MAN TGX EfficientLine. - MAN Trucks

Reprinted from
MAN TGX EfficientLine.
TRUCKER Supertest.
7.2011
www.trucker.de

Trucker 7/2011
SUPERTEST
MAN TGX 18.440 EFFICIENTLINE
Model
ascetic
Even before the test of the TGX
Effi cientLine, an MAN truck held the
record for the lowest consumption on
the TRUCKER test route. Can the
optimised 440 break that record?
TESTED: MAN TGX EFFICIENTLINE
Model: MAN TGX 18.440 XLX EfficientLine EEV
Capacity: 10,518 cm3
HP (kW): 440 (324) at 1,600 to 1,900 rpm
Gross weight: 39,850 kg (unladen 7,350 kg)
List price (test vehicle): €149,625 (gross)
Trucker 7/2011
© Karel Sefrna

SUPERTEST MAN TGX 18.440 EFFICIENTLINE
The 440-hp EfficientLine achieves the optimal compromise between speed and consumption
The MAN interior has a cool,
technocratic feel about it. The
materials that have been employed
are fine, though
Trucker 7/2011
Except for the TipMatic’s pre-
selection button, which is located
low down, the control concept
is a successful one.
Three litres less diesel per hundred kilometres!
A bold promise that MAN made
to users of its TGX EfficientLine models,
which premiered at the IAA. Naturally, we wanted
to find out if it was true and so we picked up
one of the 18.440 trucks, equipped with economy
package, from the Munich manufacturers for
an exclusive supertest.
There‘s nothing new about the individual
measures in the bundle that reduces the consumption
of the EfficientLine, which is always
fitted with the XLX cab, but taken together they
are comprehensive. Shifting is always a matter
for the automated TipMatic. Our test truck was
fitted with the full version, but MAN also offers
a so-called Fleet version, which does not allow
the driver to intervene at all.
MANY SMALL DETAILS ENABLE THE
ACHIEVEMENT OF OPTIMUM CON-
SUMPTION FIGURES
Then there‘s a tyre-pressure monitoring (TPM)
system, which continually monitors the tyres for
correct pressure. In our case this was 9.0 bar on
the front axle and 8.5 bar on the rear. The economical
truck with the lion on the grille was
fitted with Michelin Energy SaverGreen tyres.
A complete AeroPackage without (!) external
sun visor optimises drag. Aside from gimmicks
that save around zero point zero litres of fuel,
such as automatic air-compressor management,
a generator optimised for efficiency and daytime
running lights instead of dimmed headlights,
the major contributor to fuel saving is the restriction
of the top speed to 85 km/h.
And because pounds that aren‘t there don‘t
have to be carried, MAN has also put the TGX
through a slimming course. Air tank, fuel tanks
and rims made from aluminium as well as doing
away with the spare wheel help trim the TGX to
the point where it leaves the competitors in its
class behind: 7,060 kilograms, fully tanked and
with driver.
Without keeping the reader in suspense any longer:
the calculation pays off. With an average
Sufficiently big stowage
compartments
Document holder
next to shift console
consumption of 28.74 l/100
km, the MAN TGX 18.440
EfficientLine set a new record
on the TRUCKER supertest
route! It‘s exactly 2.52
litres more economical than
the standard 440. The fact
that it‘s also 0.86 km/h slower
(the equivalent of 3.5 minutes on the 400-kilometre
test route) is due to its reduced top speed.
As such, it doesn‘t quite achieve the three litres
it aims at, but we were comparing it with a normal
model that had already been optimised.
The EEV sticker shows that this MAN is not
just economical but also clean. The customer
pays €2,500 for HC values that have been reduced
relative to Euro 5. The only downside we
found in our test EfficientLine was that the retarder
has been dispensed with. The hydrodynamic
brake is actually standard equipment, but
because it weighs a good hundred kilograms and
results in around 0.25 l/100 km greater consumption,
it wasn‘t installed in our test vehicle
....
For the driver, respectable deceleration on
downhill stretches means some diligent changing
down, because the TipMatic doesn‘t always
go as far as would be possible here. Low speed
doesn‘t always save fuel: this is something we
were also able to demonstrate during our test.
