MAN Truck & Bus

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MAN Truck & Bus SE

legal form European society
Seat Munich , GermanyGermanyGermany 
management Andreas Tostmann (Board Spokesman)
Number of employees > 36,000
sales 11.1 billion euros (2019)
Branch commercial vehicles

MAN logo until 1972
Name on the front panel of a 2008 truck
Geographical overview of all production locations in Central Europe
MAN Concept S (2010 study)

The MAN Truck & Bus SE ( MAN Nutzfahrzeuge Group ), based in Munich is the largest company of the German MAN -Konzerns and one of the leading international commercial vehicle manufacturers . In fiscal 2012, the company, with just over 34,000 employees and 74,680 sold trucks and 5,286 sold buses sales of 8.8 billion euros.

Since January 1, 2011, the former MAN Nutzfahrzeuge AG has been operating under the new name MAN Truck & Bus AG, and since March 2019 as the European company MAN Truck & Bus SE.

Production sites

Heavy trucks of the TGS and TGX series, weight class 18 to 50 tons, are produced in Munich  (D). An additional plant for the rapidly growing markets outside Western Europe was opened in Krakow  (PL) in October 2007 . Light and medium-weight trucks from the TGL and TGM series in the 7.5 to 25 tonne class are manufactured in Steyr  (A). Special vehicles such. B. Heavy goods vehicles up to 250 tons and special vehicles for off-road use as well as the major order from the British MoD are built in Vienna  (A).

“Premium” buses are manufactured at the Plauen  (D) location ; City buses in Starachowice  (PL, Star Trucks ). Coach and intercity buses are produced in Ankara  ( Turkey ).

The MAN engines for the above Trucks and buses are built in Nuremberg (D).

Further locations are in Pinetown and Olifantsfontein ( South Africa ) and Querétaro ( Mexico ).

There are joint ventures with the Chinese companies Sinotruk in Jinan and Yutong in Zhengzhou . A joint venture with the French trading company Pon , called MAN Region West BV , has existed since 2007 for the sale and service of MAN vehicles in France and the Benelux countries . Since September 4, 2009, MAN trucks have also been manufactured at UzAvtosanoat in Tashkent , Uzbekistan in the new joint venture called MAN AUTO-Uzbekistan . In another joint venture with Rheinmetall , vehicles for military use are manufactured at the Kassel and Vienna locations . Appropriate approval by the Federal Cartel Office took place in March 2010 ( Rheinmetall MAN Military Vehicles GmbH ).

Furthermore, there were and are some companies that assemble MAN vehicles themselves. It is about:

The vehicles are mostly delivered as fully dismantled kits . Weichai Power also builds MAN engines under license.

As a special feature from previous company acquisitions in Austria, up until 2008 there was the possibility of purchasing MAN vehicles with a special grille from Steyr or ÖAF .

MAN vans

The MAN TGE is a VW Crafter that has been created by Badge Engineering since 2017 and is manufactured together with Volkswagen in the Polish Volkswagen plant in Wrzesnia.

MAN truck types

The following presentation of MAN trucks is (still) incomplete; it shows only selected models so far. In particular, there is no further information on vehicles that were built before and during the Second World War .

Light truck

MAN initially only built medium and heavy trucks. When the need arose in the 1960s to also offer light vehicles, MAN sought cooperation with other manufacturers for cost reasons.

MAN Saviem

From 1967 onwards MAN cooperated with the French commercial vehicle manufacturer Saviem , which belonged to Renault . Within this cooperation, Saviem was responsible for the light and medium-sized vehicles (7.5–12 t), while MAN supplied the heavy vehicles (12–30 t). The light and medium-sized trucks were partially completely manufactured by Saviem (and provided with the MAN logo) and partially assembled from prefabricated parts by MAN. The permissible total weight was between 4 t and 12.3 t, depending on the version, the diesel engines came from Saviem. The vehicles were offered under the brand name MAN until 1977 in Germany, but were not very common here. After the end of production, the pressing tools were sold to the Czech manufacturer Avia , who continued to manufacture the cabin for years (see picture ).

