Commercial Motor MAN Truck Reprint 2021

FOR THE BEST USED TRUCK DEALS IN PRINT AND ONLINE

ESTABLISHED 1905 / 28 JANUARY 2021

AT THE HEART OF THE INDUSTRY

Truck in Service

MAN TGX 26.640 “The New MAN TGX in top power form is a cracking machine.

Drivers will love it and operators have little to fear from the D38 engine” Bob Beech

The lion king The new TGX will be pride of place in your fleet

 OPERATIONS

TRUCK SERVICE IN

NEW MAN: TGX 26.640

Last year’s launch of the new MAN TGX happened just as the world went into lockdown, meaning its arrival passed with barely a whisper. But this is a truck worth shouting about...

WORDS: BOB BEECH / PHOTOS: TOM CUNNINGHAM It has been a very long wait to get behind the wheel of the new MAN TGX – the truck’s launch event took place in Bilboa, Northern Spain back in February 2020, just before the world went into Covid-19 lockdown. Fortunately MAN Truck & Bus UK has undertaken an extensive series of ride-and-drive events around the country, enabling operators and other interested parties to try out the new arrival in a controlled, socially distanced environment.

The whole process has been well received and the trucks themselves have impressed prospective new customers alongside existing MAN operators and drivers. Winning the 2021 International Truck of the Year Award has rounded off a difficult but successful year for the German manufacturer.

The detail changes and the much-improved build

2

COMMERCIAL MOTOR 28 JANUARY 2021

quality of the new TGX range impressed at the launch, and it felt that the new models (and they are just that – not old models given tweaks and facelifts) are a big step forward. They will almost certainly raise the profile of the marque in a great many markets.

CM was able to borrow one of the ride-anddrive vehicles for a week during a break in proceedings. We were offered the choice of two 6x2 tractors, both utilising the biggest cab option – now termed GX in place of the old XXL name used previously.

One truck had the familiar 12.74-litre D26 engine rated at 510hp – a good unit that offers a fine blend of fuel economy and punchy performance. MAN has had its share of engine issues in the past, but the introduction of the latest Euro-6 versions in the previous generation TGX has improved reliability.

28 JANUARY 2021 COMMERCIAL MOTOR

3

 OPERATIONS

The other truck offered to us was the top-of-therange TGX 26.640, powered by the 15.2-litre D38 engine. This relatively new design was introduced for Euro-6 to replace the short-lived Liebherrderived V8 engine. The straight-six D38 has a number of interesting features in terms of cooling, valve gear layout and block/head design, with the aim of long-term reliability. Furthermore, it’s capable of producing considerably more than the current top rating. It is generally found in heavy haulage tractors and is relatively rare in general haulage vehicles. There are some out working in TGX tractors, and operators and drivers appear happy with them. But the dealer network has tended to push the smaller D26 into most fleets.

Because of the rarity of the power unit, and the fact that we were intrigued to try the top-of-therange model, we opted for the loan of the 640. It joined a pair of Scania 650S tractors in Broughton Transport Solutions’ fleet, both of which are giving a very good account of themselves, so it was interesting to see how their German rival/sibling compared. We subjected the new TGX to the usual mixture of routes, weights and work, and spent the whole week sleeping and living in the truck.

LAYOUT AND SPECIFICATION The new TGX obviously shares a great deal with the outgoing model range. The basic drivelines are carried over from before, as is the cab shell, but there are a huge number of detail changes. Some might seem relatively minor, but the overall effect – along with the substantial styling and structural revisions to the cab interior – really do make a huge difference to the overall performance and driving experience with the new MAN range.

The 6x2 pusher axle layout is very familiar and has been carried over from previous ranges. There was a change from a tubular fabricated pusher

4

COMMERCIAL MOTOR 28 JANUARY 2021

SPECIFICATION TABLE Manufacturer Model

First registered Chassis

Engine

Maximum power

Maximum torque Gearbox

Ratio spread Brakes

Cab

MAN Truck and Bus UK TGX 26.640 6x2/2 BL SA pusher axle tractor unit with GX high-roof sleeper cab 2020 3,950mm wheelbase, plated GVW 23,700kg (design 26,000kg), plated/design GCW 44,000kg. Steel-suspended front axle plated 8,000kg (air suspension/other capacities available). Optional Comfort Steering with additional servo assistance. Fully airsuspended rear bogie with weight transfer and full lift on pusher axle, bogie plated 18,600kg (split 7,100kg/11,500kg pusher/ drive axles). HY1344 single-reduction drive axle with optional diff lock, 2.31:1 ratio (others available). 460-litre aluminium fuel tank on near-side, 80-litre plastic AdBlue tank on off-side, batteries in rear of chassis. 315/70R22.5 tyres all round, optional aluminium wheels. Sliding fifth wheel, catwalk and three-piece rear wings MAN D3876 LF10, Euro-6d, 15.21-litre, in-line 6-cylinder, turbocharged and intercooled, with two-stage turbocharging.

