Buying used: MAN TGA 26-480

The arrival of MAN's TGA model range coincided with the beginning of the new millennium. As a result, MAN marketed TGA's with the 'Trucknology' buzzword. Because, at the time, the TGA came packed with more of the latest technology than any of their competitors.

There was also solid reasoning behind MAN's clever marketing strategy because the TGA was one of the first trucks on the market, designed to take much of the 'seat of the pants' decision-making out of the driver's hands. Which, according to MAN, would allow the driver to get on with the business of driving – to bring in the revenue, and that quickly becomes apparent when you get behind the wheel.

No more was this apparent than in the ZF built 'Tipmatic' auto-shift transmission with intarder fitted in the TGA 26-480 model. MAN was one of the first manufacturers to instal a rotary dial as the gear selector.

The Tipmatic is undoubtedly a driver-friendly transmission, and all changes are automatic; however, the driver can intervene with manual shifts via the stalk on the steering column.

In the cab

Not surprisingly, the ride and driver comfort in the TGA cabs was indeed a cut above MAN's previous offerings. Thanks to a multi-function seat developed on the then latest orthopaedic research, which claimed to assist with driver fitness over long distances.

Indeed, the original driver’s seat is certainly comfortable, but bear in mind that when the TGA has over a million kilometres under its belt, chances are the that original seat will be well worn. A new ISRI driver’s seat costs approximately $3000.

Bold, clear and easy to read instrumentation were a welcome feature on the TGA.

All the controls are within reach, and the steering wheel position has generous vertically and horizontal adjustment.

It also heralded one of the longest extended service intervals in the market, up to 80,000 kilometres for long-haul transport applications. The basis of MAN's low maintenance costs was made possible by the MAN-Tronic off-board diagnosis system, which has telematics capability. MAN was one of the few truck makers that offered telematics back then.

The MAN-Tronic electronics architecture controls all the vehicle's functions, including the brakes, engine, and transmission management.

Safety as well

By the start of the new millennium, safety was no longer a buzzword in truck manufacturing; it was an absolute requirement for any truck maker hoping to stay in business.

As a result, MAN went to considerable lengths to ensure the TGA provided the driver with a level of safety never seen in previous models.

Three safety bands strengthen the cab horizontally to retain the largest possible survival space in the event of an accident. In addition, specially designed cab mounts contribute to absorbing as much energy in the event of a collision as possible.

The initial offerings of the MAN's TGA model came with Euro-3 compliant engines. Although Euro-4 compliant engines were introduced a few years later and included power increases across the range.

Essentially the MAN TGA 26-480 is a real all-rounder with its 68,000kg rating. Although, some sceptics may argue that there might not be enough grunt in the 13-litre 480 horsepower MAN engine to haul B-doubles.

The 13-litre D2876 MAN engine was available in either 480 horsepower variant or 530hp. This engine boasts common-rail injection and uses EGR technology to meet Euro-4 emission standards.

Another feature that many operators highly praise is the MAN EVBec with ZF gearbox intarder and downhill speed controller.

MAN's retarding system can be used manually by the driver to control the truck's speed. Alternatively, it can also operate automatically, according to the requirements at the time.

For instance, in the fully automatic mode on a descent, when the driver makes a quick tap on the brake pedal the 'downhill speed control' is engaged. Then the exhaust brake is operated automatically, whenever required, in conjunction with the retarder system, to control the vehicle's speed.

Alternatively, manual operation of the retarder is possible simply by moving the retarder wand to the required retarder strength. There are five positions from mild through to maximum. Furthermore, it's probably worth mentioning that the MAN retarder system is extremely quiet, which means total retardation is possible in urban environments.

Another advantage of MAN's retarder system is that it does its braking through the transmission, which allows down changes while still providing retardation, and the vehicle's road speed does not increase.

It is so effective that a fully loaded TGA can virtually come to a complete stop by using the retarder and down-changing without the driver needing to touch the truck's service brakes.

The driver is kept informed of developments via the centre display. At the same time, the vehicle management computer takes all vehicle specific information from the truck's various driveline component control units.

It integrates high-performance control systems such as gearbox and engine regulation, EBS braking and the MAN BrakeMatic management system. There are also interfaces to the MAN air supply system and control the power take-offs.

Meantime the central onboard computer monitors a host of information such as fluid levels, temperature, onboard voltage and much more besides. It also controls bodywork systems like lighting climate control and charging voltage. Meantime because a Euro-4 powered TGA doesn’t require Ad-blue you can save a few dollars at the pump as well.

The MAN TGA models introduced many operators to the first incarnation of more intelligent technology and smarter trucking concepts. They certainly are a used truck packed with features.

Used Truck Guide

Here are the few common issues we did manage to discover that are worth keeping an eye out for when looking over a used MAN TGA truck.

Check the door hinges as they can bend easily, causing doors to drop. It typically occurs when the driver's door is opened in windy conditions then allowed to slam back against the stoppers. However, reducing door hinge damage is easily avoided by taking extra care when opening the door.

The mirror backs are particularly vulnerable to shattering or dropping off when given a modest tap.

On early models, the exterior-mounted fuel filter was prone to be caught by the driver's boots as they climbed up behind the cabin. But on some later models, the relocation of the fuel filter required a guard to protect the filter tap from being hit by forklifts during loading and unloading.

Brake incompatibility with older trailers can cause uneven braking, favouring the prime mover, often causing trailer brakes to wear out prematurely. Although this is an easy fix at most reputable workshops.

Finally, the location of some rear air tanks extends beyond the rear of the chassis and light bar. If the air tanks do protrude past the end of the chassis, then care is required when connecting to trailers with deep kingpin settings to ensure the landing legs don't foul on the air tanks.

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MAN TGA26-480 Specifications:
Model: TGA26-480 6x4 BLS
GCM: 68,000 Kg
GVM: 26,000 Kg
Cab: LX Cab with single bunk
Engine: MAN D2876 13.0L Common rail injection
Horsepower: 480hp/353 KW at1800-1900rpm
Torque: 2300Nm @ 1000 -1300rpm
Transmission: ZF 12 AS2301 OD Tipmatic with Intarder
Front Axle: MAN VOK-08 Dropped I-beam
Front Suspension: 7500kg Parabolic
Rear Axle: MAN HY-1350/HYD1370 Hypoid 4.11
Rear Suspension: ECAS Air Bag, 4bags per axle
Brakes: Disc Brakes on all axles, EBS controlled
Wheelbase: 4200mm
Fuel Tanks: 2 x Alloy total 1030 litres
Front Tyres: Continental 385/65R 22.5 HSR
Rear Tyres: Continental 295/80R 22.5 HDR