G 90 (MAN-VW)

After the cooperation with the French manufacturer Saviem expired in 1977 , MAN looked around for a new partner for the construction of light trucks and found one in VW AG . After Magirus-Deutz had launched the first tilting cab in the light to medium weight class in Germany as part of the four-man club in which MAN originally wanted to participate, the cooperation model between MAN and VW should also have such a cab receive. MAN contributed the diesel engines, chassis and front axles, while the VW LT- derived driver's cab, gearbox and rear axles came from VW. In contrast to the partnership with Saviem, the front of the vehicles was provided with the logos of both companies. The model appeared in 1979 with gross vehicle weights between 6 and 9 t, from 1981 also 10 t, with a choice of two engines with 90 and 136 hp (66 and 100 kW).

The following engines were available:

model Displacement Bore × stroke Motor series power
Inline four-cylinder :
8,090 3,791 cc 102 × 116 mm MAN D0224 66 kW ( 090 PS) at 3000 rpm
8,100 4,397 cc 108 × 120 mm MAN D0824 74 kW (100 PS) at 3000 rpm
Inline six-cylinder :
8,136 5,687 cc 102 × 116 mm MAN D0226 100 kW (136 hp) at 3000 rpm
8,150 6,595 cc 108 × 120 mm MAN D0826 110 kW (150 PS) at 3000 rpm

Three quarters of the vehicles were to be built at the VW plant in Hanover and a quarter at MAN in Salzgitter- Watenstedt . However, since fewer vehicles could be sold than planned, the ratio shifted to around 50:50. In the last few years, production was only carried out in Salzgitter. The only major revision took place in 1987, the engine output increased to 100 and 150 hp (74 and 110 kW), the previously round headlights next to the radiator grille were replaced by square ones in the bumper. With a new interior it was positioned in the market as the "G 90". The cooperation between MAN and VW ended in 1993.

L 2000, LE 2000

The cooperation with VW in the field of light trucks ended in 1993. In the new type L 2000, which started with a gross vehicle weight of 7.49 t, MAN now used a cabin that was more similar to the design of its own heavy truck, the one from the Austrian truck it had taken over four years earlier -Manufacturer Steyr came from. The engine ranged from 120 to 220 hp. From the year 2000 the slightly revised series was called LE 2000. The "E" stood for evolution and was found in the last development stage of the FE 2000 as well as the ME 2000.


In spring 2005, MAN presented the new TGL model in the 7.5 to 12 ton weight class. In 2006 the vehicle was named " Truck of the Year ".

Medium and heavy trucks

F8 hood

F 8 (furniture van)

In 1951, the F8 was the first heavy-duty truck to hit the market after the Second World War . It was designed as a classic hooded car , but the headlights were already integrated into the fenders and no longer free-standing. The F8 already had a direct injection - the diesel engine generates substantial for this time 180 hp. In 1953 the cab was redesigned, was wider and now offered more space. From 1953, externally and structurally similar models appeared under different type designations, although they had lower engine performance with partly comparable payloads, so that the F8 initially remained the "flagship" of the truck range. Production lasted until 1963 - at last only for export .

Short-nosed pontoon

In 1956 MAN presented a new generation of hooded trucks. They were designed as short-nosed vehicles, ie the engine was no longer completely in front of the driver's cab, but was pushed into it a little. As a result, the vehicles could be built somewhat shorter than before. The design was formally based on car construction: pontoon shape instead of the previous free-standing fenders and headlights.

The motorization took place with diesel engines from our own production, the permissible total weights were between 4.3 and 30 tons. The vehicles were available in numerous versions: ( flatbed truck , tractor unit , tipper vehicle , etc.). A variant with all-wheel drive was also available.

In 1969 the short hoods were revised; The most noticeable feature were the headlights that have now been moved into the bumper. In these vehicles, the entire front end including the fenders could be folded up to improve access to the engine. Some vehicle types were still produced in the old design until 1972, in Turkey the first generation was even produced until 1977. The production of the second generation ended in 1994 after 25 years of construction.

The MAN short-nosed vehicles were widely used as construction vehicles and in the fire service abroad as well. Similar to the short-nosed trucks from Daimler-Benz , they were very robust and designed for easy maintenance and repair.

Large ground clearance and steep slope angles ensured excellent cross-country mobility. The engine in front of the front axle relieved the load on the rear axle and thus offered a lot of payload, which predestined the Hauber as a tractor unit . In Europe, legal regulations on vehicle length ultimately put an end to hooded vehicles for economic reasons.

