MAN TGX 18.510

Brand-new truck models on test frequently catch the eye. Other drivers in oncoming or overtaking trucks can’t resist taking a peek, and on rest breaks at service stations the vehicle is quickly surrounded by curious onlookers. That’s not the case with the new MAN. It’s certainly not that there’s no interest in the new TGX among other truckers, it’s just that very few actually realise what they’re seeing. The new model just looks too much like its predecessor to really stand out from the mass of Lion trucks.

MAN TGX 18.510

While the innovations – including much improved aerodynamics, according to MAN – may be barely visible on the outside, they are immediately noticeable on the inside. Firstly, there are the new digital instruments, which prove to be razor-sharp in definition and easy to read in all lighting conditions. Secondly, there’s the new steering wheel, with its neater layout of cruise control, onboard computer and telephone buttons. MAN drivers will be even more pleased with the wheel’s now enormous adjustment range, which easily matches that of the group’s sister company Scania – even if one might have expected a rather more elegant locking and unlocking action from a new truck model. Thirdly, MAN has finally done away with the fiddly right-hand side control stalk! The new version combines the retarder/engine brake and manual gear selector, as well as all the other transmission functions, and yet is still much more user-friendly. And fourthly, there’s the rotary pushbutton control with integrated touchpad – called the “Smart Select Button” – to the driver’s right, which can be used to control the navigation or audio functions for example. It’s an excellent addition in our view. The operating logic becomes second nature after just a few minutes, allowing the driver to find what he or she is looking for quickly and, above all, without taking his or her eyes off the road. The active steering is complemented by the traditionally good-quality chassis of the TGX. Despite the single-leaf parabolic springs on the front axle, MAN has found a good compromise between comfort and agility, so there’s no need for the more expensive (and heavier) two-leaf parabolic springs – or even the air-sprung variant.


Water-cooled six-cylinder in-line engine; single
turbocharger with wastegate, four valves per cylinder,
SCR cat., “Soft” exhaust gas recirculation, particulate
filter, Euro 6d
Type MAN D2676
Displacement 12,419 cm3
Bore x stroke 126 x 166 mm
Compression ratio 15.5:1
Fuel injection Common-Rail
Nominal power output 510 hp (375 kW) at 1800 rpm
Max. torque 2600 Nm at 930-1350 rpm

Clutch: Pneumatically operated ZF Sachs MFZ 430
single-disc clutch
Transmission: Tipmatic 14.27 DD, synchronised
three-speed basic transmission, range and splitter box,
12 forward gears, 2 reverse gears, 2 crawlers
Spread: 16.41 to 1.00
Reverse gears: 14.77 / 11.95
Rear axle: i=2.31

Front: Cranked rigid axle; 7.5 t with stabiliser, single-leaf parabolic spring suspension
Rear: Hypoid axle (MAN HY-1344) 13.0 t; four-bellows
air suspension with four-point link
Tyres (in test): Front 315/70 R 22.5; Rear 315/70 R 22.5
Wheels (in test): 9.00 x 22.5 aluminium (option;
standard: steel)

Front: Dual-circuit air brake system with disc brakes
Rear: Disc brakes, EBS
Engine brake EVBec engine brake 325 kW at 2400 rpm
Retarder Option (installed in test truck)
4100 Nm/500 kW

Wheelbase 3600 mm
L x W x H 6007 x 2500 x 3854 mm
Unladen weight 7365 kg (ready to drive)

Engine oil 40.0 l (incl. filter)
Tank 400 l diesel; 60 l AdBlue
Coolant 70.0 l
Rear axle/transmission oil 21.0 l / 14.5 l


MAN TGX 18.510 MAN TGX 18.510 MAN TGX 18.510 MAN TGX 18.510 MAN TGX 18.510

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