Purchasing a used MAN TGX

The TGX was introduced in late 2007, a mid-life facelift for the TGA that was seven years old. With a complex matrix of cab heights, widths and lengths, the TGA was all things to all men. MAN divided the line-up to create two, simpler ranges. Narrow cab combinations (2,240mm across the doors) became TGS models, aimed at short-haul, distribution and construction sectors. Wider ones (2,440mm across the doors) became part of the TGX range, intended for long-haul work. Their drivelines were similar, featuring ZF’s AS-Tronic 12-speed automated gearbox – called TipMatic by MAN – as standard, with ZF’s 16-speed as the manual option.


The likeable truck

TGX cabs sit higher on the chassis and so have a low engine-tunnel (100mm) compared with the 260mm tunnel in the low-mounted TGS cab. And whereas the TGS is available as a day cab as well as a sleeper, all TGX models are sleepers, available in three roof heights: XL, XLX and XXL. In terms of headroom when standing on the engine tunnel, these provide 1,560mm, 1,875mm and 2,190mm respectively.

About 80% of MAN tractor units sold in the UK are TGX models rather than the smaller TGS. The middle of the three TGX cabs, the XLX, is the runaway favourite.

Although cab pressings are essentially unchanged between TGA and TGX, the shiny, new, black plastic grille panel refreshed the look, while aerodynamic detailing on the A-pillars and on plastic components such as mirrors cut wind noise and make a small drag reduction, giving marginally better fuel economy. Changes to dashboard and interior trim were more radical, producing a refined and classy environment.

At the time of its introduction in late 2007, the TGX had Euro-4 engines, either the 10.5-litre D20, rated at 400hp/1,900Nm or 440hp/2,100Nm; or the 12.4-litre D26, rated at 480hp/2,300Nm. These were both common-rail EGR engines, with a maintenance-free PM-Kat exhaust particulate filter. Early Euro-5 versions of these engines were also available in these first TGX models, with exactly the same power and torque ratings but using SCR exhaust after-treatment instead of EGR. These are less common and distinguished by their AdBlue tanks. There were also two extra engine options for operators willing to move across to SCR and Euro-5 at this time. These were an SCR version of the 12.4-litre D26 engine at 540hp/2,500Nm, and a new SCR 16.2-litre V8 D28 engine rated at 680hp/3,000Nm.

When Euro-5 became mandatory in October 2009, the same engines made the transition, but the highest EGR ratings were axed. So the Euro-5 engine line-up for TGX tractors looks like this: EGR D20 at 400hp/1,900Nm; SCR D20 at 400hp/1,900Nm or 440hp/2,100Nm; EGR D26 at 440hp/2,100Nm; SCR D26 at either 480hp/2,300Nm or 540hp/2,500Nm. The 680hp V8 is also a Euro-5 option, but only a handful of TGXs with this engine are sold in the UK each year.

The 26.440 is the most popular UK Euro-5 TGX tractor, pairing the 440hp EGR 12.4-litre engine with the XLX cab on a 6x2 chassis with a non-steering mid-lift axle.

Euro-6 models, unveiled at last September’s Hannover show, differ externally in only a few minor details of grille design, so all TGX units, either Euro-4 or -5, will continue to look fresh and contemporary until MAN unveils a successor – perhaps at the Hannover show next year.

  • In the August 2013 edition of CAP Red Book, a 2010-registered (10-plate) Euro-5 6x2 MAN TGX 26.440 with a 10.5-litre D2066 engine and XXL cab, with 420,000km on the clock, is valued at retail for £36,250 (plus VAT).

Product recalls by VOSA


Since January 2006 Vosa has issued six recalls on the TGX range. Here are the most significant:

October 2008: EBS might not operate correctly under braking. It has been identified that a problem exists with the brake modules fitted to EBS 5 braking systems. The modules affected are front and rear-axle pressure controls, additionally, the trailer control. It is reported that the fault affects service brake operation, in that it could initiate braking on one side more than the other, with the possibility of the vehicle veering to one side. Should this happen, an accident might ensue.

December 2011: Toxic fumes in cab. It is possible, in certain conditions, for humidity to enter the voltage converter, which can lead to smouldering/scorching inside of the converter producing smoke and toxic fumes.

August 2012: Risk of fire. The turbo charger oil pressure line may fail. This will allow oil to fall onto the road surface causing concerns to other road users. In the worst-case scenario, the oil could ignite and cause a fire.




Parts prices for a 6x2 Euro-5 EEV MAN TGX 26.440 with a  10.5-litre D2066 engine and XXL cab

Part Price
Headlamp £345.10
Oil filter £12.39
Air filter £46.58
Front bumper £566.33
Rear mudguard £120.98
Windscreen £283.46
Turbo, 10.5-litre £885.81