The "chubby cheek"

While the medium-weight models of the previously discussed short- nosed trucks already had a factory-fitted front control pendant from 1957 , heavy front control vehicles were often still equipped with driver's cabs from independent coachbuilders at that time at the request of individual customers. But here too MAN was working on its own model. After trying a little awkwardly, the manufacturer found the final shape for the heavier models in 1960. This new design was used in the models from the 770 F onwards.

The design of the new model family was similar to the heavier hooded wagons. To emphasize the family resemblance, it was given slight bulges at the front corners - where the fenders ended on the hood - which earned the vehicles equipped in this way the nickname "chubby cheek". The model achieved great popularity, especially in long-haul transport with a long cab with the types 10.212 F / FS (and other names). The "chubby cheek" was built until 1967.

F 7, F 8 and F 9 front control arms

In 1967 new forward control trucks were presented with a completely new appearance. The new cab came from the French cooperation partner Saviem , with whom MAN had entered into a technical and sales partnership between 1967 and 1977.

From 1972, the additional decorative grilles with chrome strips (F7) next to the radiator grille were omitted; they are still retained on the pontoon short hoods. The ribs of the radiator screen were now horizontal (F8). Furthermore, after the takeover of this manufacturer, the Büssing logo (the Braunschweig lion ) was affixed to all trucks below the MAN logo and has remained the MAN trademark to this day. A slight facelift followed from September 1979. Recognizable by a new bumper, plastic-coated, with larger headlights. Regardless of the motors installed. Since MAN was producing its own underfloor engine from 1979 onwards and production of the old Büssing engine was discontinued, the Büssing lettering on the radiator grille was omitted and replaced by the usual Diesel lettering. The last major facelift of the F8 series took place from 1981/1982. The most noticeable features are the downward-moving and enlarged indicators and a revised instrument panel. And just as conspicuously, the Diesel lettering was omitted. In the medium-weight vehicles of the "new middle series" introduced from 1983, the radiator grille is lower than in the heavy version. D08 engines and adapted chassis brought payloads adapted to the model series.

The model names can be further differentiated:

  • Until 1979: Zero at the end of the engine performance code in the type designation (e.g. 280): Engines of the D25 (later D28) series as naturally aspirated or turbo engines. The 1 only got the so-called 281 and 321 series in the type designation, as well as the little built 241. The zero still remained. Z. b. 280 (charged engine only), 320 V10 vacuum cleaner, 240 vacuum cleaner, or 192 engine series.
  • Years of construction 1979 to 1985 with a one at the end of the type designation (e.g. 281 + 321): constant power engines with combined charging (charge air cooling plus resonance charging).
  • From year of construction 1986 with a two at the end of the type designation (e.g. 292, 332, 362): F-90 series.
  • As a result of the exhaust gas regulations that came into effect at the end of the 1980s, the next valid level was represented by changing the last digit (e.g. 3 or 4) or by adding new engine power specifications.

These vehicles were among the most common types of trucks on German roads in the 1970s and 1980s. From 1973 the cab of this series was also used for the underfloor models that MAN had included in its own range from the competitor Büssing it had taken over. These vehicles bore the brand name "M · A · N Büssing" on the radiator grille. All other MANs were (previously) marked with the addition “Diesel” under the lettering “M · A · N”. Vehicles with cabs of this series were also built abroad under license. B. in Romania under the name Roman and in Hungary as Rába . In France, the country of origin, the cab was used at Saviem until 1978.

F 90, M 90

In 1986 the F 90 series appeared, which replaced the previous F 9 series. The F-90 cab, which this time officially gave the series its name, has been completely redesigned, with the design being strongly based on the predecessor. The most noticeable distinguishing feature are the indicators, which went a little deeper into the bumper. Since 1986, the dots between the letters in the logo have been omitted (“MAN” instead of “M · A · N”). The various models were introduced step by step until 1988. The F-90 models all got the new engine generation that was further developed from the predecessor. Some of these innovations had already benefited the predecessors from 1985 onwards. The top engine was now 460 hp, which MAN initially brought in the top performance of European road trucks, and later rose to 500 hp. The motors of this series can be recognized by the type number of the models ending in 2.

In addition, with the M 90, an independent series in the medium-weight class was now available.