Common-rail fuel system, emissions controlled by cooled EGR and SCR via catalyst exhaust and DPF. MAN EVBec engine brake/ exhaust brake 632hp (471kW) at 1,800rpm 3,000Nm (2,212lbft) at 930rpm to 1,350rpm TipMatic 1230DD (ZF TraXon) 12-speed automated constant mesh, automated with manual override and direct-drive top gear.

Efficiency Plus driving program, selectable Performance driving program, Eco-roll function linked to Efficient Cruise facility, smart change function utilising engine brake, and manoeuvring mode 16.69:1-1.00:1 EBS-controlled air-operated disc brakes all-round, with ABS/ ASR/Hill Hold and electronic handbrake. Safety systems include AEBS, stability control, lane guidance, adaptive cruise control with distance control and GPS mapping and route learning functions, and MAN AttentionGuard TGX GX high-roof sleeper with four-point air suspension and manual cab tilt (electric control optional). Twin external lockers, full deflector kit with adjustable top blade and external sun visor.

LED headlights, fog lights, cornering lights and headlight cleaning.

Interior – twin-bunk layout with overhead storage on front wall, and under-bunk storage with pull-out fridge. Comfort bunks with 110mm-deep mattresses. Comfort driver’s seat, fixed passenger seat, both with leather/fabric trim. Multifunction leather steering wheel. SmartSelect multi-function rotary control, operating via optional 12.3in display screen (7in standard). Optional Climatronic temperature control system, night heater and electric roof hatch. Twin storage drawers in dash, 12/24V and USB points.

EasyControl buttons mounted on driver’s door. Electric front window blind and manual blind on driver’s door

axle to a cast beam a few years ago, and there have been detail changes to the air suspension and the control system in order to improve performance.

The single-reduction drive axle now has the option of a 2.31:1 ratio, to make best use of the low-speed torque from the current power units. A diff lock is not fitted as standard we are told, so it would pay to check if venturing far off the highway.

Otherwise the layout is straightforward.

Our truck had the standard 460-litre fuel tank on the left, the batteries in the rear of the chassis and an 80-litre AdBlue tank next to the exhaust on the right. The usual MAN fuel pre-filter is mounted on this side and does look slightly vulnerable for some applications. Apparently it can be located elsewhere if required. MAN offers the full range of chassis options with 4x2, pusher and tag 6x2s, along with 6x4 and 8x4 tractor units for heavy applications.

The D38 is pretty compact for its cubic capacity, but it appears to be a little taller than the D26,

28 JANUARY 2021 COMMERCIAL MOTOR

5

 OPERATIONS

CAB COMFORT

Big changes to the interior bring a completely new dash and control system. The novel rotary SmartSelect control is linked to the big auxiliary screen in the facia, with its own fold-out wrist support. We found that it soon becomes second nature to use. The screen and dash graphics are very clear. Although all of the control systems are intuitive, it still requires a decent handover and careful study of the handbook to really understand it all. A great deal of thought has gone into its design. Previously we found the old control systems too rigid and inflexible in operation, but now they are much easier and quicker to access. A new interactive main dash display – operated via steering wheel buttons – gives a lot of information. It’s logical and easy to follow. The wheel itself is a lot smaller (leather bound in this case) and has a far greater range of adjustment. The seat is very comfortable and features accessible controls – like the steering column adjustment set-up it looks like it has been borrowed from Scania. The rest of the interior has been completely revised, with better storage a noticeable improvement. The gear controls are now on the steering column, and the new electronic handbrake, which works very well, is located on the dash to free-up floor space.

The quality of the plastics, fabrics and other features is now much higher. The curtain rails and hooks are stronger

and don’t break if pulled too hard. The beds are wide, with deeper mattresses making them far more comfortable. We certainly slept very well. The curtains are relatively thick and keep out the light, along with the electrically operated front blind. The fridge is deep enough to take 1.5-litre bottles stood upright, and there are plenty of power/ USB points. The optional Climatronic temperature control system ensures an even distribution of air in the big cab. It’s easy to use and also combines the night heater and night-time air conditioning, which is a real boon on hot summer nights. The interior lights are very good, as is the combined radio/media/phone/sat nav system.

