In October 2005 MAN’s TGL range scored an impressive 94-vote win to become 2006’s International Truck of the Year award (IToY), as the “TrucknologyGeneration” (TG) expanded down into the lightweight sector. Runners-up in that year were the revised Iveco Trakker on 39 points, and the Mercedes-Benz Atego on 33.
The judges were particularly impressed with the new cab styling and interior and welcomed both the excellent driver environment and the deep screen and effective mirror arrangements giving distribution drivers an especially good field of vision.
The TGL was regarded as being long-overdue when launched in April 2005 as a replacement for the LE2000 models which featured the old Steyr-derived cab. The adaptation of the TGA cab for a range of vehicles spanning 7.5 to 12ntonnes was viewed as a significant advance, and the TGL had three cab options.
The “C” cab was the entry level offering and was low-mounted with only one step. Designed for tippers and multi-drop operations, it was the full 2,240mm wide, but was restricted to a length of 1,620mm and was most common in 7.5-tonne operations. The “L” cab was a sleeper design with a length of 2,280mm. This cab was higher mounted with two access steps and was equipped with a large bunk. For long-distance operation, the “LX” cab was the same length as the “L” but with a higher roof, giving 1,665mm of headroom above the engine tunnel, and including tinted glass and air conditioning in the specification.
All the cabs were noted for their blind-spot eliminating mirror arrangements, the general standard of trim, and the storage availability in the sleeper-cab models.
Whilst the new cab was undoubtedly the centre of attention, the TGL also offered an updated chassis and engines and new transmissions. The rear of the chassis frame was drilled with closely positioned holes and a bolted cross member so that the overhang could be easily cut to length. A new two-bag air suspension was offered as an alternative to the standard rubber-bushed parabolic leaf springs and internally-ventilated disc brakes with electronic control were used on both axles.
The 4-cylinder 4.6-litre D08 common-rail engine was offered at either 150hp or 180hp in the 7.5-tonne models, and at 180hp or 206hp in the 8-, 10- and 12-tonners. The 206hp rating was a new development fitted with two-stage turbocharging to produce a class-leading 830Nm of torque. For even greater power, a 6.9-litre 6-cylinder engine rated at 240hp was available for the 8-, 10- and 12-tonners.
The TGL was the first truck to be offered with the new ZF 6-speed automated transmission, which was available with all ratings of the 4-cylinder engine under the MAN “TipMatic” brand name. Conventional 6-speed ZF gearboxes were also available, with a 5-speed offered in addition for the 150hp 7.5-tonner. The 12-tonne model remained resolutely manual with a nine-speed Eaton gearbox.
Words & Pics supplied by Richard Stanier – Credit IToY
