in sev-
project, which demands a vast amount of
eral central warehouses around the world.
logistical backup. There are plans to expand
Currently, MAN can offer about 1,800 num-
the scope of its portfolio in coming years, with
bers as replacement parts, while another 1,200
a growing number of participating countries.
should be added by 2016. Naturally, ecoline
In 2013, the overall turnover of ecoline parts
number 51.06500-9089 will also remain in the
amounted to €140 million. “ecoline is one of
portfolio range.
GENERATION GENERA TION 3.
DRIVEN BY YOUR NEEDS.
our most important topics,” conirms Frantz Perre, Head of After Sales at MAN Truck & Bus France. Ever since the process was introduced
0 k m * 9 l / 1 0 – 1. 9 – 1
See the entire upcycling process in pictures at > www.man.eu/discoverman eu/discovermanecoline
The pro in fuel efficiency: Conti EcoPlus › Excellent fuel efficiency › High mileage performance › Premium retreadability retreadability
C on on titi E co co Pl Pl us us H S3 S3
C on on ti ti Ec Ec oP oP lu lu s H D3 D3
C on on titi Ec Ec oP oP lu lu s H T3 T3
c i v o n i t a L k u V : s
Equal treatment: During final assembly, engines of all ages are tested with strict quality guidelines.
Ready for dispatch: Both the new and reconditioned engines sit at MAN’s Nuremberg plant, waiting for their assignment.
o t o h P
Sep. 25 to Oct. 2, 2014 Hall 17, Booth A06/B11
* 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. www.continental-truck-tires.com
MAN MAGAZINE
adds value to the vehicle. Thus, ecoline
in Germany, the programme became available
also denotes the concept of “economical”.
in 17 European countries. The plan is a continu-
There are several good reasons why custom-
ous expansion to cover the remaining top 50
ers make a conscious decision to choose
global markets.
“MAN Genuine Parts ecoline”.
“MAN Genuine Parts ecoline” is just a small part of the overall portfolio of MAN’s
“Conditioning used parts saves resources and cuts energy usage.” Stefan Ott, Project Manager, “MAN Genuine Parts ecoline”
AT MAN, EVERY REPLACEMENT PART in-
original component business. All original
cludes a deposit system: When a customer
parts are made to MAN’s stringent quality
purchases an ecoline cooling water pump
guidelines – that is, according to state-of-the-
from the MAN workshop, for example, a
art technology standards. In addition, they
markup of 10% to 15% is added to the purchas-
come with a worldwide 12-month-guarantee
ing price. Upon returning the used original
policy. In order to reduce downtime as far as
part, the deposit is retur ned. The used compo-
possible when a breakdown occurs, MAN’s
nent is sent to Salzgitter in Lower Saxony, the
service centres usually have on average 8,000
central returns plant for anything recyclable,
original parts in stock – even for older models
and is then passed on to the expert techni-
and special vehicles. In all, 95% of all original
cians for further processin processing. g. Anything to do
parts are delivered to repair shops overnight.
with engines ends up in Nuremberg.
Find additional photos of engine reconditioning in Nuremberg on the app.
MAN retains a total of 200,000 original
“MAN Genuine Parts ecoline” is a major
components for its customers, stored in sev-
project, which demands a vast amount of
eral central warehouses around the world.
logistical backup. There are plans to expand
Currently, MAN can offer about 1,800 num-
the scope of its portfolio in coming years, with
bers as replacement parts, while another 1,200
a growing number of participating countries.
should be added by 2016. Naturally, ecoline
In 2013, the overall turnover of ecoline parts
number 51.06500-9089 will also remain in the
amounted to €140 million. “ecoline is one of
portfolio range.
GENERATION GENERA TION 3.
DRIVEN BY YOUR NEEDS.
our most important topics,” conirms Frantz Perre, Head of After Sales at MAN Truck & Bus France. Ever since the process was introduced
0 k m * 9 l / 1 0 – 1. 9 – 1
See the entire upcycling process in pictures at > www.man.eu/discoverman eu/discovermanecoline
The pro in fuel efficiency: Conti EcoPlus › Excellent fuel efficiency › High mileage performance › Premium retreadability retreadability
C on on titi E co co Pl Pl us us H S3 S3
Equal treatment: During final assembly, engines of all ages are tested with strict quality guidelines.
Ready for dispatch: Both the new and reconditioned engines sit at MAN’s Nuremberg plant, waiting for their assignment.
c i v o n i t a L k u V : s o t o h P
Sep. 25 to Oct. 2, 2014 Hall 17, Booth A06/B11
C on on ti ti Ec Ec oP oP lu lu s H D3 D3
C on on titi Ec Ec oP oP lu lu s H T3 T3
* 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. www.continental-truck-tires.com
34
MAN MAGAZINE
2/2014
Trucks are us Plant tours, shop talks and 170 trucks available for testing: Organised under the motto “Meet the world of ef�iciency”, the MAN Trucknology Days in Munich offer drivers, fans and customers a diverse and wide-ranging programme of events.
My turn today: Different generations took to the truck wheels.
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 �ire engines. The body manufacturHands-on trucks: Visitors to Trucknology Days were able to experience MAN vehicles up close and personal.
ers present their vehicles based on an MA N chassis in the Euro 5 and regionally still approved version, and for the �irst time in the new Euro 6 design. While many visitors are unable to resist an excursion on the extension ladder and its lofty views of the periphery, the men of Hohenpeissenberg’s volunteer �ire 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.
T
oni Estermann is impressed.