Drivers will really appreciate these features. The overall effect is plush but suitably understated.

The truck is quiet and very smooth, with a muted but purposeful engine note. It sounds like a truck and not a strangled household appliance. Clever features like the EasyControl buttons on the driver’s door show original thinking. They can be configured to suit individual needs and will be a blessing to any driver who has stood outside in the pouring rain, realising they have to climb into the nice clean cab just to press one button.

Strangely, we did find that if our wallet was in a back pocket it often set the hazard flashers when leaving the cab. We can assure readers that this is more a matter of age and awkwardness than the amount of cash stuffed inside!

meaning it is mounted slightly lower in the chassis.

It also requires a deeper radiator, reducing ground clearance at the front end. Our truck had steel front suspension, but we would prefer front air with this configuration. This is becoming quite popular with higher-powered tractor units of all makes.

Apart from a better ride and near constant running height, the ability to raise the complete chassis to improve ground clearance can be vital with many modern trucks in certain situations, particularly with low-profile 70-series tyres. Our truck also had the optional ComfortSteering system, with additional servo assistance.

It makes the steering very light at low speed, then gradually increases the resistance as speed rises.

6

COMMERCIAL MOTOR 28 JANUARY 2021

It works very well, especially in confined spaces. It can also be used in conjunction with an advanced lane guidance system, which keeps the truck in line when travelling in a straight line between road markings. This was not fitted to this model, so we can’t really give an opinion on the system.

TORQUE TALK There are three D38 ratings available, with 540hp/2,700Nm, 580hp/2,900Nm and the 640hp/3,000Nm version featured here. Maximum torque is produced over a wide rev range, starting down at 930rpm and remaining constant up to 1,350rpm. It gives decent acceleration from rest and solid low-speed lugging on long gradients, making the D38 ideal for tough applications. While the smaller D26 now has single-stage turbocharging, the bigger engine retains a two-stage system that gives excellent response from low revs and an even spread of power and torque throughout the rev range. Emissions are controlled with both SCR and cooled EGR. The EGR system and its

28 JANUARY 2021 COMMERCIAL MOTOR

7

 OPERATIONS

NEED TO KNOW

The 12-speed ZF TraXon gearbox has a wider ratio spread and superior low-speed clutch control than the previous AS-Tronic automated transmission

integral cooler allows finely monitored amounts of recirculated gas back into the inlet manifold, only at certain points in the engine performance range.

The emission system is supported by a regenerative particulate filter within the compact exhaust system. MAN did a huge amount of work on all of the engine emission systems, and we hear little complaint about the Euro-6d range. The units are certainly a major step forward in terms of long-term reliability and fuel economy.

The D38 design uses a top-down cooling system to ensure that the head and block benefit from high volumes of fast-circulating coolant, particularly around the valves. The large radiator also plays its part. This helps to explain the popularity of the power unit in extra-heavy haulage applications, where the engine is working hard and generates lots of heat, but the road speed and airflow through the radiator is at a minimum.

The effective MAN EVBec engine brake is fitted as standard, controlled via a three-position stalk. It works in tandem with the automated TipMatic transmission to boost revs and increase braking power. A gearbox retarder can be fitted

AND

PERFORMANCE

DRIVEABILITY We have combined all of these aspects of the truck’s performance because they are key to the overall driving experience. All of the improvements have contributed to completely changing the truck’s character, and to our mind, makes the vehicle far more satisfying and enjoyable to drive.

The 640 D38 is a cracking engine. At 44 tonnes or less it is working well within its capabilities, and another 10 or 15 tonnes would not tax it unduly. Despite its high overall gearing, the automated transmission block changes (even in performance mode) and the engine pulls from well below 1,000rpm. The sequential turbochargers give a smooth flow of power throughout the rev range.

One night, when we were running back to base on a quiet A-road, we selected manual mode to see just how low it was possible to let the revs drop and still get the engine to

8

COMMERCIAL MOTOR 28 JANUARY 2021

as an option. This makes sense for heavy-duty applications or use in mountainous terrain. The additional stopping power would enable faster hill descents without recourse to the brakes, improving average speeds and reducing maintenance costs.

BOX OF TRICKS The 12-speed TipMatic (ZF TraXon) has a wider ratio spread and superior low-speed clutch control than the previous AS-Tronic automated transmission. The old design was very durable, but it could be difficult to control at low speed and sometimes the shift strategy could get a bit erratic, especially if the truck had been driven badly by previous drivers. The TraXon is a world apart!