On several occasions we had to tuck in behind
slow trucks although the road was clear to overtake,
knowing that we would be slowed down on
the next uphill stretch. For such cases, one
should perhaps consider allowing a top speed of
90 km/h for brief periods ....
It‘s also difficult to utilise peak momentum.
Although the truck rolls slightly faster through
the dips, the engine can only be accelerated on
the next rise when the speed reaches 85 km/h
again. That costs a few drops of diesel, but a lot
of tempo.
The relatively small engine does a good job
of work. Its minor shortcomings are the slight
vibrations with the accelerator floored and at
THE ENGINE IN BRIEF
+ Thanks to the large stroke there is adequate
torque; economical consumption,
especially in partial-load range; dynamic
– Vibrations at full load and low engine speed;
test truck exhibited minor weakness when
pulling away
The predecessor navigating system
from VDO Dayton in the TGA
was simpler to operate
low engine speed. Otherwise,
the six-cylinder inline
engine is responsive
and dynamic. Given its capacity
of „only“ 10.5 litres,
it can‘t be expected to perform
wonders, of course,
despite the electronically
controlled engine brake. We liked the automatic
brake control operated by the brake pedal: tap
the pedal and the MAN keeps the desired downhill
speed. If cruise control (at 85 km/h) is active,
the TGX decelerates at a fixed 89 km/h.
The combination with the automated
TipMatic transmission is a happy one. The gearchange
strategy is 99 percent successful. At
speeds as low as those on country roads, the automated
gearbox changes into the economical
twelfth gear and stays there, even when slight
uphill stretches follow.
A shortcoming on all MAN trucks tested
recently: a clutch like chewing gum. In an attempt
to make the truck‘s pulling-away behaviour
as sparing as possible, the clutch has been
designed so soft that the feeling is one of driving
against a torsion spring. Subjectively, the unladen
truck takes forever to start moving. Some of
the torque converters around are faster ....
Moreover, one could optimise transmission
control a little: it would be better to expand the
engine-speed range of the gears in the high
group than allow the TipMatic to jump between
gears. The engine would have enough power to
avoid the „gear-by gear“ strategy‘s unnecessary
interruptions to traction.
DRIVING PLEASURE: DIRECT STEE-
RING AND EXCELLENT SUSPENSION
As far as its steering and suspension are concerned,
the TGX is beyond criticism. Direct
steering moves the MAN in precisely the direction
the driver wants. The response, the forces
acting on the steering wheel and the restoring
torque are just right. The single-leaf parabolic
spring on the front axle is pretty hard, but in
A swivel seat and a bigger
table would be ideas for
future developments
Given the jerky
clutch, the driver
wants a pedal
▶
A comfortable entrance for a long-haul vehicle
The telescopic wiper is standard equipment … .
... making it possible
to clean and scrape
without climbing

SUPERTEST MAN TGX 18.440 EFFICIENTLINE
THE EFFICIENTLINE: A USER‘S VERDICT
„THE EFFICIENTLINE REALLY HAS REDUCED OUR TOTAL COST OF OWNERSHIP.“
Oliver Huber, managing
director of the
haulage company
Spedition Huber, Rosenheim:
“We transport mainly
refrigerated goods to
and from Italy. Shortly
after the IAA we
ac qui red three TGX
EfficientLine trucks and a standard model for
our fleet. During a comparative test over three
months we served routes within Germany as
well as across the Alps to southern Italy. The
results were documented using the installed
TeleMatics system. Evaluation of the results
showed that there really was a difference in
consumption of three litres between the
EfficientLine and the standard TGX.
The initial scepticism amongst the drivers
about the speed limiter set to 85 km/h
quickly gave way to acceptance. The average
speed is in fact not much lower. And the drivers
say that they‘re much more relaxed on
the road and don‘t reach excessive speeds
any more. We use the TeleMatics tool included
in the EfficientLine package to train the drivers
in a more targeted manner, so that they
utilise the cruise control more often and try
to get optimum use out of the vehicle‘s kine-
CAB DIMENSIONS
Trucker 7/2011
tic energy. Despite the fact that it theoretically
increases consumption, the retarder fitted
as standard has also proven itself. The speed
of transport increases because downhill stretches
can be taken at a constantly high speed.