After all, there are 36 vehicles waiting to be
The Managing Director of
tried out under the supervision of MAN
the Swiss agricultural distribu-
Pro�iDrive trainers on the circuit course here,
tor Kühlhaus Gunzwil AG has
on country roads or on the motorway.
just returned from a guided
While the Bavarian �ire�ighters are mov-
tour through MAN’s Munich
ing onto the test track, Jack Penders is
plant. “It is quite remarkable
inspecting the vehicles displayed in front of
to see how little of the production here is done
the Truck Forum. These include MAN trucks
by robots,” he says. As an MAN customer,
built for practically all branches of industry.
Estermann has come all the way from Switzer-
Penders, who is Dutch, works at MAN’s service
land to observe production �irst hand and try
centre in Venlo, Netherlands. “I am here to
out the new Euro 6 vehicles. He is one of 6,000
learn about new models and services, which
visitors who have come to Munich for the
enables me to better answer many customer
Trucknology Truck nology Days event. Test drives, shop talk
questions.” Sandra and Paul Schuler are less
with experts, 170 trucks on display, guided
interested in product information but rather
plant tours – over the course of two days, the
in the adventure of it all. Paul, 3, is blissfully
“To me, MAN means 20 years of great experiences.” Toni Estermann, Managing Director of Kühlhaus Gunzwil AG
r e g r e b n e i K d r a h c i R : s o t o h P
MAN MAGAZINE
2/2014
Trucks are us Plant tours, shop talks and 170 trucks available for testing: Organised under the motto “Meet the world of ef�iciency”, the MAN Trucknology Days in Munich offer drivers, fans and customers a diverse and wide-ranging programme of events.
My turn today: Different generations took to the truck wheels.
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 �ire engines. The body manufacturHands-on trucks: Visitors to Trucknology Days were able to experience MAN vehicles up close and personal.
ers present their vehicles based on an MA N chassis in the Euro 5 and regionally still approved version, and for the �irst time in the new Euro 6 design. While many visitors are unable to resist an excursion on the extension ladder and its lofty views of the periphery, the men of Hohenpeissenberg’s volunteer �ire 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.
T
oni Estermann is impressed.
After all, there are 36 vehicles waiting to be
The Managing Director of
tried out under the supervision of MAN
the Swiss agricultural distribu-
Pro�iDrive trainers on the circuit course here,
tor Kühlhaus Gunzwil AG has
on country roads or on the motorway.
just returned from a guided
While the Bavarian �ire�ighters are mov-
tour through MAN’s Munich
ing onto the test track, Jack Penders is
plant. “It is quite remarkable
inspecting the vehicles displayed in front of
to see how little of the production here is done
the Truck Forum. These include MAN trucks
by robots,” he says. As an MAN customer,
built for practically all branches of industry.
Estermann has come all the way from Switzer-
Penders, who is Dutch, works at MAN’s service
land to observe production �irst hand and try
centre in Venlo, Netherlands. “I am here to
out the new Euro 6 vehicles. He is one of 6,000
learn about new models and services, which
visitors who have come to Munich for the
enables me to better answer many customer
Trucknology Truck nology Days event. Test drives, shop talk
questions.” Sandra and Paul Schuler are less
with experts, 170 trucks on display, guided
interested in product information but rather
plant tours – over the course of two days, the
in the adventure of it all. Paul, 3, is blissfully
“To me, MAN means 20 years of great experiences.” Toni Estermann, Managing Director of Kühlhaus Gunzwil AG
r e g r e b n e i K d r a h c i R : s o t o h P
37
36
MAN MAGAZINE
“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.
re�lect the quality you get from MAN,” he says. One of his highlights: He got to drive a Euro 6 truck for the �irst 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 tractor-trailer units and complete vehicles that have been modi�ied to meet the speci�ic requirements of the agricultural industry. THE TRUCKNOLOGY DAYS held in Munich
mark the launch of the “MAN Trucknology Heavyweight: Even the largest vehicles could be tried out on the test circuit.
RoadShow 2014”. A �leet of 65 vehicles of the TGL, TGM, TGS and TGX classes will be tourseated behind the steering wheel. Such a
ing all over Europe. MAN sales staff will offer
moment is precisely the kind of experience
customers the opportunity to try out these
that Trucknology Days offers its guests. MAN
vehicles for several days. For Toni Estermann,
has been organising its annual in-house exhi-
this is just another reason to emphasise the
bition since 2008 – with much success. The
MAN quality that he has believed in for a long
number of visitors noted this year – a notable
time: “I have garnered great experiences with
6,000 – has set a new record. Guests from 27
MAN for the past 20 years. The chassis are
countries travel to Munich, their homelands
light, yet still robust, and the price-perfor-
ranging from Brazil to Estonia and South Ko-
mance ratio is an excellent one.” The 2014
rea. Roberto Ruiz has come from Spain. The
Trucknology Days have only served to con-
proprietor of transport company Transportes
�irm his opinion once again.
R. Ruiz e Hijos owns seven MAN trucks and Use this QR code to access a video about
Trucknology Days 2014.
has been an MAN customer for more than 15
More images of the 2014 Trucknology
years. “It is events like the Trucknology Days
www.flickr.com/photos/ m/photos/ Days are posted at > www.flickr.co
and the reliability of the vehicles that tr uly
mantruckandbus
r e g r e b n e i K d r a h c i R : s o t o h P
MAN MAGAZINE
“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.
re�lect the quality you get from MAN,” he says. One of his highlights: He got to drive a Euro 6 truck for the �irst 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 tractor-trailer units and complete vehicles that have been modi�ied to meet the speci�ic requirements of the agricultural industry. THE TRUCKNOLOGY DAYS held in Munich
mark the launch of the “MAN Trucknology Heavyweight: Even the largest vehicles could be tried out on the test circuit.
