8 1 0 2 / 1 International Doubled delight New engine, novel drive train: The TGL and TGM models made by MAN now feature even more eficiency, economy and environmental capability.
EFFICIENCY: WORLD-CLASS. COMFORT: JUST LIKE AT HOME. The new D08 engine and the new interior of the MAN TGL and TGM vehicles. We have combined world-class efﬁ ciency with the kind of comfort you would otherwise only ﬁ nd at home. The result? A truck that leaves nothing to be desired. An interior with a new design and a range of new functions make operation easier and increase the feel-good factor on every journey. The new D08 engine and the advanced MAN TipMatic® gearbox functions not only stand out because of their increased reliability, but also due to the fuel savings. Discover more about the superiority of the new MAN TGL and TGM models at www.d08.man
Sticky Cr Made to measure: With line widths ranging from five millimetres to ten centimetres, the artists have created a 3-D effect. ADHESIVE TAPE IS EXTREMELY VERSATILE. Yet there is one area where it is seldomly used: art. Klebebande, an artists’ collective, had four days to turn a white NEOPLAN Skyliner into a work of art on wheels, as part of the movingART cam- paign. The result? A design showcase piece titled “Urban Perspectives”. Using tape in black, pink and gold colours, the artists expressed their ideas on sheet metal. The project participants Nikolaj Bultmann, Bodo Höbing and Bruno Kolberg drew their inspiration from the urban skyline that they experience daily in their hometown Berlin. “Just as when you’re sitting in a touring coach, looking at the sky, with all the buildings just flying by,” reflects Kolberg, when asked to describe the work. With lines varying in thickness from five milli- metres to ten centimetres, they succeeded in generating 3-D effects. “In combination, these forms and the line shaping are truly a perfect match for the design of the NEOPLAN Skyliner,” comments Björn Loose, Head of Marketing at MAN Truck & Bus. And the best thing about it: The coach just looks amazing. 08 Eye catcher: No matter how busy the roads, this coach will stand out.
1970: MAN Hauber truck, Afghanistan 1/2018 AIMING HIGH: On an expedition to the Nanga Parbat in the Himalayas, Reinhold Messner and his fellow mountaineers needed trucks that were capable of handling very high altitudes. 1938: E2 based fire engine, Bangkok 1938: E2, Guatemala, during the banana harvest JOINT VENTURE: MAN has been producing vehicles in Russia – an important market for its international growth strategy – since 2012 and entered a joint venture with its sister company Scania to this end in 2016. 2007: TGX, Moscow, at a road show 1958: Shaktiman truck, India 11
Classy in orange Agile: TGS with rear loader and steerable trailing axle for industry-specific applications, the TGS 35.500 with three rear axles and a strong power take-off for suction dredgers and sewer clean- ers is shown at the fair. Lastly, the TGE can be ideally configured for winter services with a snow plough mounting bracket and a gritting and salting system mounted on the load bed. Premiere: At the 2018 IFAT trade fair, the TGE for municipal services will be shown for the first time. FLEXIBILITY, economy, environmental awareness, efficiency – municipalities and en- trepreneurs involved with waste management or road maintenance services expect a lot from their vehicles. MAN will focus on these areas at IFAT 2018, the world’s leading trade show for the water, sewage, refuse and re- cycling industry, scheduled for 14–18 May in Munich (Hall C6, booth 317). MAN will display two TGM and two TGX vehicles, as well as a TGE for the first time. Efficiency already begins with the choice of combined vehicle struc- tures: The all-wheel TGM can flexibly handle any tasks, for its superstructure is easily exchanged via hook winding support. It also excels with its load capacity and low cabin entry. The MAN TGS with rear-load structure shows off numerous safety features. Prepared 12
Good as new Projection of a future look: an image of the VOMAG coach long ago GETTING ANY COACH dating back to 1927 up and running again is definitely a challenge, especially when it sports neither an engine nor tyres and has also been exposed to the elements for decades. And yet, the VOMAG group active in the honorary Plauen Vogtland Museum Association set itself the ambitious goal of completely restoring a VOMAG type O.M. 57 “KVG Friedrichhafen I”, to effectively create a “monument on wheels” celebrating the long tradition of coach building in Plauen, in the far east of Germany. In its project, the association receives financial support from MAN’s Bus Modification Center (BMC). “We have close connections with the VOMAG,” says BMC site manager André Körner. “After all, the 14 former NEOPLAN works, now home to the BMC, goes back to the former Vogtländische Maschinenfabrik.” Ninety years ago, that plant had also built the very coach now being re- stored by the VOMAG group. Purchased sans engine in 1969 by a beekeeper and parked in the woods near Freiberg, it housed numerous hives that produced honey for 30 years. The chassis is to be restored to its original condi- tion soon, followed by the wooden body shell. Still lots to do: A piece of the chassis awaits restoration. Former glory: In the 1930s, the VOMAG set benchmarks in coach construction.
