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IAN reveals future plans
Page 16
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5y Colin Barnett ring its recent pre-CV Show ass briefing (see also pages j), the MAN Group unveiled its oduct plans for the MAN and tF brands. At the forefront of a changes is a rationalised rporate identity, including a vamped ERF logo—gone is a blue of the familiar red, lite and blue colours. In ture, dealerships represent; both brands, including the 'reasing number of dual-franUses, will share a common ipearance.
The first piece of product 3ws concerns what we won't 3 seeing—at least not yet. iere will be no replacement r the oldest members of the le-up, the MAN L2000/M2000 id ERF ECL/ECM, before 2005. arketing chief, Fred van utten, admitted that the proct under way on his arrival as not quite what the market aeds, especially in terms of its eight—"the market doesn't eed a Paris-Dakar winner". He iok the laudable attitude that aving the right product 6-12 ionths late was better than aving the wrong product on me and the project was literIly sent back to the drawing .oard. When they do arrive, ney will be known as TGL and 'GM, instead of TGB and TGC as iriginally planned.
In the meantime, developnent of the existing line-up coninues; 2004 will see the arrival uf a UK-dedicated lightweight :2000/ECM 8x4 tipper chassis.
Ahead of that will be the irrival of the TGA-TS lightweight ractor. Even sooner are mprovements to the spec of :he existing line-up. This March will see a new interior for the TGA, including a new instrument panel and more luxury. In May, right-hand-drive TG-As and ECTs will be available with the 480 and 530hp 12.8-litre common-rail engines. A basket of new safety features will soon be available, including electronic stability, lane control, adaptive cruise control and airbags. Late 2003 should see the arrival of a larger ERF ECT cab to replace the old Olympic item.
In the field of alternative fuels, an area where ERF was an early pioneer, the view is that while the MAN Group has the technology, what it really heeds is commitment in the form of firm orders, Until then, it will continue to support the 110 existing ERF vehicles sold in the past five years, but has no plans to make any more. Once again, the twin external stumbling blocks of refuelling infrastructure and long-term government plans are blamed. The need for specialist dealer training and the larger gap between capital cost and residual value are also factors.
Or a subject frequently addressed by Commercial Motor recently, MAN's new UK marketing director, David Burke, is conducting an in-depth review of the future of the 75tonne sector, in light of changing driver and licensing issues. Also revealed at the briefing were basic details of MAN's bid for the forthcoming MoD contract to provide the UK armed forces "green" cargo vehicle fleet. The bid, which is being handled by a dedicated team at MAN's UK headquarters, is for the supply of 8,600 trucks over a 10-year period, and their support over 30 years. MAN in Germany already has the wellproven FX and SX military vehicles, but the MoD bid will see significant input from UK component suppliers and UK assembly.
MAN cites the newest technology on offer, a high level of telematics support and a widespread support network (including a service point in Baghdad) as its unique selling points.
Finally, the MAN UK boss, Jurgen Knorpp, confirmed that the MAN Group was actively pursuing a technical partnership with Scania. Clearly making the point that MAN currently has no intention of any further mergers or acquisitions, Knorpp described the relationship as being at "major component" level. Without giving away any specific details, he mentioned that Scania makes its own transmissions and MAN doesn't, and vice versa with axles.