RoadShow 2014”. A �leet of 65 vehicles of the TGL, TGM, TGS and TGX classes will be tourseated behind the steering wheel. Such a
ing all over Europe. MAN sales staff will offer
moment is precisely the kind of experience
customers the opportunity to try out these
that Trucknology Days offers its guests. MAN
vehicles for several days. For Toni Estermann,
has been organising its annual in-house exhi-
this is just another reason to emphasise the
bition since 2008 – with much success. The
MAN quality that he has believed in for a long
number of visitors noted this year – a notable
time: “I have garnered great experiences with
6,000 – has set a new record. Guests from 27
MAN for the past 20 years. The chassis are
countries travel to Munich, their homelands
light, yet still robust, and the price-perfor-
ranging from Brazil to Estonia and South Ko-
mance ratio is an excellent one.” The 2014
rea. Roberto Ruiz has come from Spain. The
Trucknology Days have only served to con-
proprietor of transport company Transportes
�irm his opinion once again.
R. Ruiz e Hijos owns seven MAN trucks and Use this QR code to access a video about
Trucknology Days 2014.
has been an MAN customer for more than 15
More images of the 2014 Trucknology
years. “It is events like the Trucknology Days
www.flickr.com/photos/ m/photos/ Days are posted at > www.flickr.co
and the reliability of the vehicles that tr uly
mantruckandbus
r e g r e b n e i K d r a h c i R : s o t o h P
38
MAN MAGAZINE
2/2014
Offs h ho ore Any idle time of wind turbines on the high seas costs a fortune. On the east coast of England, special ships powered powere d by 1,000-hp MAN engine enginess carr y service teams and spare parts swiftly and reliably to their destination.
Floating maintenance service: The “Eden Rose” heads for the Sheringham Shoal wind park off the coast of England.
k a z e R i r i J : o t o h P
MAN MAGAZINE
2/2014
Offs h ho ore Any idle time of wind turbines on the high seas costs a fortune. On the east coast of England, special ships powered powere d by 1,000-hp MAN engine enginess carr y service teams and spare parts swiftly and reliably to their destination.
k a z e R i r i J : o t o h P
Floating maintenance service: The “Eden Rose” heads for the Sheringham Shoal wind park off the coast of England. 40
41
MAN MAGAZINE
2/2014 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.
P
ainted blue and white, the cata-
be exceptionally reliable, especially since the
Tia Elizabeth
leaves
boats cannot set out to sea i n just any weather
Wells-next-the-Sea, a small tidal port on the
conditions. “This also has implications for
coast of Norfolk, a three-hour drive north of
what customers expect from the engines,”
London. The skipper takes advantage of the
explains Eugen Maier, the Area Sales Manager
morning tide, as putting out is not possible at
at MAN Engines Mar ine who is responsible for
ebb tide. Arranged in a zigzag pattern, buoys
the English market. “Apart from focusing on
indicate the course to the open North Sea.
fuel consumption, operators are mainly
Discernible are a few walkers on the beach and
mindful of reliability and service.”
maran
Powerful and effective: The 1,019-hp engines from MAN must be exceptionally reliable to cope with their daily deployment.
the colourful wooden cabins so typical of the Norfolk coast. The
1075
WIND TURBINES The first British offshore wind park went online in 2001. Since 2008, the UK has been offshore world champion with 1,075 wind turbines.
3.6
GIGAWATTS
Altogether, the 22 British wind parks have an output of 3.6 gigawatts – more than half of the of fshore wind energy generated worldwide.
Tia Elizabeth ,
In today’s hazy weather, the �irst wind
however, is
turbines appear on the horizon after a one-
not carrying holidaymakers but rather half a
hour journey. The gigantic towers rise 80 me-
dozen service technicians on their way to the
tres above the water, with every rotor blade
Sheringham Shoal offshore wind park.
extending 52 metres in length. Way up above,
The
Tia Elizabeth is
one of three supply
red cage platforms for service technicians are
ships operated by the offshore access compa-
mounted to the engine houses. There are
ny Tidal Transit. With room for 12 passengers
88 turbines arranged in a diamond formation,
plus crew, a length of 20.3 metres and a width
each at a distance of around 500 metres from
of eight metres, the boat was built at the
the next. The Sheringham Shoal wind park is
Mercurio Plastics shipyard in Spain and is a
located about 17 kilometres from the English
typical specimen of its industry. The drive
coast and belongs to Scira Offshore Energy, a
comes from two MAN V12 engines, each with
joint venture of Statoil and Statkraf t. Together,
an output of 1,019 hp. MAN manufactures
the wind turbines can produce a total output
high-speed four-stroke diesel engines in
of 317 megawatts – suf�icient to supply over
Nuremberg, which are geared towards
200,000 British households with green energy.
Climbing excursion: The technicians mount the turbine mast to carry out maintenance at the top.
commercial shipping. Every year, the production site builds 1,300 engines for ferries,
IN THE CABIN BELOW DECK, Robert Pennock,
emergency service ships, tug boats and other
Ross Gordon and Kevin English sit on cush-
vessel classes.
ioned individual seats at one of the tables,
The expansion of offshore wind energy
drinking tea aboard the
Tia Elizabeth .
