The MAN TGX is the top-weight, long-distance truck from MAN. Solid engineering and subsequent reliability, the truck is more or a favourite with operators than drivers who would prefer to be sitting in a Swedish cab.
Launched in 2006 for Euro 4, the TGX replaced the ageing TGA and appeared for the first time alongside its smaller sibling the TGS. Major revisions took place for Euro 6 in 2014 and in 2020 for the ‘Second Generation TGX’. Read more about the TGX Timeline below including details of the Euro 5 versions to buy and which ones to avoid.
You can search from hundreds of MAN TGX trucks advertised by truck traders and operators using the advanced search facility on this page.
The predecessor to the TGX was the MAN TGA, which also appeared with an ERF badge in the UK for a couple of years. The TGA was replaced by the TGX (and the smaller-cabbed TGS) in 2007 to much fanfare.
Although the TGX was launched in 2007, the TGA replacement wasn’t seen on UK roads until well into 2008. Using a modified version of the outgoing TGA cab you will find examples fitted with both the D20 and D26 engines at Euro 4. From launch, the TGX was available with the XL, XLX and XXL cabs – the smaller M, L and LX cabs were now branded as the TGS range.
At launch, MAN decided to take on the Swedes and break the record for the most powerful truck at 680hp. This was soon surpassed by Volvo again.
There were some changes to the old TGA cab to improve aerodynamics with changes to the A pillars. New interiors including a new dashboard made the TGX feel fresher inside.
The significant factor in the TGX at launch is that, unlike the majority of truck manufacturers opting for an SCR system, MAN went for an ‘EGR only’ approach to hitting the Euro 4 standard. This meant that MAN operators did not have to invest the time and money in Adblue refuelling. Read more about the Euro levels here.
MAN were able to achieve Euro 5 EEV at the end of 2008 – again not using SCR. The Euro 5 and EEV MAN engines were based on the 10.5-litre, 6-cylinder D20 CR and the 12.4-litre, 6-cylinder D26 engines.
This meant that the company could continue to extol the virtues of ‘diesel only’ with no Adblue. Unfortunately there were issues with this engine up until the end of 2011. The issue was around the high pressure intercooler which can leak internally. This can cause residue in the engine oil which can lead to crankshaft bearing failure.
The problem engines to look out for are mostly D26 Euro 5 EGR at 440bhp of which there were around 3,000 running around in the UK. Many of these will have had rectification work carried out on them- that means replacing the intercoolers.
MAN pulled the stops out to prevent this from being a significant PR disaster and fixed plenty of issues at no cost to the operators. The company replaced or repaired as many as 300 of the D26 EGR Euro 5 engines.
In 2012 MAN broke with their ‘EGR only’ approach and launched an SCR tractor unit at Euro 5 – these seem to be a lot more desirable in the used truck market today than the EGR only versions.
Although none were seen on the UK’s roads well into 2014, the 2012 Hannover IAA show gave us the first glimpse of the Euro 6 MAN TGX.
Fuel consumption on the 6-cylinder in-line D20 and D26 engines was about the same as the outgoing Euro 5 SCR versions, whilst Adblue consumption was actually reduced. Power ranged from 360 to 480hp for the TGX. Customers could opt for a 12 speed MAN Tipmatic or 16-speed manual
The front of the truck was changed with the Lion taking a more prominent role on the grille. Other changes to increase airflow to the cooling systems also improved the aerodynamics.
There were changes to the chassis layouts, as there were new tanks and aftertreatment plants to accommodate.
The Efficientline brand continued into Euro 6, carrying over the features from the Euro 5 model. This truck proved popular with companies wishing to demonstrate their green credentials.
The first examples of the MAN TGX with the company’s new D38 15.2 litre straight six engine rolled off the line in October 2014 replacing the outgoing 16.2 litre V8. The first examples only made their way over to the UK’s shores in 2015. Using two stage turbocharging, the engine was available in 520, 560 and 640hp.
Saving an impressive 230kg, the new, downsized engine in the TGX was made available at the end of 2019 in 330, 360 and 400hp versions. Despite its size, the D15 also offers better fuel economy than the D20. Some new gadgets were introduced at this time, just months before the reveal of the new generation TGX. These included steering assist systems which improves the feel for the driver and operates the Lane Return Assist (LRA) which straightens the truck up if the driver is veering out of lane.
Not a totally brand-new cab – the shell remains the same as the TGA back in 2000, but there are plenty of new shiny parts bolted onto it. MAN claim that the front of the cab now resembles a lion – hence the gold colour in the launch version.
These changes help to make the new TGX some 8% more fuel efficient than the outgoing model with the Euro 6c engine.
The theme of new truck launches at the time is the focus being placed on the driver – getting and keeping the best drivers being an issue. Therefore, the main changes were to the inside of the TGX. New technology has been bolted into place with flat screen replacing dials in the new dashboard. Customers can choose from a 5- or 12-inch main display and a 7- or 12-inch secondary display.
Gone are the XL, XLX and XXL which we could never really understand and they are replaced by the GX, GM and GN – in order of size. So much easier(!). So the GX is the High roof sleeper at 2.44 metres wide and headroom inside of 2.04 metres – the GM still giving an acceptable 1.87 metres head hight. Even the low roof variant – the GN gives the driver 1.57 metres of standing height inside.
For buyers of flagship trucks, MAN have launched the ‘Individual Line’ TGX which gets all the goodies loaded onto it.
MAN TGX Photo Gallery
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