The comfort factor for the driver is also higher
than with an engine brake alone. The drivers
also have positive things to say about the
comfort and economy of the automated Tip-
Matic transmission.“
Practical experience with the TGX
The experience of the users shows that the
TGX is much more reliable than its predecessor
(the TGA). Breakdowns on the road are
extremely seldom. Occasionally, a chafed
coolant hose that gets worn through or a broken
exhaust-pipe bracket can cause irritation,
but the „classic“ damaged part, the turbocharger,
has in the meantime been fixed. Now and
then, older TGX trucks display error messages
due to sensor faults caused by splashing water.
The D20 engines are sturdy and in their
current form they are good for at least a million
kilometres. When it comes to fuel consumption,
MAN is usually a bit better than
other makes. The 440-hp engine can be described
as a good compromise between performance
and consumption. The interior of
the cab has been well received.
THE THE CAB CAB AND AND OPERATION AT NIGHT AT NIGHT
It doesn‘t have to be Xenon
light! The pronounced division
into light and dark dances
around in the driver‘s field of
vision, irritating at least sensitive
eyes. By contrast, the dashboard
illumination is pleasant
with few annoying reflections.
The new audio and navigation
system display automatically
switches to „Nightview“.
The dimmable nightlight is
STOWAGE SPACE
Length x width (cm)
On top of dashboard.......................................20 x 55
In front of dashboard .....................................57 x 10
On top of refrigerator (optional) ......................24 x 40
Folding table on top of refrigerator (option.) ...40 x 25
Folding compartment in door armrest; folding
compartment in front in dashboard; glasses
compartment with folding cover in front of driver;
compartments for documents (A4) with retaining
clip on both sides of shift console; 12- and 24-volt
socket (small plugs) on co-driver‘s side; 24-volt
cigarette lighter on the driver‘s side; one free DIN
bay; bottle holders in door pockets; flexible can/cup
holder on top of the dashboard; remote control (lights,
radio, heating) on both bunks; separate compartments
for curtains.
quite bright, even at its lowest
level. The interior lighting concept
with its spots, lights on
the stowage compartments
and in the footwell enables
good orientation in the cab at
night. Although the upper
bunk is smaller than the lower
one, it‘s still big. A rather unpractical
gimmick is the somewhat
unfortunately mounted
cell phone „holder in a holder“
One can also stand upright in
the XLX cab
Audi-like diode daytime running lights plus
Xenon headlights and cornering lights make
for the best vision and visibility
for adapting a large number of
different brands. There must
surely be a more elegant solution.
There is adequate storage
space and shelving. The cab
offers lots of room for living,
although the materials have a
cool, rather sterile effect. The
fragmented refrigerator and
the oddly divided stowage
compartments underneath
the bunk use up space.
STOWAGE COMPARTMENTS
Volume in litres
Above windscreen, left, cover, light .......... 95.2
Above windscreen, right, cover, light ........ 34.0
Above windscreen, central, cover, light ...109.2
Above windscreen, central, open .............. 34.0
Above windscreen, right, open ................. 28.0
Under bunk, central ................................... 69.5
Drawer, dashboard, above ......................... 16.5
Drawer, dashboard, below ........................ 10.5
Refrigerator (pull-out, optional) ............... 33.0
Luggage net, rear wall, left .......... approx. 18.0
Luggage net, rear wall, right .......... approx. 5.4
Door pockets, left and right .................each 2.3
Box for waste/bottles .................................. 4.5
Outside stowage compartment, right ....200.0
Outside stowage compartment, left .......200.0
There’s no more dazzle when everything’s dimmed
The bunks are very big
THIS IS WHAT OUR SERVICE PRO SAYS
With its 120,000-km intervals between
oil changes and inspections, MAN
doesn‘t reach the level of Iveco (150,000 km),
but it‘s enough for the trucks to be able to
limit their visits to the workshop to one a
year, as a rule. The oil-change interval for the
TipMatic and the rear axle is specified by
MAN as 500,000 kilometres or three years,
whichever is the sooner. In addition to the
fixed intervals there is also a service computer
for preventive maintenance. It checks
important wear limits as well as regularly
checking all the important filling levels. The
TGX has a low-maintenance chassis and does
not require a central lubrication system.