1/2018 Making headway: Instead of every 60,000 kilometres as in the past, the engine oil now needs changing after a covered distance of 80,000 kilometres. mance. And also offers new functionalities such as Idle Speed Driving, which allows for slow driving at idle speed and engaged clutch – at a constant travel speed. There also is the Speed Shifting function for the 12-gear transmission system: Here the transmission shifts faster between the three top gears to especially reduce tractive power loss on inclines thereby also lowering fuel consump- The all-new D08 engine MERELY THE TYPE- AND PRODUCTION SERIES DESIGNATION remains as before, which indicates MAN's bore dimensions of 108 millimetres and the cubic capacity of the engines. The D08 is notable for its optimised intake ducts. Forgoing exhaust gas circulation improves the thermodynamic effectiveness, while the airless AdBlue injection saves pressurised air. Overall, this results in improved efficiency. The exhaust emissions are cleansed exclusively via the Selective Catalytic Reduction (SCR) system. tion. The sailing mode for lower-consumption Single-stage turbocharger coasting is known as “EfficientRoll”, whereby the 12-gear transmission utilises the kinetic energy on descending motorways and is the name given to the coasting function when MAN TipMatic 2 the vehicle freewheels, again reducing con- Hydrolysis section sumption: The 12-gear transmission system utilises the available kinetic energy on descending motorways and country roads. In addition, the new TipMatic generation offers drivers considerable support. All this perfectly corresponds with the experiences of Swen Kück: “The transmission is decidedly better than before,” he says, “one can barely notice gear changes now.” This is a case of the right transmission system being matched with the right kind of engine: The new TGL incorporates an efficiently cooper- ating duo that delivers a solidly powerful performance whenever truly needed. AdBlue input nozzle Oxidation catalyser and CRT filter (Euro 6 only) SCR catalyser AdBlue tank 19
Tandem at the whe Assistance systems are supporting drivers in an increasing number of situations. When utilised correctly, they improve safety and alleviate stress on the road. 20
1/2018 Novelty: ACC Stop & Go can regulate distances even at less than 15 kilometres per hour. Everything at a glance: Even in the age of digitalisation, classic dials and displays still provide crucial information. Especially in very complex situations, human intervention is called for. In heavy urban traffic environments, it is more chal- lenging for assistance systems to react appro- priately. Here all road users drive at lower speeds, while changing lanes frequently and are therefore more likely to appear suddenly in front of another vehicle. Gaining a clear overview of intersection scenarios is often difficult until at short notice, as other road users can only be detected when already in direct proximity. In this situation, the same rule applies as when on the autobahn: Full attention must be paid by the driver, despite any and all assistance systems. AGAINST THIS BACKGROUND, there is still a long way to go before completely autono- mous, that is to say driverless driving be- comes a possibility. But already today there are many assistance systems to ease the bur- den of professional drivers. And the six Linde drivers absolutely appreciate these benefits – as assistance systems result in more safety, reduce diesel consumption and also improve efficiency. It is a win-win situation all around. 23 Evaluation: Assisted by telematics, driving style and fuel consumption can be precisely analysed. 80 % of accidents can either be prevented altogether or at least damages caused greatly reduced with an effective emergency braking system, according to UDV, a German traffic accident research association.
