ENGINES &. DRIYELINE
Page 20
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• The TG-A's engines are basically the Euro-3 410hp and 460hp units seen in the F2000 Evolution late last year. with a few detail refinements. The D28613 and D2876 have exhaust gas recirculation to reduce NOx emissions, using a valve which only takes exhaust gas at pressure peaks to prevent any increase in back pressure. The exhaust gases are then water-cooled, Refinements include the fitting of low-noise. compact Bosch alternators, a crankshaft-driven water pump and a gear-driven fan which is now fitted with an electromagnetic clutch. An uprated cooling module has a 30% greater area than the F2000's, and is claimed to reduce fuel consumption.
An integrated "Fuel Service Centre" (KSC) combines fuel pump, pre-filter and main filter, again reducing the overall component count—and this is designed to be a lifetime com
ponent. Fuel flow is used to cool the engine management module, now [Dotted to the engine via a flexibly-mounted plate.
After the 410 and 460 variants, 310hp and 360hp engines will become available when the smaller cabs are launched later in the year.
Despite rumours to the contrary, MAN boss Klaus Schubert has confirmed to Commercial Motor that the company's mighty 600hp 18.3-litre V10 will clear the Euro-3 emissions hurdle thanks to common-rail injec bon and exhaust gas recirculation (EGR I—and it will be fitted under the latest TG-A cab. The revised big vee is scheduled to break cover at the IAA show in Frankfurt in September.
MAN is also promising to take the power of its 12.8-Iltre Trucknoiogy engine above the current 460hp limit, and well beyond the 500hp barrier. Dutch rival Daf already screws 530hp out of its 12.6-litre XF diesel. and Renault is expected to follow suit soon with its 12-litre Magnum E-Tech engine.
The initial range of gearboxes will be based on ZF models, though Eaton options will follow at the IAA Show. The basic manual option is ZE's 16-speed Ecosplit, augmented by a hydraulic shift linkage Ito improve feel and reduce sound intrusion into the cabin). MAN's own ComfortShift system is standard, and features buttonoperated clutch operation in high range (see driving impressions, page 14). This system will be extended to low range, possibly in time for Frankfurt.
The fully automatic, twopedal option is known as TipMatic—actually ZF's 12speed AS-Tronic system, as already seen in lveco's models. The control interface is quite clif ferent, however, with a rotary knob for initial gear selection and a control stalk for "fine tuning". Eaton's AutoShift system will become available later, as will as manual S-Series box.
The BrakeMatic system is integrated with the automatic box, with cruise control for easy speed and gear management uphill and down.
The HY1350 hypoid drive axle is lighter than its predecessor thanks to a smaller crown wheel (the diameter is reduced by 20mm) and simpler connection between the crown wheel and the duff housing. A wide range of ratios is available, front 5.29 to a motorway friendly 2.73:1, and the hubs are "maintenance-free" (as are the front wheel bearings) with actual service intervals of 500,000km.