These
has resulted in a dedicated market for wind
ships are comfortable – after all, the techni-
park supply ships. Every day, Sheringham
cians should be rested when they reach their
Shoal sends as many as 36 service technicians
destination. The men work for Siemens, the
out to sea. The systems require regular main-
turbine manufacturer, and are doing a routine
tenance, as any idle time of wind turbines
check of one of the gears. A second team on
costs the operator a fortune. The turbine
board is responsible for maintaining the c able
gears are checked, the rotors examined for
winches and lifts inside the turbine masts.
cracks, the cables and lifts serviced. In
A green light comes on in the cabin, the signal
contrast with wind parks on land, however,
for transfer. The team moves forward to the
service staff can’t reach assigned job sites in
bow of the ship, with heavy waterproof bags
their own service van or car, but instead need
already waiting for them. These hold tools,
to rely on the supply vessels. And these must
spare parts and oil for the gears. Today the sea
k a z e R i r i J : s o t o h P
MAN MAGAZINE
2/2014 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.
P
ainted blue and white, the cata-
be exceptionally reliable, especially since the
Tia Elizabeth
leaves
boats cannot set out to sea i n just any weather
Wells-next-the-Sea, a small tidal port on the
conditions. “This also has implications for
coast of Norfolk, a three-hour drive north of
what customers expect from the engines,”
London. The skipper takes advantage of the
explains Eugen Maier, the Area Sales Manager
morning tide, as putting out is not possible at
at MAN Engines Mar ine who is responsible for
ebb tide. Arranged in a zigzag pattern, buoys
the English market. “Apart from focusing on
indicate the course to the open North Sea.
fuel consumption, operators are mainly
Discernible are a few walkers on the beach and
mindful of reliability and service.”
maran
Powerful and effective: The 1,019-hp engines from MAN must be exceptionally reliable to cope with their daily deployment.
the colourful wooden cabins so typical of the Norfolk coast. The
1075
WIND TURBINES The first British offshore wind park went online in 2001. Since 2008, the UK has been offshore world champion with 1,075 wind turbines.
3.6
GIGAWATTS
Altogether, the 22 British wind parks have an output of 3.6 gigawatts – more than half of the of fshore wind energy generated worldwide.
Tia Elizabeth ,
In today’s hazy weather, the �irst wind
however, is
turbines appear on the horizon after a one-
not carrying holidaymakers but rather half a
hour journey. The gigantic towers rise 80 me-
dozen service technicians on their way to the
tres above the water, with every rotor blade
Sheringham Shoal offshore wind park.
extending 52 metres in length. Way up above,
The
Tia Elizabeth is
one of three supply
red cage platforms for service technicians are
ships operated by the offshore access compa-
mounted to the engine houses. There are
ny Tidal Transit. With room for 12 passengers
88 turbines arranged in a diamond formation,
plus crew, a length of 20.3 metres and a width
each at a distance of around 500 metres from
of eight metres, the boat was built at the
the next. The Sheringham Shoal wind park is
Mercurio Plastics shipyard in Spain and is a
located about 17 kilometres from the English
typical specimen of its industry. The drive
coast and belongs to Scira Offshore Energy, a
comes from two MAN V12 engines, each with
joint venture of Statoil and Statkraf t. Together,
an output of 1,019 hp. MAN manufactures
the wind turbines can produce a total output
high-speed four-stroke diesel engines in
of 317 megawatts – suf�icient to supply over
Nuremberg, which are geared towards
200,000 British households with green energy.
Climbing excursion: The technicians mount the turbine mast to carry out maintenance at the top.
commercial shipping. Every year, the production site builds 1,300 engines for ferries,
IN THE CABIN BELOW DECK, Robert Pennock,
emergency service ships, tug boats and other
Ross Gordon and Kevin English sit on cush-
vessel classes.
ioned individual seats at one of the tables,
The expansion of offshore wind energy
drinking tea aboard the
Tia Elizabeth .
These
has resulted in a dedicated market for wind
ships are comfortable – after all, the techni-
park supply ships. Every day, Sheringham
cians should be rested when they reach their
Shoal sends as many as 36 service technicians
destination. The men work for Siemens, the
out to sea. The systems require regular main-
turbine manufacturer, and are doing a routine
tenance, as any idle time of wind turbines
check of one of the gears. A second team on
costs the operator a fortune. The turbine
board is responsible for maintaining the c able
gears are checked, the rotors examined for
winches and lifts inside the turbine masts.
cracks, the cables and lifts serviced. In
A green light comes on in the cabin, the signal
contrast with wind parks on land, however,
for transfer. The team moves forward to the
service staff can’t reach assigned job sites in
bow of the ship, with heavy waterproof bags
their own service van or car, but instead need
already waiting for them. These hold tools,
to rely on the supply vessels. And these must
spare parts and oil for the gears. Today the sea
k a z e R i r i J : s o t o h P
43
42
MAN MAGAZINE
pressing the bow of the ship against the plat-
GOOD BRAKING. BETTER DRIVING. INTARDER!
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
Good braking means better driving. Better driving means drivi ng more economically, safely, safely, and more environmentally friendly. The ZF-Intarder hydrodynamic hydraulic brake allows for wear-free braking without fading, relieves the service brakes by up to 90 percent, and in doing so, reduces maintenance costs. Taking into account the vehicle’s entire service life, t he Intarder offers a considerable 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
water behind them, without the boat moving forward an inch.” MAN KNOWS ABOUT these requirements.