It retains the forward and reverse manoeuvring modes, which work quite well, but it still needs a gentle touch on the throttle. Some fail to grasp this point and treat the throttle like an on/off switch.

Use it properly and it responds as well as an I-Shift.

There were both manual and automatic modes on our TGX, along with Economy and Performance modes – we rarely used the latter. The 640 has more than enough grunt for almost any situation.

respond. We found it would slowly pick up from between 550rpm and 600rpm in top gear at 39 tonnes gross! The engine responded to just gentle throttle pressure, gradually picking up to 700rpm where it started to quickly gain speed – all without vibration or complaint. We often hear that modern engines don’t have the guts of those from 30 years ago, but that is rubbish. Try the same with a Scania 143, Volvo F16 or even a V10-powered MAN and they would either stall or protest violently.

SMOOTH OPERATOR

At higher revs the D38 is just as impressive.

Most motorway hills are dispatched with ease and it rarely comes off the limiter. On steeper grades it is just as impressive – ours climbed the A417 Crickley Hill/Birdlip in eighth gear at full weight with a minimum speed of 28mph.

A select group of trucks with even more power and torque will pass the TGX on the longest gradients, though they won’t get very far ahead.

But there is far more to the new MAN than just the way it goes up hills. The whole driving experience is a vast improvement over the old model. The truck is ultra-smooth in almost

every situation. The gearbox rarely makes a mistake and we left it in auto/eco mode almost all week. There is little to be gained by doing otherwise.

Normally cab suspension has a limited effect upon the performance of most trucks unless on the roughest of roads, but the new TGX

seems far more stable, with better damped cab suspension. The old TGX (and the TGA before it) were smooth on good motorways in a straight line, but take them through a series of sharp bends and the amount of cab movement affected the directional stability unless the driver really paid attention. The excess movement made it difficult to keep a steady line through the corner and the big steering wheel could make some drivers oversteer. Also, when pulling away from rest, particularly with early AS-Tronics (with

the inevitable delay in taking up drive), it often felt that the chassis started moving a fraction sooner than the cab. There was too much fore and aft movement, which could be amplified if the driver was less than gentle with the throttle.

Later TGXs were better in this respect, but a lot of other trucks were better still. Now the modified cab suspension has taken this away completely. The cab feels firm and located, but the overall ride quality is as smooth as ever. The steering is very precise and it doesn’t wander in a straight line. There is just enough cab and chassis roll through the bends. It keeps the driver in touch with the truck, but prevents things from getting untidy unless really provoked.

LIGHT TOUCHES

Changing the steering wheel, giving more column adjustment, and improving lateral and forward vision with redesigned mirrors and a better dash profile might seem like small changes, but they instantly allow an unfamiliar driver to feel more at home – and be relaxed as a result.

The near-side corner on a right-hand-drive MAN always felt a long way from the driver’s seat, but now you know exactly where the outer edges of the cab are in relation to other objects.

Gear selection is now via the column-mounted stalk. Twisting the collar forward or backward is more natural than using the old control dial and the transmission flicks between forward and reverse instantaneously – previously the gear sometimes failed to engage if the dial was turned too quickly. Low-speed manoeuvring mode is engaged via the column stalk, and once again operates faultlessly. All of these improved features make it possible to understand the truck in a relatively short time, giving drivers a high level of confidence.

Braking is smooth, powerful and easily to control. The engine brake is effective, especially on long gradients where the transmission drops a few ratios to increase revs. It seems slightly less powerful on motorways, but the high gearing means that the engine is only turning at just over 1,100rpm. It works best if it is used via the downhill speed control so that it engages just above the set vehicle speed. Then the electronics combine to keep things in check.

28 JANUARY 2021 COMMERCIAL MOTOR

9

 OPERATIONS

NEED TO KNOW

The ComfortShift manual gearbox is listed as an option for left-hand-drive models

10

Some fleet versions have a limited driver override capacity, which is fine if the truck rarely ventures far from the main road network. We noticed in the vehicle handbook that a ComfortShift manual gearbox option is listed for left-hand-drive models.

Whether MAN Truck and Bus UK would supply one in this market is a question best directed to the Swindon HQ. At present ZF supplies most of MAN’s transmission requirements as far as the UK is concerned, but 4x2 tractors are fitted with the current Scania Opticruise gearbox. We reckon that the latest constant-mesh version of this gearbox will find its way into the TGX/TGS range in due course.