THE TGX MAINTENANCE CONCEPT
IS STRAIGHTFORWARD
The MAN no longer has a conventional dipstick.
There is a „yardstick“ directly on the
engine itself but this is only for oil changes. If
the driver has to top up, there is a spacious
opening in front under the maintenance flap
for this purpose. A transparent tank simpli-
Model ascetic
▶ Continuation from page 5
conjunction with the well-adjusted cab suspension
it provides a high level of comfort. The Munich
manufacturers have created a fine piece of
suspension technology with their X-control arm
on the rear axle, which also functions as stabiliser.
Spring operation and tracking are excellent
no matter what the load, also thanks to the fourbellows
air suspension. Astounding too is that
the big cab hardly pitches or sways at all, despite
its high center of gravity.
The brakes similarly present no cause for
criticism. Vision from within the XLX cab is
good. Big mirror housings are balanced by relatively
slim A pillars. The air-conditioning unit
works effectively although the fan is loud at higher
speeds. From an ergonomic point of view,
the planar arrangement of the dashboard has
certain disadvantages in that some of the switches
are less easily reached, but it does provide
a large amount of space. Topics for future developments
of this model: a bigger range of adjustment
for the steering wheel, tidier stowage compartments
under the bunk and better access to
the upper bunk.
Despite these minor, forgivable weaknesses,
the promise to the customers that they will be
driving an enormously economical truck is honoured
by the MAN EfficientLine. And on top
of that, it‘s the first real saver of a truck that‘s fun
to drive! GG
Almost no problems with the departure check
fies the visual check of
the coolant level. Here
too, there is a large
aperture in front if the
tank needs topping
up. The components
that supply fuel and
air pressure have been
arranged in a clear
and compact manner Jan Burgdorf
by the design engineers.
Everything is easy to reach, drying
cartridges and fuel filters are simple to
replace. The vertical mounting of the oil filters
on the engine enable the filter elements
to be replaced with little spillage. It is not
necessary to remove any cladding to drain
the oil. Steering oil still has to be checked
manually by the driver. The tank can be topped
up directly if needed, with the wheel at
full lock. The mechanic has to tilt the cab in
order to replace the air filter. The replacement
of defective Xenon bulbs is best left to
the workshop.
Trucker 7/2011

SUPERTEST MAN TGX 18.440 EFFICIENTLINE
FACTS AND FIGURES
The mirrors stay clean for a long time. Comfortable: electrical cab pump. Good: cornering light.
ENGINE
Water-cooled six-cylinder in-line engine, turbocharger with intercooling,
common-rail injection, four valves per cylinder, SCR-NOx reduction system,
eight-hole injectors, Euro 5 / EEV.
Type .............................................MAN D2066
Capacity ......................................10,518 cm3
Bore x stroke ..............................120 x 155 mm
Compression ratio ....................19.0:1
Injection .....................................CR (max. 1,800 bar), EDC
Nominal output ........................440 hp (324 kW) at 1,600 to 1,900 rpm
Max. torque ...............................2,100 Nm at 1,000 to 1,400 rpm
Leistung Leistung, Kw (kW) Drehmoment Drehmoment, (Nm) Nm
340 350
310 320
280 290
250 260
220 230
190 200
No manufacturer does „small capacity, big performance“ more consistently
than MAN. When it comes to the two-and-a-half litres less, the driver hardly
notices anything. The D20 has a powerful feel to it, especially at speeds between
1,100 and 1,300 rpm. Good driveability and above all things, excellent fuel
economy prove that the Munich manufacturer‘s philosophy is the right one.