Rugged and on a r Power on wheels: Via a combined traction-propulsion unit, two MAN TGS 6x4 vehicles carry a transformer to a power station construction site in Egypt. 24
S iemens is currently tackling the largest job ever undertaken in its 170 years of corporate history: At Experts on location: The new branch in Egypt operates nine MAN traction engines. the dusty roads between the port of Adabiya and the huge power station construction site near New Cairo. Their load: more than 190 tonnes of power plant components. The vehi- cle sides carry the logo of a firm with global aspirations: “Universal Transport”. Displayed on the sun visor of the driver’s cab, their slogan reads: “Don’t worry, be heavy!” – aptly voicing the philosophy of keeping cool when tackling massive assignments. Ahmed El Dahshan, who heads Universal Transport’s Egypt branch, explains: “Here in Egypt, we previously had merely three, or perhaps four, companies capable of handling heavy-goods transport. Yet some of them are a desert location just 30 minutes by car from the sprawling metropolis of Cairo, with its 25 million residents, the German industrial company is constructing the largest gas power station in the world. At the same time, two structurally identical plants are being built in the desert at Beni Suef, on the Nile, and at Borollos, on the Mediterranean Sea. Together, the three power giants will generate 14,400 megawatts to supply 45 million people. And as if that were not enough, Siemens plans to erect 12 wind parks in Egypt, which ought to produce another 2,000 megawatts. All these projects shall have a significant impact on the development of the northern African region. With singular weights measured in tonnes, the required parts are transported by a company that has amassed a high level of expertise in more than 60 years of working with heavy loads – using MAN trucks. Since autumn 2017, six MAN TGS 6x4 heavy-duty trucks have been shuttling over Roundabout bottleneck: With a 70-metre-long rotor blade on the trailer, every centimetre matters. 26
to market needs,” explains the company head. “Whereby it must be said that a great staff is at the core of our business. You can have truly top-notch equipment, yet you are lost with- out professional drivers.” YET JUST HOW DID A COMPANY from the east Westphalian backwoods manage to evolve into a globally active heavy-load spe- cialist and project freight haulage firm? Grow- All-round operator from Paderborn UNIVERSAL TRANSPORT offers the right solution for every industry: Construction Wind power ing into a business with about 700 employees Rail that reached a revenue of €185 million in 2017? Dechant points to company history: “Our region is an important centre for the concrete industry. During the reconstruction phase Mechanical engineering Aerospace following WWII, the need for prefabricated Large vehicles concrete components was very high. Thus, Universal Transport was founded in 1953. The transport of prefabricated concrete elements actually still remains an important part of our business activities today.” Over the years, the company opened additional locations throughout Germany, specialising in the transport of rail vehicles and transformers. In the late 1990s, Universal Transport ventured into the international arena, expanding first into the Czech Republic, followed by Poland, Romania, Russia, Ukraine – and finally into Egypt in 2017. With around 250 traction en- gines and 350 trailers, the Paderborn-based Agriculture Silo industry No easy task: Holger Dechant and Frank Rakowski (right) coordinate operations from Paderborn. company now operates one of the largest vehicle fleets for heavy-load transport in Europe – with more than half of its trucks being supplied by MAN. Exactly why Universal Transport would choose to rely on MAN vehicles, is easily explained by Rakowski: “Reliability has the absolute highest priority for us. As a rule, heavy-goods shipments may be conducted on weekday nights, between 10:00 p.m. and 6 a.m. So we have a window of eight hours, and not a minute more.” If a vehicle breaks down, even for just two hours, the company loses 25% of the available time and can no longer adhere to schedule. A conventional tractor- trailer, points out Rakowski, can travel 24 hours per day, “so any downtime is not quite as critical”. In addition, it is out of the ques- tion to simply swap a defective vehicle for an- other when it comes to heavy-load transport, as only the exact same make may be deployed as is specified in the authorised permit. If the axle distance should deviate even minimally, the tractor-trailer may not move from the spot. “Whenever the driver turns the key in the ignition at ten o’clock at night, the ma- chine must start up – without any fuss or quibbles,” insists Dechant. And their experiences with MAN, he says, have been excellent. When a combined 28
Cool operators To conduct trials in extreme weather conditions, MAN has deployed its vehicles to Arctic Circle regions for winter testing ever since 1988. A visit to colleagues in Sweden’s frozen north. 30