Getting a return on the in-house investment makes more financial sense than sending a big cheque to an outside supplier every month.

The changes to the cab exterior are most

COMMERCIAL MOTOR 28 JANUARY 2021

marked on the tallest GX cab fitted to our truck, which as mentioned replaces the old XXL cab.

The mid-height XLX is now the GM, and the XL standard sleeper is now the GN. All still retain ample interior space, with 2,070mm, 1,860mm and 1,580mm standing room respectively (measured from the shallow engine tunnel in the centre). All share a new grille design, new LED lights, better cab steps, wider opening doors and redesigned mirror heads and mountings. The new side panels and lower grille aid airflow.

The GX cab now has the same size windscreen as the other cabs and has lost the overhead side windows of the previous version. As we have said before, we never found any practical use for the huge screen, other than spotting overhead traffic lights, particularly in Germany. As a result the truck looks better balanced and is not dominated by the windscreen.

FUEL ECONOMY

FIGURED OUT This is not to say that the D38 is thirsty. Four or five years ago it would have matched the previous generation of 13-litre engines in almost every situation, but diesel engine technology has moved so quickly in recent years, hence the improvement in the mid-range class.

It gave an average figure of 9.58mpg, which is very credible for a 640 and similar to the average for the two SCR-only Scania 650 V8s. The best single day was a run to Sheffield at 28 tonnes gross, then empty back to Birmingham and home to Wiltshire at 39 tonnes, where it returned an excellent 11.5mpg.

The worst single day was a run from Gloucestershire to Erith at 44 tonnes in the wind and the rain, and returning at 25 tonnes while getting stuck in crawling traffic for two hours. This gave an overall figure of 8mpg. That’s still not too

bad, but we would expect the best of the 13-litre engines to be very close to 9mpg.

It is all a matter of giving the 640 MAN the right job, where its fine combination of eager performance and relaxed cruising can be fully exploited. It will do the other stuff perfectly well, but it just seems that bit happier on longer hauls.

The AdBlue consumption was very low, and it used just over half of the 80-litre tank, which is considerably less than the SCR-only Scania 650S.

The New MAN TGX in top power form is a cracking machine. Drivers will love it and operators have little to fear from the D38 engine.

It is well-built, has an understated charm, and is a huge improvement over the previous generation. It’s possibly the truck that the TGX should have been all along. We liked it a lot and think a large number of truck buyers will agree, when they get a chance to try one.

CONCLUSION

The modern crop of 15-/16-litre engines can be surprisingly economical in the right conditions, and the D38 640 is no exception. It’s at its best on long hauls, cruising in top gear and able to use the ample torque to blast its way up hills with little loss of speed. But it’s less at home in stop/start urban traffic, which is the natural habitat of the 12-/13-litre engines. The smaller cubic capacity motors quite literally require less fuel to get up to cruising speed, whereas the bigger engines require greater volumes of air and diesel in this situation.