In terms of engine technology, some of the F 9 series engines were still used in the first generation. The in-line six-cylinder engines were available with 290, 330 and 360 hp. The engine range was supplemented with a V-10 engine with 460 hp. These engines were replaced by the second generation, which was later also used in the F 2000. The 320 hp engine had five cylinders in line, the 422 hp had six cylinders and the top model (the 500 hp version) was a V-10 engine.

The F 90 is currently only manufactured by Shaanxi . The company started production in 1986 as an independent manufacturer and stopped selling the vehicle domestically in 2007. Since then, the vehicle parts have only been delivered disassembled as a CKD kit to the Arab subsidiary Shacman Motors , where the F 90 is now being assembled for the Middle East market under its own brand name.

F 2000, F 2000 Evo, M 2000

From 1994 the heavy F 90 series was replaced by the F 2000 series (recognizable for example by the changed - now four individual - headlights , the new front apron and a new muffler ) - from 1998 "F 2000 E" ( E volution, externally recognizable by the lack of the chrome frame around the radiator grille) - replaced. In the F 2000 E, new technology was tested for the first time (on-board computer), which was standard in the successor model TGA. The medium-heavy series M 90 found its successor from 1996 in the series M 2000, from year 2000 as "ME 2000", whereby the customer could choose between a cab of the heavy and the light class.

By the end of production in 2007, the LE 2000 and ME 2000 vehicles were manufactured in the MAN plant in Steyr.

The F 2000 is currently still being assembled by two companies. The model is manufactured and assembled as the MAN F 2000 and the Youngman F 2000 by Jinhua Youngman Vehicle and as the Shaanxi F 2000 by the Shaanxi Heavy-duty Automobile Group in the People's Republic of China. Shaanxi also supplies fully disassembled kits to the United Arab Emirates , where the model is assembled and sold under the Shacman Motors brand .


The heavy model from MAN has been called TGA since 2000 "M" = narrow, short with engine tunnel, "L" = narrow, long with engine tunnel, "LX" = narrow, long with engine tunnel and high roof, "XL" = wide, long with engine tunnel and "XXL" = wide, long with engine tunnel, high roof and large windscreen ("omnibus screen"), which has also been available since 2006 with "XLX" (wide, long, with engine tunnel, high roof and "normal" large windscreen) cab . The height comes from the LX version and the width from the XXL version.

Initially, the model designation was handled similarly to the last F-2000 Evo models. So stood z. B. on a two-axle tractor unit with 460 hp TG 460 A on the door. This was later changed so that TGA 19.460 could be read.

For the first time, the road versions of the TGA had disc brakes on all axles.

All vehicles were powered by six-cylinder engines of the type D28 (for use as a heavy haulage machine there was also the old V-10-cylinder engine with now 660 hp), which had already been used in the revised predecessor series F2000 "Evolution". These were engines with a capacity of 310, 360 or 410 hp with approx. 12 l and with 460 or 510 hp 12.6 l, whereby the top engine with 510 hp was used here for the first time in the TGA and exclusively with the new automated gearshift A / S Tronic or Eurotronic from ZF (joint development by ZF and IVECO). All engines had an electronically controlled in-line injection pump. In 2004, common rail injection was introduced at MAN. The two larger displacement versions of the old D28 engine were brought to 480 and 530 hp respectively. For the performance levels below, completely newly developed engines from the D20 series with a displacement of just 10.5 liters were used, which were now available with 310, 350, 390 and 430 hp. In 2006 the D20 units received a small increase in output of 10 hp each. In 2007, the two large D28 common rail engines were replaced by the newly developed D26 engines with a displacement of 12.4 l, but very similar to the D20. With the smaller one, the output remained at 480 HP, with the larger one it increased to 540 HP.

The transmissions were either manually shifted 4-speed transmissions from ZF with upstream and downstream groups with a total of 16 gears, or the automated Eurotronic, later called Tipshift, ZF transmissions with 12 gears (3-speed transmissions with upstream and downstream groups ) to disposal. When operating the manually shifted 16-speed version, one deviated from the double-H shift pattern that had been tried and tested for years (by pressing the gear stick to the left or right, one switched from the small group to the large group or vice versa) and left now about to change the group with a toggle switch on the gear stick, as was common with other manufacturers such as Volvo, Scania or DAF. In addition, there was a small button on the left of the gear stick with which, initially only in the large group, i.e. gears 5–8, the clutch could be operated with the thumb, so that when changing gears or splitting (half gears up- or downshift) the clutch pedal did not have to be depressed. This control button initially installed as standard, was then removed from the range and experienced its comeback as a possible option, but was then available in both groups, in all gears, as soon as the vehicle was rolling, so it was not suitable for moving off.