POWER TRAIN
Clutch
Automated, hydro-pneumatically operated MFZ 430 ZF-Sachs
single-plate dry clutch, diameter 430 mm
Transmission
TipMatic, synchronised, electro-pneumatically operated three-speed
basic transmission (ZF AS 2130 DD), range and splitter group, 12 forward
gears, two reverse gears, ZF Intarder (optional, not installed in test vehicle)
Spread
Forward gears: 15.86 / 12.33 / 9.56 / 7.43 / 5.87 / 4.56 / 3.47 / 2.70 /
2.09 /1.63 / 1.29 / 1.00
Reverse gears: 14.86 / 11.41 Rear axle i=2.85
SUSPENSION
Front: rigid MAN VOK-07 stub axle, single-leaf parabolic spring without
stabil.
Rear: MAN HY-1350 single reduction hypoid axle, four-bellows air suspension,
telescopic shock absorbers, X control arm with stabiliser function,
differential lock engageable via selector sleeve (optional)
Tyres: in test: 315/70 R 22.5 Michelin Energy SaverGreen;
standard: 315/70 R 22.5
Wheels: in test: 9.00 x 22.5 aluminium; standard: 9.00 x 22.5 steel
Trucker 7/2011
1100 1300 1500 1700
1900
Drehzahl, 1/min
2100 2800
1900 2400
1700 2000
1500 1600
1200
BRAKING SYSTEM
Front: dual-circuit compressed-air braking with disc brakes, EBS
Rear: disc brakes, EBS
ABS, ASR, air dryer, load management via EBS electronics, parking brake
uses spring reservoir and acts on rear wheels
Engine brake ..............................Exhaust valve brake, electronically
controlled (EVBec); max. 270 kW at 2,400 rpm
Retarder .....................................ZF Intarder (600 kW)
STEERING
Type .............................................ZF ball-nut hydraulic steering gear
Transmission ratio ....................15.2 – 17.9:1
Steering wheel diameter ........460 mm
ELECTRICAL SYSTEM
Batteries .....................................2 x 12 V, 175 Ah
Generator ...................................Three-phase, 28 V/120 A
Starter .........................................5.5 kW
Lights ..........................................Xenon (optional; full beam: H7)
MASSES + WEIGHTS
Wheelbase .................................3,600 mm
L x W x H ......................................5,875 x 2,500 x 3,530 mm (w/o spoiler)
Unladen weight .........................7,060 kg (ready to run, w/o spare wheel
.......................................................7,180 kg as per TRUCKER standard)
FLUID CAPACITIES
Engine oil ...................................42.0 l (incl. filter)
Tank .............................................400 litres of diesel; 75 litres of AdBlue
Coolant .......................................43.0 l (w/o Retarder)
Rear-axle oil ..............................14.5 l
Transmission oil ........................12.0 l
PRICES (LIST PRICE PLUS VAT)
Price of test vehicle in basic version (TGX EfficientLine) €121,015.-
Price of test vehicle €149.625,-
Optional extras
High roof / emergency-braking assistant / PTO ...........0 / — / from 500.-
Aluminium rims (7 pcs.) forged / cast .............................................0 / — /
Automatic gear shift / Retarder / additional engine brake 0 / 6,250.- / 0
Lane Guard System / ACC / airbag................................ 2,270.- / 3,375.- / —
ESP / cornering light / cornering assistant ............................0 / 420,- / —
Euro 5 / EEV / co-driver‘s reclining seat (rotatable) ....... 0 / 2,500.- / 980.-
Air-conditioning (manual/Klimatronic) .............................................— / 0
Electrical window lifters l + r / on-board computer ..........................0 / 0
AeroPackage (roof spoiler, front spoiler, flaps, chassis cladding) ...............0
Driver‘s airbag / co-driver‘s airbag / differential lock ................— / — / 0
Air-conditioned driver‘s seat / comfort co-driver‘s seat (heated) 1,070.- / 670.-
Leather fittings (seats, steering wheel, trim) .................................... 1,895.-
Refrigerator / roller sunblinds inside ......................................1,130.- / 110.-
CD + radio with Bluetooth handsfree/tel./radio preparation 1,125.- / 0 / 0
Rear-view mirror heated + electr. adjustable / outside sun visor .....0 / —
Auxiliary air-conditioning /auxiliary heating (incl. motor) ..2,220.- / 1,810.-
Aux. heating (cab) / Xenon lights / cab air suspension .1,275.- / 1,275.- / 0
Differential lock / hill-holder brake ...................................................0 / 0
ADR equipment / cruise control + brake control ....................... 2,510.- / 0
Lane-change assistant / dynamic suspension control .........................— / 0
Full air-suspension / 4-bellows air suspension on RA ..........................— / 0
Elect. roof hatch / fleet-management system ..........................325.- / 1,475.-
0 = standard —= not available
COMPETITORS
MAN TGX 18.440
STANDARD VERSION
Engine ..................................59
Transmission ........................36
Handling...............................46
Cab........................................96
Economy ...............................94
Point 331
Verdict Very good
RENAULT PREMIUM
460 OPTIFUEL
Engine ..................................59
Transmission ........................36
Handling...............................45
Cab........................................90
Economy ...............................94
Point 324
Verdict Good
FUN FACTOR
Greetings from
Audi.