“During the docking process, the boat is subPrecision work: The very focused skipper Harry Getliffe manoeuvres the “Tia Elizabeth” through the wind park.
ject to powerful vibrations,” explains Eugen Maier of MAN Engines Marine. “During installation, the ship’s diesel engines must be se t up with highly elastic bearings, just as the exhaust.” Even the engines ind the manoeuvres a strain: “These require almost maximum torque,” says Maier, “and here we can refer to previous experience. We’ve long since encountered 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 catamaran. A narrow stairway leads down into the engine room, the walls are lined with an insulation layer of shiny silver. The two four-stroke high-speed MAN diesel engines are installed in this tightly conined space, where one person can barely squeeze past the lig ht-grey ma-
Stand-by position: Having completed their work on the wind turbines, the service teams will return to the “Eden Rose”.
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-
“The MAN engines are exceptionally compact and much more lightweight.”
is calm and peaceful, so the transfer presents
Eugen Maier, Area Sales Manager, MAN Engines Marine
More images of the trip to Sheringham Shoal are available in the app.
weight than anything else on the market.”
no problems. In heavy winds and high water,
Throughout the afternoon, radio calls are
setting over is the most precarious part of
repeatedly received from service teams who
work. Each wind turbine features access points
have inished their work on one of the t ur-
on two sides. The men rope up their landing
bines. The
gear, step onto a ladder on the turbine mast
takes them to the next installation – similar
and climb a few metres to reach a cage plat-
to a kind of radio taxi. By evening, all the ser-
form. Each of these manoeuvres is a delicate
vice teams are back on board, and the ship
operation for skipper Harry Getliffe. Anchor-
makes its way back to Wells-next-the-Sea.
ing is out of the question, as it would damage
Back in the harbour, a minibus already waits
the cables below water. The bow is wide and
to take the teams to company headquarters
protected by heavy rubber cladding. While
in Egmere. Thus ends the mens’ 13-hour work
these manoeuvres are referred to as “ bump
day. Tomorrow, they will be off again, catch-
and jump” in the industry, naturally no one
ing the late-morning tide at 10.30 am.
Tia Elizabeth picks
them up and
is supposed to do any jumping here. The service team can safely make it across at a swell of up to two metres. Getliffe steadily keeps
Find more information on MAN’s marine com engines at > www.man-engines.com
k a z e R i r i J : s o t o h P
MAN MAGAZINE
pressing the bow of the ship against the plat-
GOOD BRAKING. BETTER DRIVING. INTARDER!
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
Good braking means better driving. Better driving means drivi ng more economically, safely, safely, and more environmentally friendly. The ZF-Intarder hydrodynamic hydraulic brake allows for wear-free braking without fading, relieves the service brakes by up to 90 percent, and in doing so, reduces maintenance costs. Taking into account the vehicle’s entire service life, t he Intarder offers a considerable 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
water behind them, without the boat moving forward an inch.” MAN KNOWS ABOUT these requirements.
“During the docking process, the boat is subject to powerful vibrations,” explains Eugen
Precision work: The very focused skipper Harry Getliffe manoeuvres the “Tia Elizabeth” through the wind park.
Maier of MAN Engines Marine. “During installation, the ship’s diesel engines must be se t up with highly elastic bearings, just as the exhaust.” Even the engines ind the manoeuvres a strain: “These require almost maximum torque,” says Maier, “and here we can refer to previous experience. We’ve long since encountered 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 catamaran. A narrow stairway leads down into the engine room, the walls are lined with an insulation layer of shiny silver. The two four-stroke high-speed MAN diesel engines are installed in this tightly conined space, where one person can barely squeeze past the lig ht-grey ma-
Stand-by position: Having completed their work on the wind turbines, the service teams will return to the “Eden Rose”.
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-
“The MAN engines are exceptionally compact and much more lightweight.”
is calm and peaceful, so the transfer presents
Eugen Maier, Area Sales Manager, MAN Engines Marine
More images of the trip to Sheringham Shoal are available in the app.
weight than anything else on the market.”
no problems. In heavy winds and high water,
Throughout the afternoon, radio calls are
setting over is the most precarious part of
repeatedly received from service teams who
work. Each wind turbine features access points
have inished their work on one of the t ur-
on two sides. The men rope up their landing
bines. The
gear, step onto a ladder on the turbine mast
takes them to the next installation – similar
and climb a few metres to reach a cage plat-
to a kind of radio taxi. By evening, all the ser-
form. Each of these manoeuvres is a delicate
vice teams are back on board, and the ship
operation for skipper Harry Getliffe. Anchor-
makes its way back to Wells-next-the-Sea.
ing is out of the question, as it would damage
Back in the harbour, a minibus already waits
the cables below water. The bow is wide and
to take the teams to company headquarters
protected by heavy rubber cladding. While
in Egmere. Thus ends the mens’ 13-hour work
these manoeuvres are referred to as “ bump
day. Tomorrow, they will be off again, catch-
and jump” in the industry, naturally no one
ing the late-morning tide at 10.30 am.
Tia Elizabeth picks
them up and
is supposed to do any jumping here. The service team can safely make it across at a swell of up to two metres. Getliffe steadily keeps
Find more information on MAN’s marine com engines at > www.man-engines.com
k a z e R i r i J : s o t o h P
44
MAN MAGAZINE
2/2014 Teamwork: While football star Sebastian Kehl steers the new BVB coach into a parking slot, Christian Schulz offers some useful tips.