MAN also presented a newly developed retarder, the so-called primary retarder (abbreviated pritarder) for the first time in the TGA. Unlike the usual secondary retarder designs (hydrodynamic with oil from Voith or ZF Intarder / eddy current brake from Telma or Kloft), this is no longer located at the transmission output and acts on the cardan shaft, but directly on the engine and acts on the crankshaft. Because the engine's crankshaft is now braked directly, the retarder has to absorb less torque and can therefore be made smaller and lighter. The operational Pritarder weighs only around 30 kg, which is a huge step forward compared to the eddy current brakes that came onto the market in the mid-1980s with around 500 kg. In addition, it can also be used at low speeds, which makes the use of these wear-free retarders interesting even at low speeds, for example on construction sites. In this design, the engine cooling water is used as a braking element and it does not need its own oil circuit.


The medium-heavy series from 13 to 26 t has been marketed as the MAN TGM since 2005. The design is based on the TGA or later TGS / TGX. The first facelift took place in 2008, when the ribbed radiator grille was replaced by a smooth surface with a chrome clasp above the MAN logo and the MAN lion below. In a second facelift in 2013, the lion also wandered over the lettering.

The second generation of the TGM has been on the market since 2017. Only Euro 6 engines are available for these, optically they can be recognized by the inlets for the deflectors next to the radiator grille that are visible from the front, and the grille has also been optically extended to between the headlights.


As the successor to the TGA, the TGX series was presented to the public for the first time in autumn 2007 at the AutoRAI trade fair in Amsterdam. There it was awarded the Truck of the Year 2008 award from the European commercial vehicle press for the seventh time . In addition to other technical changes, the driver's workplace and the driver's cab were modernized. Optimized aerodynamics reduced the C w value by 4% and the interior noise level by 30%. Depending on the type, the new series is also up to 120 kg lighter. These improvements reduce the vehicle's diesel consumption accordingly. In addition to the TGX series for long-distance transport (XL, XLX and XXL cabs), the TGS series for local and distribution transport (M, L and LX cabs) was presented.

Like all current MAN trucks, the engines of both series are equipped with common rail direct injection and, with the help of an AdBlue exhaust gas cleaning system, met the Euro 5 emissions standard that has been mandatory since 2009 before it came into force. The TGX V8 engine (the top model of the new series) has eight cylinders with a total displacement of 16.2 liters. Charged by a twin turbo, the unit generates 3000 Nm of torque at 1400 rpm and has an output of 500  kW (680 hp). With these performance figures, the TGX V8 is one of the most powerful series-production trucks in Europe. The vehicle with the engine designated as D2868 is optionally available with the MAN PriTarder primary retarder integrated into the water circuit. This works maintenance-free, weighs only 30 kg and offers a braking power of up to 600 kW, which is also available when driving slowly, for example in construction site areas.

Like the TGX, its smaller brother, the TGS, uses the D20 and D26 common rail diesel engines already known from its predecessor, the TGA. The power range starts at 235 kW (320 PS) and ends at 397 kW (540 PS). The varied series includes a wide variety of wheel and drive formulas, from 4 × 2 to 8 × 8, and tonnages from 18 to 41 tons. The MAN PriTarder is also available for the TGS.

The D2066 and D2676 engine series are available in both Euro 4 (with MAN PM-Kat) and Euro 5 versions (with MAN AdBlue technology).

The TGX and TGS series received the red dot award: Product Design 2008 with the additional Best of the Best award for the design concept .