Munich has clearly
borrowed design and
interior ideas from
Ingolstadt. But never
mind: in conjunction
with good suspension,
direct steering
and the pleasant
sound, MAN makes
you cheerful.
MERCEDES
ACTROS 1841 L
Engine ..................................62
Transmission ........................37
Handling...............................45
Cab........................................94
Economy ...............................95
Point 333
Verdict Very good
SCANIA
G 420 HIGHLINE
Engine ..................................61
Transmission ........................36
Handling...............................44
Cab........................................92
Economy ...............................94
Point 327
Verdict Good
MAN EFFICIENTLINE
Design ................★★★★★
Temperament ....★★★★★
Handling ............★★★★★
Wellness ............★★★★★
Image ................★★★★★
Gesamt ★★★★★
★★★★★ = Fantastic ★★★★ = A turn-on ★★★ = Acceptable ★★ = Could be better ★ = Boring
TRUCKER SUMMARY
Ideal compromise
The EfficientLine is
consistently designed
for low consumption.
The driver is not neglected,
though, a fact
which is borne out by
the XLX cab, an adequately
powerful 440-
Gerhard Grünig hp engine and an acceptably
fast and comfortable automated
transmission. Only the “soft” clutch with its
pulling-away behaviour like chewing gum is
becoming increasingly bad. Something better
must take its place – without delay.
Zuiniger dan de
‘zuinigste truck ter wereld’
De MAN van nu beslist het Fuel Duel…
MAN wil Mercedes graag bedanken voor de succeswensen. Uit de Supertest van het blad Trucker
komt de MAN TGX namelijk als de zuinigste naar voren. De titel Green Truck 2011 is dus binnen,
dankzij het laagste brandstofverbruik en de minste CO2 uitstoot. De TGX lijn is speciaal ontwikkeld
om zo efficiënt mogelijk te rijden op lange afstanden. Daarbovenop biedt MAN in haar Total Cost
Solutions programma nu ook nog eens het EfficientLine pakket aan. Een pakket brandstofbesparende
maatregelen in combinatie met een MAN ProfiDrive chauffeurstraining waarmee het brandstofverbruik
nog verder omlaag kan. Kies dus ook voor de Efficiëntiekampioen!
www.man-trucks.nl/efficientline

MEssWERTE vERbRAUch • GEschWiNDiGKEiTEN • vERGlEich
Warum wir mit Referenz-LKW fahren
Jeder Test wird von unserem 40-Tonnen-Referenz-Zug
begleitet, einem Actros 1848 MP3
mit Kögel-Curtain sider-Trailer. Mit diesem Zug
haben wir unter guten Bedingungen Verbrauchswerte
erfahren. Verändern sich diese
Werte beim Test, wissen wir, dass der jeweilige
Test-Truck andere Bedingungen hatte. Über
das Verhältnis der Verbesserung/Verschlechterung
können wir die Werte der Test-LKW auf
eine einheitliche Basis beziehen. Der Vorteil:
unsere Testwerte sind miteinander vergleichbar.