Professionals
given. The most popular spots on the coach
drive MAN
the Bundesliga stars to their games. What be-
are the two groups of four seats around a table, where the footballers like to play cards. MAN PROVIDES THE MEANS
of transport for
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 se ven Bundesliga teams also using MAN coaches. It’s a similar picture on the international stage: Paris Saint-Germain is an oficial partner, as are
Most Bundesliga clubs and several Champions League teams are transported in team coaches provided by MAN.
Luxury on wheels: Features of the new BVB coach include are a real wooden
floor and top-quality leather seats.
Transport for stars: The players of Paris Saint-Germain arrive in their MAN team coach to make a red-carpet appearance.
r p l z n e r f , S T R O P S E S S E R P / t r e b o R s i o ç n a r F n a e J , N A M / d i m h c S t r e b r o N : s o t o h P
C
onident of victory, Sebastian
AC Milan and FC Barcelona, joined by 15 top
Kehl squeezes in behind the
league teams in Brazil, plus Brazil’s national
steering wheel. In contrast,
team, which all appreciate the amenities
21-year-old Jonas Hofmann, the
offered by MAN coaches. As Patrick Eble,
team’s young midield talent –
Sponsoring and Events Team Leader at MAN,
seems a little bit nervous as he
comments with pride: “We are the premier
climbs into the team coach. The two Borussia
supplier worldwide for top-class sports. Our
Dortmund players competed against each oth-
partnerships make an important contribu-
er in several disciplines during a team-only
tion to the positive perception of MAN as a
duel on asphalt in the new and old team
strong brand.”
coaches. The inal call was not made until the
Christian Schulz covers around 60,000
very end, when Kehl coaxed the ever popular
kilometres in his Lion’s Coach every year.
“Heja BVB” song out of the new coach by acti-
What was his inest hour? “Deinitely the trip
vating a lever on the steering wheel. That was
back to the hotel from Berlin’s Olympic
the winning goal.
Stadium, after our 5-2 victory in the 2012 Cup
“Hopefully Sebastian won’t be competing
Final against Bayern München. The jubilant
for my job,” joked Christian Schulz after the
fans, the singing players – I had tears in my
fun contest, held on the occasion of oficially
eyes.” Times have changed, however. Anyone
handing over the new MAN coach to Borussia Dortmund. The 43-year-old driver has safely
heading to Munich after the Bayern victory over Dortmund in the 2013 Champions
and comfortably chauffeured the football
League Final at the Allianz Arena was met by
stars to their matches for the last three years.
a gigantic banner on the outskirts of town,
“The predecessor was already fabulous, but
reading “Welcome to the city of the Very
what MAN has delivered this time is simply
Best!” Driving home from a match in Munich,
fantastic.” The 480-hp MAN Lion’s Coach L
Christian Schulz steers his team coach onto
represents the top class of the road – a team
the motorway in the opposite direction. As
cabin on wheels, with every comfort imagina-
long as he’s driving an MAN coach, however,
ble. Plush and lexibly adjustable leather seats
he’s certainly on the right course.
provide utter relaxation on any journey. The three LCD monitors show movies or reports from the day’s games. “On the drive home,
A “making of” report of the duel may be found at > www.man.eu/discovermanbvbduel
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 coffee machine or refrigerator naturally are a
Watch a video of Sebastian Kehl and Jonas Hofmann in the BVB team coach on the app.
MAN MAGAZINE
2/2014 Teamwork: While football star Sebastian Kehl steers the new BVB coach into a parking slot, Christian Schulz offers some useful tips.
Professionals
given. The most popular spots on the coach
drive MAN
the Bundesliga stars to their games. What be-
are the two groups of four seats around a table, where the footballers like to play cards. MAN PROVIDES THE MEANS
of transport for
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 se ven Bundesliga teams also using MAN coaches. It’s a similar picture on the international stage: Paris Saint-Germain is an oficial partner, as are
Most Bundesliga clubs and several Champions League teams are transported in team coaches provided by MAN.
Luxury on wheels: Features of the new BVB coach include are a real wooden
floor and top-quality leather seats. r p l z n e r f , S T R O P S E S S E R P / t r e b o R s i o ç n a r F n a e J , N A M / d i m h c S t r e b r o N : s o t o h P
Transport for stars: The players of Paris Saint-Germain arrive in their MAN team coach to make a red-carpet appearance.
C
onident of victory, Sebastian
AC Milan and FC Barcelona, joined by 15 top
Kehl squeezes in behind the
league teams in Brazil, plus Brazil’s national
steering wheel. In contrast,
team, which all appreciate the amenities
21-year-old Jonas Hofmann, the
offered by MAN coaches. As Patrick Eble,
team’s young midield talent –
Sponsoring and Events Team Leader at MAN,
seems a little bit nervous as he
comments with pride: “We are the premier
climbs into the team coach. The two Borussia
supplier worldwide for top-class sports. Our
Dortmund players competed against each oth-
partnerships make an important contribu-
er in several disciplines during a team-only
tion to the positive perception of MAN as a
duel on asphalt in the new and old team
strong brand.”
coaches. The inal call was not made until the
Christian Schulz covers around 60,000
very end, when Kehl coaxed the ever popular
kilometres in his Lion’s Coach every year.
“Heja BVB” song out of the new coach by acti-
What was his inest hour? “Deinitely the trip
vating a lever on the steering wheel. That was
back to the hotel from Berlin’s Olympic
the winning goal.