Five trucks and ten engineers, mechanics and drivers comprised the entourage that set out from Munich 30 years ago at the beginning of a cold climate testing programme, to commence a 2,500-kilometre journey to Arjeplog in the north of Sweden. The goal then was to test trucks of the F90 series in extreme conditions. “We quickly learnt that we were not going to get very far with standard winter tyres or with- out additional headlamps,” recalls Michael Pongratz, pointing meaningfully at the large light bar on the roof of a current TGX. “What you need here are ice grip tyres and light from above, which won’t be swallowed up by the snow banks on either side of the road in twi- light or night conditions.” Pongratz knows what he is talking about, for when it comes to winter testing, the engineer from MAN’s general vehicle testing department has been on board from the very irst day. THE TESTING MANAGER HIMSELF has not been around quite so long. “Truth be told, I was actually born the very year of those irst winter trials,” says Matthias Schlagenhauser. All the same, the young test engineer is just as well-acquainted with conditions in the “magic test triangle” of northern Sweden, located close to the Arctic Circle, as he is with his desk drawer back in the Munich ofice. For the last two years, he has managed the entire coordi- nation process leading up to as well as during the stay in Sweden. This effort now amounts to more than 50 vehicles from all production series, plus a total of about 280 colleagues, who take turns at the wheel from November to March in Europe’s largest natural freezer. Over this period of time, they cover some 500,000 kilometres with the truck trials and another 80,000 with coaches and buses. The MAN employees come from Munich, Nuremberg and Steyr in Austria. While many otherwise communicate merely via phone or e-mail, up here, drivers, mechanics, meas- uring technicians, application engineers and specialists from all development depart- ments work hand in hand. Project planning 32 Pit stop: Just a quick break for refuelling and then it’s back into the snow. In the old days: an MAN F90 at the first winter trials back in 1988
1/2018 Mobile emissions measuring lab: All harvested data comes together at this point. Trials in marathon distance IN PARTNERSHIP WITH SCANIA, MAN’s testing staff has been using an ultra-modern facility that comprises almost 3,000 square metres since 2017. Other than offices for about 80 team members, there are ten repair lines measuring 33 metres each, a vehicle wash hall and a cold chamber where the temperature can be lowered to minus 40° Celsius. Featuring 11 separate testing grounds and encompassing 42 kilometres overall, the grounds include cross-country and mountain tracks, as well as circular and straight courses. Frosty blue: Michael Pongratz in front of the cold chamber “The gadget made dots on photographic paper,” recalls Michael Pongratz. “That needed to be looked at quickly to then transfer the most important data onto a normal piece of paper, for once outside the recorder, the special paper underwent continuous expo- sure and became illegible.” Data evaluation commenced only after the return home, with analysis lasting several months. Today, every truck, coach and bus in these trials contains many dozens of sensors, probes and gauges, which are installed beforehand during a time frame of eight weeks. There is even a special layout plan for all the technology, to find eve- rything again, either in case of a defect and during the deinstallation process. The applica- tion engineers can now examine the data in real time on their laptops, adjusting the control and programming parameters even during a test drive. All the recorded data is directly transferred overnight via Internet to the MAN server in Munich – together with all the additional information rendered automat- ically via CAN Bus by the on-board computers. Thus, colleagues not on site in Sweden have direct access to the data as well. HIS VERY FIRST WINTER TRIALS remain firmly lodged in the memory of Rainer Miksch: “That was 17 years ago. Up to that moment, I thought of myself as a pretty good truck driver, yet while navigating those sol- idly icy roads, I learnt it all again from scratch.” As head of overall testing for trucks and buses, he is present for every season, test- driving himself and engaging in vigorous dia- logue with his team. “We look at all of our products as if we were the first customers to receive that truck or bus from MAN,” says Miksch. “That process starts with a 7.5-tonne truck and finishes with a touring coach. When the entire team comes together for its meet- ing every morning we ask ourselves yet again: Can our customer use this vehicle to tackle any assignment in a reliable, efficient and completely satisfying fashion? Making that happen has always been what motivates and drives us up here and why we’re all pulling to- gether. Methods may have changed over the years, but our ambition to offer the best pos- sible product still remains the same.” 35
A rallycross world champion paired with a terrain-optimised and all-wheel drive van: Mattias Ekström steered the TGE 4x4 with Seikel chassis around the test grounds. The result was a trial run with two solid professionals. Touring tough terrain 36
