As we reported last month, MAN is adding the finishing touches to a complete makeover of its TGA heavy truck line-up. The new range (or rather ranges, as the TGA now becomes the TGX and TGS), will be unveiled at the RAI Show in Amsterdam at the end of October - but you are likely to see and read a lot about the line-up in the intervening months as MAN seeks to promote the impending arrival. The focus of our article in June was the announcement that the flagship of the new line-up will be the TGX V8, offering 680hp and 3,000Nm of torque, a truck MAN is billing as the "Lion King". There is, however, much more to the new line-up than a high-horsepower offering and we have obtained an exclusive document revealing all the details.
First, the positioning: The TGA, as we have said, is replaced by two ranges. For long-distance and international operations, MAN now offers the TGX range. This is equipped with a full-width cab in three versions - XL, XLX and XXL - and a range of engines (D20, D26 and V8) covering 360 to 680hp. For short-haul, distribution and tipper work, MAN serves up the TGS range. This employs a narrower cab offered in three versions - L, M and LX - and power outputs of 320 to 540hp from the D20 and D26 engines. Although the new TGX/TGS employs the same driveline and electrical system as the old TGA, some 35% of the parts on the TGX/TGS are completely new.
While the exterior changes to the TGX/TGS are largely cosmetic, there have been some functional improvements. For example, the aerodynamics of the cab have received a tweak which, MAN claims, can offer a 2% fuel saving and cut wind noise by 30%. A new roof spoiler for the XLX cab will also contribute to improved fuel efficiency, claim the engineers. The new mirrors are claimed to stay cleaner for longer thanks to a design tweak, the stylish new headlight cluster features long-life bulbs, and LED technology is now used for parking and marker lights.
The TGX/TGS offers a number of other exterior detail improvements over its predecessor. For example, there is now a lighter and more durable rear-axle connection with the springs, saving 20kg TGX tractors are offered with single-leaf parabolic springs on the front axle, cutting 46kg, while the rear axles are now equipped with a cast X-section control arm instead of forged, shaving a further 23kg off GVW. Under the cab, the D20 (10.6-litre) and D26 (12.0-litre) engines give the TGX/TGS its power and employ EGR plus particulate trap technology to meet the current Euro-4 emissions legislation - as MAN in the UK has been very keen to point out. These engines will also be available in Euro-5 format with EGR, although not until next year. For now, MAN offers an SCR solution to meet Euro-5 RPC requirements.
On the inside, MAN has sought to address drivers' concerns, through the use of better materials, more robust design and improved styling. The instrument panel is now a two-colour affair while the decor strip is offered in three variants - aluminium, root timber and metal eye - removing the austere feel of the old model. The door module has been improved and now features electric window lifters throughout the range with anti-trap protection. The switchgear throughout the cab has been changed, while a new air-con module with integrated control of auxiliary air-conditioner and heater has been introduced. The engine tunnel in the TGX is reduced to improve cab access by moving the gearshift controls to the steering column, the cross-cab access is also significantly improved.
One of the main complaints with the TGA was that there was nowhere to put anything while you were driving - pens, cigarettes and loose change. That criticism is addressed now, to the point where you might be in danger of forgetting where you've put things. For the record, there is a compartment for spectacles, a sliding cup-holder, a rubber-lined central storage tray, drawers in the dashboard for A4 files, door pockets for 1.5-litre and 1.0-litre bottles, and umpteen other nooks and crannies. The thicker curtains will be welcomed by most drivers overnighting in the TGX/TGX - as will the new uprated radio/CD player.
Driving comfort is improved thanks to lower interior noise levels - MAN claims the TGX/TGS is 25% quieter inside than the TGA, while the climate control is also significantly improved thanks to better air distribution and lower outflow noise, as well as faster defrosting and demisting.
The verdict
The improvements to the MAN range appear well thought-out and executed. The interior is significantly improved and the style makeover will ensure the new machine stands out from its predecessor without aging the old one too badly - important for residual values. But the proof of the pudding will be in the operational performance, and the fact this truck is unlikely to make it to UK shores until next summer means operators will have something of a long wait to take advantage of the changes. We'll be driving the TGX/TGS later in the summer and gain a better idea of how these improvements stack up from a driveability point of view.
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