Wir halten es für unseriös, Werte zu vergleichen,
die ohne Referenz, an verschiedenen
Tagen, unter wechselnden Bedingungen erfahren
wurden. Der Test mit Referenz-LKW, den
es in der Fachpresse nur bei uns gibt, wird auch
von der Indus trie praktiziert, weil er am
genaues ten ist! Adblue-Verbräuche sind anteilig
ins Gesamtergebnis eingerechnet!
motor
WERTUNG
Anfahrverhalten ...........................7
leistungsverlauf ...........................8
nutzb. Drehzahlber. ......................9
Motorbremsleistung ....................8
AGB/Tempomat ............................9
elektr. integration .........................9
lärmemission ...............................9
erreichte Punkte: ...............59
(maximale Punktzahl ........70)
+ trotz wenig Hubraum gute
leistung; drehfreudig; angenehmes
laufgeräusch
– Kupplung mit Anfahrschwäche;
Motor vibriert
Getriebe
Bedienung ....................................9
Automatisierung ..........................9
Abstufung .....................................9
Gesamtübersetzung .....................9
erreichte Punkte: ...............36
(maximale Punktzahl ........40)
+ Schaltgeschwindigkeit vergleichbar
mit manueller Schaltung;
angepasste Schaltstrategie;
Gangabstufung passt
gut zur leistungscharakteristik
des Motors; fährt auch auf der
landstraße im 12. Gang
– könnte auch in der großen
Gruppe öfter Gänge überspringen;
Drehschalter für
Gangwahl zu tief platziert
fAhrVerhAlteN
lenkung ......................................10
Bremsleistung ...............................9
Bremsdosierbarkeit ......................9
Kurvenhandling ............................9
federung .......................................9
erreichte Punkte: ...............46
(maximale Punktzahl .......50)
+ direkte lenkung; gelungene
federungsabstimmung; Scheibenbremse
spricht schnell an,
lässt sich gut dosieren und hat
gute Verzögerungsleistung
– keine Kritikpunkte
fAhrerhAus
fahrerplatz ...................................9
lenkradverstellbereich................8
instrumente/Armaturen .............9
Bedienung/Ergonomie ................9
lüftung/Heizung .........................9
Ablagen/Staufächer ....................8
Sicht/Spiegel ................................9
Platz/Wohnkomfort ....................9
Schlafplatz ....................................9
Serien-Ausstattung .....................8
federung .......................................9
erreichte Punkte: ................96
(maximale Punktzahl .....110)
+ großzügige Platzverhältnisse;
gute Materialauswahl
– gerades Armaturenbrettdesign
schafft Platz, führt aber zu
einer schlechteren Ergonomie
fAhrerwertuNG GesAmt (max. 270) 237
wirtschAftlichkeitsiNdeX 101
Durchschnittsgeschwindigkeit
(2 x Verbrauch) + 0,25 x Leergewicht (kg/100)
Punkte 338
urteil exzellent
fAhrleistuNGeN im VerGleich
beschleunigung in sec 0-60 0-70 0-80 0-85
mAN tGX 18.440 30,5 40,1 52,5 58,5
Bester lKW im Test * 1 20,9 27,0 33,0 36,0
elastizität in sec 60-70 60-80 60-85
mAN tGX 18.440 11,1 23,3 29,8
Bester lKW im Test * 1 5,1 11,1 15,0
* 1 : Scania New R 730
GeräuschmessuNGeN im VerGleich
messung in motor an 85 km/h 85 km/h motor aus
db(A) leerlauf Dachluke zu Dachluke offen fahrer/Bett
mAN 18.440 62 63 66 60/58
Bester im Test * 2 50 63 68 56/57
bergfahrt Vollgas motorbremsbetrieb
mAN 18.440 66 67 68
Bester im Test * 2 65 62 60