Stadium, after our 5-2 victory in the 2012 Cup
“Hopefully Sebastian won’t be competing
Final against Bayern München. The jubilant
for my job,” joked Christian Schulz after the
fans, the singing players – I had tears in my
fun contest, held on the occasion of oficially
eyes.” Times have changed, however. Anyone
handing over the new MAN coach to Borussia Dortmund. The 43-year-old driver has safely
heading to Munich after the Bayern victory over Dortmund in the 2013 Champions
and comfortably chauffeured the football
League Final at the Allianz Arena was met by
stars to their matches for the last three years.
a gigantic banner on the outskirts of town,
“The predecessor was already fabulous, but
reading “Welcome to the city of the Very
what MAN has delivered this time is simply
Best!” Driving home from a match in Munich,
fantastic.” The 480-hp MAN Lion’s Coach L
Christian Schulz steers his team coach onto
represents the top class of the road – a team
the motorway in the opposite direction. As
cabin on wheels, with every comfort imagina-
long as he’s driving an MAN coach, however,
ble. Plush and lexibly adjustable leather seats
he’s certainly on the right course.
provide utter relaxation on any journey. The A “making of” report of the duel may be
three LCD monitors show movies or reports
found at > www.man.eu/discovermanbvbduel
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
Watch a video of Sebastian Kehl and Jonas Hofmann in the BVB team coach on the app.
system, a multimedia system and a WLAN router. Fixtures such as a fully automated coffee machine or refrigerator naturally are a
46
47
MAN MAGAZINE
2/2014
The mileage masters Racking up mileage of a mil lion kilometres sounds like a very long life cycle for a truck. MAN vehicles, however,, keep per forming lawlessly beyond the however million mark without a single engine replacement. And not just on the well-maintained roads of Germany.
Robust, not rusty: Paul Kick’s truck receives top service.
Read more on how buses can also surpass a million miles in the app.
G
rass-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 leet 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 it 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 business. Today, he manages the company together 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
n e o r
A passion for driving: Paul Kick has been at the wheel of his truck for every mile.
G n a v k n a r F : s o t o h P
learn about the quality of the vehicles he was repairing. Well, actually:“We didn’t have much to do,” he says with a wink. Busy commuter: Paul Kick’s MAN TGA has been carrying a range of cargo goods between Berlin and Cologne since 2007.
While Wolfgang Kamith doesn’t perform the repairs himself, the freight operator based
MAN MAGAZINE
2/2014
The mileage masters Racking up mileage of a mil lion kilometres sounds like a very long life cycle for a truck. MAN vehicles, however,, keep per forming lawlessly beyond the however million mark without a single engine replacement. And not just on the well-maintained roads of Germany.
Robust, not rusty: Paul Kick’s truck receives top service.
Read more on how buses can also surpass a million miles in the app.
G
rass-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 leet 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 it 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 business. Today, he manages the company together 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
n e o r
G n a v k n a r F : s o t o h P
A passion for driving: Paul Kick has been at the wheel of his truck for every mile.
learn about the quality of the vehicles he was repairing. Well, actually:“We didn’t have much to do,” he says with a wink. Busy commuter: Paul Kick’s MAN TGA has been carrying a range of cargo goods between Berlin and Cologne since 2007.
While Wolfgang Kamith doesn’t perform the repairs himself, the freight operator based
48
49
MAN MAGAZINE Desert assignment: Trucks operating for the fleet of Saif Bin Darwish drive roughly 100,000 off-road kilometres every year.
in Worms, Germany, has an authorized MAN
truck is still far away from the scrap yard, he
1.04
workshop at his doorstep that he has relied on
says. Even if Kamith could no longer utilize
for two decades. “They are not just interested
the vehicle for long-distance operations, he
in doing more business, but will also provide
could still sell it.
MILLION KILOMETRES Paul Kick’s MAN TGA has already passed the million milestone and has performed 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.
“We would never have hit the million mark without MAN’s service.” Wolfgang Kamith, Founder and Managing Director, Kamith Lastentaxi
free advice,” he says. “Without these colleagues, we would have never hit the million
MAN ACHIEVES TOP PERFORMANCE – and not
mark,” A while ago, he also had the rear axle
just on Germany’s well-maintained roads,
of his 7.5-metric-ton truck repaired at the
but also in regions with lots of sand and swel-
workshop. Built in 1996, the vehicle already
tering heat. In the United Arab Emirates, for
had 950,000 kilometres on it. “But I said to
instance, 6,000 kilometres to the southeast.
myself, ‘It’s an MAN, it will be worth it.’”
The Saif Bin Darwish corporate group, a spe-
Thomas Dillitzer, Head of Sales Management
cialist in civil engineering and construction
MAN Trucks Germany, says, “A repair is al-
projects, has been relying on German trucks
ways economical, unless the cost surpasses
for 30 years. Three trucks have already passed
the value of the vehicle. Our trucks, however,
the one million mark. “We were not really
are built to run up to 1.5 million kilometres
astonished to �ind that our MAN TGA models
and more.” Kamith was attached to his truck,
have so far kept going for more than a million
with its grass-green driver’s cab and generous
kilometres,” says R.D. Pepler, General Man-
sleeping berth, and didn’t want to let it go.
ager Plant Division at Saif Bin Darwish Civil
By now, it has logged 1,185,000 kilometres,
Engineering Contractors. From his point of
travelled through Sweden, England and Italy,
view, the principal reasons for the long
and remains fully functional.
