News

MAN is confident that its decision to tackle Euro 4 with EGR technology is going to win it new customers, and its new D26 engine can only help its cause. It is MAN's most credible effort in the high-horsepower market for years. The new 12.4-litre common-rail engine, which was launched at the CV Show, replaces the old D28 unit. It is 70kg lighter than its predecessor, and according to MAN, significantly more fuel-efficient too. Service intervals are unchanged, and are set at 80,000km.

The  D26 is almost identical to the D20, with which it shares many of its components, but has a slightly bigger bore and longer stroke. It is currently only offered at 480hp, but an SCR-equipped 540hp Euro 5 version will follow next year. Every MAN (excluding tippers) now comes with the two-pedal Tipmatic transmission as standard, although TGA buyers save 500 if they opt for ComfortShift instead, or recoup 1,000 if they take the full manual box.

However 80% take the Tipmatic option, which we consider to be a wise choice. Our test vehicle was equipped with the new XLX twin-bunk sleeper cab, which falls between the LX and the XXL. It competes directly with the Volvo FH Globetrotter and Daf XF95 Space cab, and at 8.9cu m is the most spacious in its class. MAN has used the space wisely, and the cab features plenty of useful storage facilities. It has the same size overhead lockers as the XXL cab, but without its oversized windscreen. The cab was launched at the IAA Show in Amsterdam last  year, and is already proving to be the UK's volume seller.

On the road

Inside the cab the first thing you notice is the TGA's new multi-function steering wheel. As well as being one of the largest in the business, it's also one of the best - a consequence of MAN removing a stalk or two and placing the controls for the cruise, speed limiter, telephone, stereo and information module on the wheel. These fingertip controls are intuitively positioned and user-friendly, and take little time for a driver to become fully competent with.

The most notable feature of the low-revving D26 engine is its ability to lug, a consequence of an impressive torque curve, which peaks unusually early. Maximum torque is 2,300Nm, and is achieved between 1,050 and 1,400rpm. All this equates to enhanced drivability, and the sort of pulling power that you would expect from a truck with a 500+ hp badge on its door. The engine is refreshingly quiet too, as is the cab. Typically good German design and engineering ensures that there's no squeaks or rattles to compete with the stereo. Although the interior is well put together, it's not overly exciting to look at, and lacks the individuality and flair of some of its competitors.

The software linking this engine with ZF's automated manual transmission is close to perfect. We found it very difficult to confuse, and were amazed by its apparent intelligence. When hill-climbing it seems to anticipate the gradient ahead, holding and changing gears accordingly. It tackles descents well too, and is helped by the BrakeMatic function - which introduces the engine brake and changes down a gear as soon as the overrun speed exceeds 3km/h.

We didn't touch the manual override once, and fail to understand why anyone would ever need to. MAN is the only truck manufacturer that is prepared to take out this facility if an operator requests it, so confident is it in the fully automatic mode. MAN has high hopes for this engine and transmission, and we can understand why.

Don't touch the cruise control!

Drivers who attend MAN's free Profi-Drive driver training course are being told to ignore the cruise control facility when they aren't on the motorway, because of the detrimental effect it has on fuel economy.

Driver training manager John Griffiths explains that drivers are far better off using a truck's speed limiter function, which gives them full manual control of the throttle without fear of exceeding a set maximum speed. He says the facility allows drivers to read the road ahead and react accordingly, which is something that cruise control is unable to do.

He gives the example of the brow of a hill, where a driver would ease off the throttle while the cruise control would temporarily continue to accelerate. He says drivers also need to get out of the habit of using the 'resume' button to get back up to speed, because it accelerates with enthusiasm, burning more fuel in the process. And there's also the issue of drivers falling asleep when they are using cruise control, he adds.