Motors of the TGX series
In-line six-cylinder (D2066; Euro 4 or Euro 5) :
TGX 18.360 10,518 cc Common Rail III 265 kW (360 hp) at 1500–1900 rpm 1800 Nm (1000–1400 rpm)
TGX 18.400 294 kW (400 hp) at 1500–1900 rpm 1900 Nm (1000-1400 rpm)
TGX 18.440 324 kW (440 hp) at 1500–1900 rpm 2100 Nm (1000-1400 rpm)
In-line six-cylinder (D2676; Euro 4 or Euro 5) :
TGX 18.480 12,419 cc Common Rail III 353 kW (480 PS) at 1900 rpm 2300 Nm (1050-1400 rpm)
Inline six-cylinder (D2676; Euro 5) :
TGX 18.540 12,419 cc Common Rail III 397 kW (540 hp) at 1900 rpm 2500 Nm (1050-1350 rpm)
V eight-cylinder (D2868; Euro 5) :
TGX 18.680 V8 16,162 cc Common-Rail III + 2 turbochargers 500 kW (680 PS) at 1900 rpm 3000 Nm (1000–1400 rpm)
TGX 41.680 V8 500 kW (680 PS) at 1900 rpm 2700 Nm (1000-1700 rpm)
Motors of the TGS series
In-line six-cylinder (D2066; Euro 4 or Euro 5) :
TGS 18.320 10,518 cc Common Rail III 235 kW (320 hp) at 1500–1900 rpm 1600 Nm (1000–1400 rpm)
TGS 18.360 265 kW (360 hp) at 1500–1900 rpm 1800 Nm (1000–1400 rpm)
TGS 18.400 294 kW (400 hp) at 1500–1900 rpm 1900 Nm (1000-1400 rpm)
TGS 18.440 324 kW (440 hp) at 1500–1900 rpm 2100 Nm (1000-1400 rpm)
In-line six-cylinder (D2676; Euro 4 or Euro 5) :
TGS 18.480 12,419 cc Common Rail III 353 kW (480 PS) at 1900 rpm 2300 Nm (1050-1400 rpm)
Inline six-cylinder (D2676; Euro 5) :
TGS 18.540 12,419 cc Common Rail III 397 kW (540 hp) at 1900 rpm 2500 Nm (1050-1350 rpm)

Military vehicles

630 L2A and 630 L2AE

Between 1956 and 1975 there was a more angular version of the pontoon short-hood under the model designations 630 L2A and 630 L2AE for the special needs of the military . This four-wheel drive, even more robust than the civil pontoon short-hooded vehicle, was often used by the police, fire brigades , the technical relief organization ( THW ) and other aid organizations after it was retired from the military .

HX / SX (KAT I military vehicles)

The all-terrain MAN gl had been designed as a military vehicle for the Bundeswehr . Since the Bundeswehr as a customer insisted on air-cooled engines, these were supplied by Deutz - MAN only produced water-cooled diesel engines . For export, however, vehicles with MAN engines were also built; some of the vehicles (also with other cabs) were used by fire brigades as airfield fire engines. Production started in 1976.

MAN has been one of the main suppliers of military vehicles since the Bundeswehr was set up. The KAT-1 generation is now obsolete and will be replaced. Vehicles for the non-tactical area are used for. Partly replaced by TGA models (see above). In addition, MAN's Military Division supplies over 150 other armed forces on all continents.

In 2005, MAN won the UK Department of Defense tender for over 7,200 support vehicles . This makes MAN one of the largest suppliers in the world. These special vehicles are built in the former ÖAF plant in Vienna-Liesing .

Taking into account the changing threat picture, MAN, in cooperation with Krauss-Maffei Wegmann (KMW), has developed an armored version of the SX 32.440 8 × 8 , which has already been successfully tested by the German Armed Forces as part of the KFOR mission in Kosovo and is now ready for series production Has. The vehicle is being delivered to several European armies in large numbers and has a cabin that is protected in Level III ( STANAG ), a remote-controlled weapon station and a hook loading system . This means that the vehicle is adapted to current threat scenarios and logistical concepts. Since March 2010, the model series has been manufactured as part of the newly founded Rheinmetall MAN Military Vehicles GmbH joint venture .


MAN manufactures buses for regular services as well as coaches . In 2001, the Neoplan bus division was taken over by Gottlob Auwärter GmbH & Co. KG . This association for the production and sale of buses was called NEOMAN until January 2008 . As of February 1, 2008, NEOMAN was fully integrated into MAN Nutzfahrzeuge AG , the “Neoplan” brand will continue to be used.

All MAN buses (as well as the Neoplan and VW buses) are now manufactured outside of Germany. The production facilities are located in Poland (city buses), Turkey (city buses and coaches) and South Africa (city buses and coaches). Only part of the chassis is still produced in Germany.