service life of the vehicles are the regular ser-
Kamith’s MAN 8 223 from the L 2000
vicing provided by MAN and MAN’s special
series is still running with its original engine
training courses. These Pro�iDrive courses
from 1996, and even the heating system is
improve the drivers’ theoretical and practical
still the same. Its six-cylinder engine is so qui-
knowledge to prevent damage resulting from
et that the radio is perfectly audible even
faulty handling. The 750 vehicles of the Saif
while driving on the motorway. And so pow-
Bin Darwish �leet a re used on construction
erful with its 220 hp, “that you don’t need to
sites all over the country. They total an aver-
crawl even on mountainous inclines, but
age of 200,000 kilometres a year, half of it
rather just drive normally.” Meanwhile the
off-road. Despite these tough conditions,
boss also ensures that his drivers handle the
MAN’s robust trucks have low service costs
vehicle responsibly: no high revolutions, an
and operate faultlessly, even far beyond the
early gear change, and an immediate report
million-kilomet re mark. It is therefore hard-
and check-up as soon as anybody hears any
ly surprising that customers all over the
strange noises. All things considered, the
world are persuaded by this level of quality.
t u s s i t V i s h e a t t h
4 a n d B1 2,, S t a H a l l l 1 2
A new power – just coming at you. The premiere of the MAN TGX TGX D38. MAN kann.
N A M : s o t o h P
A new class of MAN MAN power is approaching, approaching, enabling you to gather speed for success: with the innovative D38 engine range in the MAN TGX a perfect merger of efficiency and power takes to the roads. And scores top marks in performance, reliability and economy. See how efficient the new power is. Come to the world premiere of the D38 at the IAA Commercial Vehicles 2014. www.mantruckandbus.com/tg
MAN MAGAZINE Desert assignment: Trucks operating for the fleet of Saif Bin Darwish drive roughly 100,000 off-road kilometres every year.
in Worms, Germany, has an authorized MAN
truck is still far away from the scrap yard, he
1.04
workshop at his doorstep that he has relied on
says. Even if Kamith could no longer utilize
for two decades. “They are not just interested
the vehicle for long-distance operations, he
in doing more business, but will also provide
could still sell it.
MILLION KILOMETRES Paul Kick’s MAN TGA has already passed the million milestone and has performed 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.
“We would never have hit the million mark without MAN’s service.” Wolfgang Kamith, Founder and Managing Director, Kamith Lastentaxi
free advice,” he says. “Without these colleagues, we would have never hit the million
MAN ACHIEVES TOP PERFORMANCE – and not
mark,” A while ago, he also had the rear axle
just on Germany’s well-maintained roads,
of his 7.5-metric-ton truck repaired at the
but also in regions with lots of sand and swel-
workshop. Built in 1996, the vehicle already
tering heat. In the United Arab Emirates, for
had 950,000 kilometres on it. “But I said to
instance, 6,000 kilometres to the southeast.
myself, ‘It’s an MAN, it will be worth it.’”
The Saif Bin Darwish corporate group, a spe-
Thomas Dillitzer, Head of Sales Management
cialist in civil engineering and construction
MAN Trucks Germany, says, “A repair is al-
projects, has been relying on German trucks
ways economical, unless the cost surpasses
for 30 years. Three trucks have already passed
the value of the vehicle. Our trucks, however,
the one million mark. “We were not really
are built to run up to 1.5 million kilometres
astonished to �ind that our MAN TGA models
and more.” Kamith was attached to his truck,
have so far kept going for more than a million
with its grass-green driver’s cab and generous
kilometres,” says R.D. Pepler, General Man-
sleeping berth, and didn’t want to let it go.
ager Plant Division at Saif Bin Darwish Civil
By now, it has logged 1,185,000 kilometres,
Engineering Contractors. From his point of
travelled through Sweden, England and Italy,
view, the principal reasons for the long
and remains fully functional.
service life of the vehicles are the regular ser-
Kamith’s MAN 8 223 from the L 2000
vicing provided by MAN and MAN’s special
series is still running with its original engine
training courses. These Pro�iDrive courses
from 1996, and even the heating system is
improve the drivers’ theoretical and practical
still the same. Its six-cylinder engine is so qui-
knowledge to prevent damage resulting from
et that the radio is perfectly audible even
faulty handling. The 750 vehicles of the Saif
while driving on the motorway. And so pow-
Bin Darwish �leet a re used on construction
erful with its 220 hp, “that you don’t need to
sites all over the country. They total an aver-
crawl even on mountainous inclines, but
age of 200,000 kilometres a year, half of it
rather just drive normally.” Meanwhile the
off-road. Despite these tough conditions,
boss also ensures that his drivers handle the
MAN’s robust trucks have low service costs
vehicle responsibly: no high revolutions, an
and operate faultlessly, even far beyond the
early gear change, and an immediate report
million-kilomet re mark. It is therefore hard-
and check-up as soon as anybody hears any
ly surprising that customers all over the
strange noises. All things considered, the
world are persuaded by this level of quality.
t u s s i t V i s h e a t t h
4 a n d B1 2,, S t a H a l l l 1 2
A new power – just coming at you. The premiere of the MAN TGX TGX D38. MAN kann.
N A M : s o t o h P
A new class of MAN MAN power is approaching, approaching, enabling you to gather speed for success: with the innovative D38 engine range in the MAN TGX a perfect merger of efficiency and power takes to the roads. And scores top marks in performance, reliability and economy. See how efficient the new power is. Come to the world premiere of the D38 at the IAA Commercial Vehicles 2014. www.mantruckandbus.com/tg
50
The new KMAX range. Drive further all year round.
The new KMAX range. Drive further all year round.
line delivers up to 35% more mileage compared to its predecessor and all-season capability capability.* .* The new KMAX
AL L- SE AS ON
*
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+.