the steering wheel, he lowers his whirring driver’s side window and declares: “You’re not getting Comfortably ensconced behind Swede, Mattias Ekström who became 2016 ral- astic statement comes from a this car back!” That enthusi- lycross world champion in an Audi S1 RSC. And the “car” he refers to is an MAN TGE 4x4 3.140, with a chassis extensively remodelled by Peter Seikel, a German off-road technology expert based in the state of Hesse. Seikel spent two days at MAN’s workshop in Augsburg, advising a team of mechanics on the fitting and installation of his components – specifically designed for the TGE 4x4 – into the basic vehicle. This comprised a window- paned box-type van on the standard wheel- base, with a raised roof. Under the hood, this model with chassis number 01 relies on the 140-hp variant of the two-litre, four-cylinder Common Rail Diesel with a six-gear transmis- sion system. The all-wheel drive is based on an electronically controlled multi-plate clutch, which activates the rear-wheel drive in reaction to individual traction requirements, while the rear differential block can be acti- vated through a push button. THE MAN TGE WAS RAISED by 30 millime- tres, with reinforced shock dampers installed on the axles. Instead of standard serial tyres, BFGoodrich All Terrain tyres were fitted on large light-alloy rims. Stable aluminium plates serve to protect the undercarriage. The ex- posed rocker panels on the right and left sides are shielded by a solid rockslider aluminium profile with internal struts. Initially, this opti- misation was aimed primarily at a customer base comprising building contractors, power companies, road construction authorities, or globetrotters, who often need to use unmade roads. Ekström is delighted: “Looks just like my rallycross car,” was his comment on the undercarriage protectors after first climbing a steep slope on the MAN test grounds. The all- round motor sportsman mastered the slope with confidence and “without even missing a beat. I was sure this would work.” And so it does, during the hour and a half Ekström spends manoeuvering the Seikel TGE 38 Looks just like my rallycross car!” Mattias Ekström on the Seikel modifications of the MAN TGE 4x4 3.140 Confident climber: The TGE 4x4 performs impressively on the MAN testing grounds.
Bringing up in the rear: The unmanned protective escort follows at a distance of ten metres. Follow me * *autonomously Risky job: Every day, safety escort vehicles are involved in partially serious accidents. 40
1/2018 FOR NOW, LEGAL REGULATIONS have not has already worked together so successfully kept pace with current technology. Gerd on the aFAS project.” Riegelhuth, head of traffic and vice president MAN also found the experience gained of Hessen Mobil, Hessia’s public authority of from testing operations very useful. “We now road and traffic management, highlights the know a lot more than we did three years ago,” problem: “While the current standard actu- says Jiskra. “And we’ve greatly optimised the ally covers autonomous driving, it does not sensors, cameras, radar and assistance sys- include the steering of vehicles without a tems. Nowadays, they all work much more human driver. This should induce the modifi- accurately.” In the next step, a decision must cation of numerous laws and regulations,” be reached in how to transfer the complex says Riegelhuth. “The eighth amendment to technology of autonomous driving into serial the Road Traffic Act, however, is a step in the production. “By that point in time, we need to right direction.” One thing is certain: Autono- discuss how to get a serial product with more mous driving is due to become a fact and pol- cost-effective technology solutions onto the icy makers will have to address the reality of roads. The priority right now, however, is to tomorrow’s mobility. fine-tune the current systems.” At the mo- ment, that would also include seeking solu- ACCORDING TO RIEGELHUTH, the partner- tions for certain challenges, such as having ship between Hessen Mobil and MAN was the commercial vehicle autonomously drive highly productive and also marked by a high from home base to deployment location and level of trust. “It would therefore make a lot back. “That is our next target,” foresees Jiskra. of sense to keep this issue on the agenda – “For the time being, however, we shall contin- and certainly with the same consortium that ue aquiring insights from pilot operations.” 44 % of all accidents involving trucks occur either in the right lane or on the hard shoulder of motorways in Germany. Still on the test track: The MAN prototype vehicle has been underway on the autobahn for a pilot project since March 2018. 43
Transparency: With the assistance of digital services, driving and maintenance information derived from truck data is continuously evaluated. 60 50 40 30 20 10 TP1 TP2 TP3 TP4 TP5 T06 T05 T04 T03 T02 T01 100 200 300 400 500 120 100 80 60 40 20 TP1 TP2 TP3 TP4 TP5 In view of full fleet management 44
REVEALING: TOP-LEVEL RELIABILITY. Excellence time after time: MAN’s top quality documented in the TÜV Report. In 2017 our trucks put on a convincing performance and achieved even better results in the TÜV Report on commercial vehicles – for the ﬁfth time in a row! And that was no coincidence, because our team is always extremely ambitious when it’s about making our trucks even ﬁtter. We are very pleased about the good result, as quality pays off – and helps our customers to simplify their business. The full report can be found at www.vdtuev.de. For more about our reliable trucks visit www.tuev-report.man