28 JANUARY 2021 COMMERCIAL MOTOR

11

ABSOLUTE COVERAGE. MAN DEALER NETWORK. NORTH EAST

SOUTH EAST

Doncaster DN8 4JD Fishlake Commercial Motors Ltd 01405 740 086

Dartford DA1 4AL Acorn Trucks Ltd 01322 556 415

Gainsborough DN21 1RZ R & A Scott Auto Services Ltd 01427 612 210

Dover CT15 7JW Husk UK Ltd 01304 831 222

Gateshead NE11 0PY MAN Truck & Bus Gateshead 0191 421 1111

Felixstowe IP11 3HZ MAN Truck & Bus Felixstowe 01394 675 620

Hull HU9 5LP North East Truck & Van Ltd 01482 899 099

Gatwick RH1 5ES PCL Group 01293 783 166

Immingham DN40 3DR DSV Commercials Ltd 01469 553 672

Heathrow TW14 8ND Cordwallis Group 0208 582 6000

Leeds LS12 5JB Steadplan Ltd 0113 279 7901

Maidstone ME20 7PW PCL Group 01622 711 060

Scunthorpe DN20 0AQ MAN Truck & Bus Scunthorpe T/A HRVS Group 01652 650 404

North London EN8 7PG PCL Group 01992 655 950

Sheffield S9 1TX MAN Truck & Bus Sheffield T/A HRVS Group 0114 241 7850 Stockton TS18 3HJ MAN Truck & Bus Stockton 01642 611 812 NORTH WEST Burnley BB9 6RS Steadplan Ltd 01282 611 616 Carlisle CA3 0EX North East Truck & Van Ltd 01228 404 400 Ellesmere Port CH65 4LB Pullman 0151 355 2793 Liverpool L33 7XS MTC Liverpool Northwest Ltd 0151 545 4750 Manchester M17 1SA MAN Truck & Bus Manchester 0161 848 8331 Preston PR5 8AQ MAN Truck & Bus Preston 01772 313 070 Rochdale OL16 2AU Steadplan Ltd 01706 868 668 Wakefield WF6 2TA Pelican Engineering 01924 228 722 SOUTH WEST Bristol BS11 9YS MAN Truck & Bus Bristol 0117 982 1241 Exeter EX2 9SL MAN Truck & Bus Exeter 01392 833 600

Reading RG2 0QX Cordwallis Group 0118 913 1780 Southampton SO40 3NB Harwoods Truck Centre Ltd 02380 580 364 Witham CM8 3UJ Harris Truck & Van Ltd 01376 533 692 West Thurrock RM20 4EH PCL Group 01708 863 931 MIDLANDS Bedford MK45 3PD John Arnold Commercials 01234 742 266 Bicester OX26 4JT Cordwallis Group 01869 227242 Buckingham MK18 1DR Ring Road Garage Ltd 01280 814 741 Newmarket CB8 7SH Manchetts 01638 661 113 Northampton NN5 5BB MAN Truck & Bus Northampton 01604 588 555 Norwich NR7 8TL Norfolk Truck Ltd 01603 253 300 Nuneaton CV10 7SA MAN Truck & Bus Nuneaton 02476 357 800 Peterborough PE1 5XG Manchetts Peterborough 01733 560 591 Ripley DE5 3GH MAN Truck & Bus Ripley T/A HRVS Group 01773 745 311

Gloucester GL2 5YB Aquila Truck Centres Ltd 01452 314 900

Sleaford NG34 7EQ MAN Truck & Bus Sleaford T/A HRVS Group 01529 414 873

Plymouth PL4 0RW MAN Truck & Bus Plymouth 01752 223 162

Stoke-on-Trent ST4 7DL MAN Truck & Bus Stoke T/A HRVS Group 01782 848 485

Poole BH17 0GH E T S Trucks Ltd 01202 669 339 Redruth TR16 4AX Patrick Uren Commercials 01209 313 377 Shepton Mallet BA4 4RN MAN Truck & Bus Shepton Mallet 01749 880 339 Swindon SN5 8YU MAN Truck & Bus Swindon 01793 486 462 Westbury BA13 4JR MAN Truck & Bus Westbury 01373 864 148

Tamworth B78 2EB Aquila Truck Centres Ltd 01827 871 810 Telford TF2 7NA Aquila Truck Centres Ltd 01952 293 361 Tipton DY4 7BY Aquila Truck Centres Ltd 0121 520 1234 Worcester WR3 8SG Aquila Truck Centres Ltd 01905 756 089

Yeovil BA20 2HP SMV Commercials 01935 478 826

WALES Cardiff CF3 2EU W G Davies 02920 361 133 Newport NP19 4RF Commercial Motors Ltd 01633 273 000 Swansea SA6 8QL WG Davies (Landore) Ltd 01792 795 705 Wrexham LL20 7RA A N Richards Ltd 01691 777 835 NORTHERN IRELAND Belfast BT8 8NB R K Trucks Centre Ltd 028 9081 3600 Dungannon BT71 6HW R K Trucks Centre Ltd 028 8772 2111 SCOTLAND Aberdeen AB12 3LU Norscot Truck & Van Ltd 01224 875 757 Bellshill ML4 3NX MAN Truck & Bus Bellshill 01698 327 328 Broxburn EH52 5AU MAN Truck & Bus Broxburn 01506 858 344 Elgin IV30 1HZ Elgin Truck & Van Centre Ltd 01343 555 312 Fife KY11 7EG MAN Truck & Bus Fife 01383 626 277 Inverness IV3 8EX E T V Trucks Ltd 01463 231727

MAN Truck & Bus UK Support Locations With 65 dealers across the UK, you have access to an unbeatable 24/7 aftersales service, wherever you are. You can also take advantage of MAN Mobile24 – our around the clock, around the year, customer assistance service.

MAN Truck & Bus UK Ltd., Frankland Road, Blagrove, Swindon. Wiltshire SN5 8YU www.mantruckvanandbus.co.uk

99856.001 MAN Trucks Dealer Network Map Ad for CM_aw3.indd 1

10/03/2021 09:32