* 2 : Scania New R 480
Beste Referenz: Actros 1848 und MAN TGX 18.440
VerbrAuch im VerGleich
vERbRAUch & GEschWiNDiGKEiTEN
NÜRNBERG
INGOLSTADT
LANGENBRUCK
Gute Mischung:
ausgewogene
TRUCKER-Test-
NEUMARKT IN DER runde. Extra:
OBERPFALZ teilbeladene
Etappe
in Schwarz
REGENSBURG
AUTOBAHNKREUZ
HOLLEDAU
MÜNCHEN
Durchschnittsverbrauch in l/km
Gesamtstrecke (399,4 km)
Geschwindigkeit 76,45 km/h Verbrauch 28,74 l/100 km
36,0
35,0
34,0
33,0
32,0
31,0
30,0
29,0
75,0 76,0 6 77,0 78,0
Durchschnittsgeschwindigkeit in km/h
1 DAf Xf105.460 EEV (BDf-Zug; ohne Referenz getestet)
2 DAf Xf105.510 E5 3 iveco Stralis 440 S 56 E5
4 MAN TGX 18.400 XlX EEV 5 MAN TGX 18.440 XlX EEV
6 MAN TGX 18.440 XlX EEV Efficient line
7 MAN TGX 18.480 XXl EEV 8 Mercedes Actros 1841 EEV
9 Mercedes Actros 1855 E5 J Renault Premium 460 EEV
K Scania G 420 E5 L Scania R 480 E5
M Scania R 620 E5 N Scania R 730 EEV
O Volvo fH 500 EEV P Volvo fH16-700 E5
etAPPeN
1
4
1. etAPPe 2. etAPPe
landstraße Medium..........38,7 km
B13 fahrenzhausen - langenbruck
l/100km: ..................................35,0
km/h: .......................................57,9
Autobahn Medium+ ........81,7 km
A3 Regensburg - A6 Altdorf
l/100km: ..................................29,5
km/h: .......................................84,9
Schwere landstraße..........42,4 km
B300 langenbruck - B13 fahrenzhausen
l/100km: ..................................34,7
km/h: .......................................58,8
Autobahn Medium- ..........76,6 km
A9 langenbruck - A93 Regensburg
l/100km: ...................................30,1
km/h: ........................................84,0
3. etAPPe 4. etAPPe
leichte Autobahn ............103,7 km
A6 Altdorf - A9 langenbruck
l/100km: ..................................25,3
km/h: .......................................86,7
5. etAPPe teilbelAduNG (8t)
B13 lohh.- A9 Allersh. - A9 Pfaffenh.
A9 Neufahrn - A92 lohhof 56,3 km
l/100km: ..................................20,4
km/h: .......................................76,5
GesAmtfAhrstrecke 399,4 km
28,7 l/100 km 76,5 km/h
berGwertuNGeN
9
3
L
K
JO
8 5
P
2
7
M
79,0
steigung / länge zeit Gang bei 1/min v min/v start v max /v start
1 max. 6 %, 1,5 km 1,23 min 11 bei 1380/min 70 km/h 85 km/h
2 Anstieg Holledau A9 1,62 min 11 bei 1300/min 67 km/h 85 km/h
3 max. 8 %, 0,8 km 1,03 min 9 bei 1400/min 10 km/h 44 km/h
4 Kindinger Berg A9 3,60 min 11 bei 1300/min 68 km/h 84 km/h
*= Bergwertung, die mit festgelegter Startgeschwindigkeit gefahren werden.
Trucker 7/2011
N
Je verdient het
beste met
MAN Profi Drive.
1. ETAPPE 2. ETAPPE
3. ETAPPE 4. ETAPPE
MAN ProfiDrive chauffeurstrainingen
Een compleet en interactief trainingsprogramma voor beroepschauffeurs dat bijdraagt
aan de verkeersveiligheid en een verlaging van uw totale operationele vervoerskosten.
Fors minder brandstofverbruik, minder onderhoudkosten en slijtage en een verlaging van
5. ETAPPE de schadelast. LEERFAHRT Daarnaast wordt milieubewust rijgedrag gestimuleerd. Dit alles in
samenwerking met de ANWB, tegen marktconforme tarieven.
Kijk voor meer informatie op www.man-profidrive.nl

Text and illustrations non-binding.
We reserve the right to make changes in the course of technical progress.
MAN Truck & Bus Deutschland GmbH
PO Box 50 06 20
D-80976 Munich
www.mantruckandbus.de
An MAN Truck & Bus AG company