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From vision to reality: In an area of merely 46 square metres, MAN trucks and buses are displayed through 3-D technology. T his move ought to work out. Dem Balaj cautiously inches his right arm forwards. A scrutinising look later: Does the drill head fit through the hole? With a slow and precise motion, the 33-year-old technician passes the tool through the hole on the muffler exhaust bracket. The drill head reaches the screw on the chassis located behind it. “It fits,” says Balaj and withdraws the drill, looking pleased. Working on a hole in the mount solves the niggling problem that had kept the men busy. Except this hole does not actually exist, nor do the drill and chassis. At least not physically: Just now, the engineer has been drilling in virtual space. SINCE 2014, VEHICLE PROTOTYPES have been virtually pre-built at MAN’s production facility in Munich – three years before the process of physical manufacturing even be- gins. This approach is made possible by the so-called CAVE technology – a virtual work- ing laboratory that assists the commercial vehicle manufacturer in avoiding construc- tional glitches. As prototype-making is rather expensive, virtual reality is used nowadays to resolve industrial growing pains and reduce the number of optimisation loops. “Virtual real- ity possesses the advantage of saving us time and materials, and therefore a lot of money,” says Martin Raichl. The 35-year-old engineer has been working at MAN since 2012. Togeth- er with his colleague Balaj he provides the in- terface between production, development and logistics departments during the precur- sory design and prototype construction phase. These two experts are responsible for all virtual processes. 50 As prototypes are costly, MAN invests in virtual reality to test trucks and buses via 3-D technology before moving them into production. Working inside the CAVE demands not only technical expertise – but also trust and confidence. Inside the d
Problem identified: the mount of the muffler exhaust, with drill hole So we ask ourselves: Must the product be changed? Or rather the production process?” Dem Balaj, Production Central Division Virtual job: Dem Balaj works with a control device and shutter glasses. His slippers are protecting the floor, which is an additional projection surface. In an area encompassing just 46 square metres, numerous construction faults are being corrected today long before they can even appear during the manufacturing pro- cess. CAVE, short for cave automatic virtual environment, is a three-dimensional space at MAN’s Pre-Series Truck Center in Munich. Even before the first “real” prototype is built, developers already apply adjustments here – for they can literally see problems, as it were, with their very eyes. This level of precision is made possible by five industrial computers equipped with high-resolution graphic cards, with four stereo projectors plastically visual- ising the virtual chassis units in 3-D and with 2K-image resolution on four massive screens. In this “creative cave”, the MAN engineers can examine the chassis from all sides via controller and virtual reality glasses. They can move around freely without taking even a single step. This is made feasible by infrared cameras following every user movement through sensors – and always in real time. While the investment of €500,000 for the CAVE may appear rather high at first, avoid- ing just a single construction error through this technology makes it clear that CAVE actually offers very good value. THE MOST IMPORTANT MATERIAL FOR CAVE is data, which is provided by the design engi- neer. When drafting technical drawings these days, nobody resorts to pencil and paper any- more, as working with tablets and design soft- ware has become standard. This results in the creation of digital products, which later are assembled in the CAVE to create a chassis. Thus, the first virtual prototypes evolve long before the physical conceptual phase, in order to visualise the accessibility and adaptability of manufacturing components and thereby use the results to make important decisions. “When tackling any issues, we ask two questions. Must the product be changed? Or rather the production process?” explains Balaj. For this reason, working in the CAVE demands meticulous attention to ensure that the virtual construction sequence is identical to the production line, in order to detect any process errors. The effect is impressive: “As we actually receive the datasets three years prior 52
Better Braking with Water. The Aquatarder PWR Economically and eco-friendly on the road: with the Voith Aquatarder PWR. The primary continuous braking system uses the cooling water as operating medium and is therefore maintenance-free. It performs up to 90% of all braking operations wear-free – which reduces stays in the workshop. As part of the MAN PriTarder braking system the Aquatarder PWR achieves high braking outputs already at low speeds – with a weight of just 33 kg. All this makes it an ideal continuous braking system for distribution and construction site vehicles, as well as for combined use with the MAN HydroDrive. www.voith.com
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