Line buses (city and intercity buses)

MAN city bus with trailer
MAN post bus, rear view
MAN post bus, dashboard

In 1915, MAN began building buses together with Saurer . In the beginning, a distinction was made between buses and coaches in terms of equipment . Since the 1950s, a distinction has been made between city ​​buses and intercity buses . The intercity buses have more seats than a city bus and usually only have a single-width door at the front.

Line buses before VÖV standardization

1st generation standard city buses

In the late 1960s the standardization came as a result of scheduled buses, the first after German VÖV constructed guidelines standard buses on the market, most recently those of MAN. These were in the 1970s with the type designations SL for S tandard L inienbus, SG for S tandard G elenkbus , SÜ for S tandard Ü berlandbus and SD for S tandard D in oppeldeckerbus.

In the early 1980s turned MAN a 23-meter double-articulated type MAN SGG 280 before, which could accommodate 225 passengers. The only copy ran u. a. for a short time with Lembke, Koschik u. Co. in Celle as an attempt in regular service.

From the mid-1980s, the 1st generation of the standard line buses was replaced by the 2nd generation developed by the FFG for the VÖV . At MAN, the first and second generation were built in parallel for some time. The SÜ 240 suburban bus was built the longest, some of which were delivered to the Deutsche Bundesbahn in 1990 .

After Daimler-Benz, MAN was the second largest manufacturer of VÖV standard buses. Since the construction of the VÖV buses was a standardization project, the standard buses from MAN were visually very similar to those of the competition, especially Mercedes-Benz ( O 305 ), Magirus-Deutz and Büssing . In the 1970s, the Hungarian bus manufacturer Ikarus also produced buses according to the VÖV guidelines ( Ikarus 190 ) and delivered them to the Federal Republic of Germany ( Verkehrsbetriebe Hamburg Holstein ). These buses were not built under license, but carried the Rába diesel engine produced in Hungary under a license from MAN .

The standard buses from MAN, however, were z. B. produced in Spain as Pegaso under license.

Type breakdown

Standard buses:

Standard articulated buses:

Standard double articulated bus:

Standard intercity buses (StÜLB):

Standard double decker bus:

2nd generation standard city buses

After conversion of the production of the standard bus to the second generation in the mid-1980s, the midibus MAN SM 152 was added to the range.

At the end of the 1970s, Auwärter Neoplan developed city ​​buses with low-floor technology and offered them in the 1980s. Since, from the late 1980s, low-floor buses were preferred by transport companies because they were “handicapped accessible”, MAN also constructed such vehicles. In Germany, the production numbers of VÖV-II buses then fell sharply. However, most types were offered until the late 1990s.

Type breakdown

Standard bus:

Standard articulated buses:

Standard intercity buses:

Standard midibus:

Standard double decker bus:

1st generation low-floor buses

In spring 1989, MAN was the second manufacturer after Auwärter Neoplan to present a low-floor bus at a trade fair for the disabled in Augsburg , the MAN NL 202 . This was optically adapted to the 2nd generation VÖV bus . In 1990 a low-floor articulated bus followed with the MAN NG 272 .

Due to public pressure, the transport companies increasingly ordered low-floor buses , so that the high- floor buses of the 2nd generation took a back seat, but these were still offered in parallel.

In 1992, with the MAN EL 202, a medium -floor bus with one stage, the Europa bus, was introduced, which was mainly sold for regional transport.

From 1997 the first low-floor bus models were gradually replaced by more developed models.

Type breakdown

Low-floor bus:

Articulated low-floor buses:

Low-floor midibus:

Low-floor double-decker bus:

Europe bus:

Europe midibus:

2nd generation low-floor buses

In September 1996, the MAN NÜ 263, the first low-floor bus of the 2nd generation, was presented at the IAA Commercial Vehicles and the replacement of the 1st generation of low-floor buses heralded. 1997 followed with the MAN NL 223 and MAN NG 313 further models. Overall, it is a very successful model series, they have been sold to a large number of German transport companies.

A major facelift was carried out in 2004 and 2005, and the buses have been sold under the name Lion's City ever since . The partially low-entry Lion's City T complements the range. The high-floor city bus Lion's Classic is a response to the ongoing demand for high-floor buses in countries with poor road networks.

Type breakdown

Low-floor bus:

  • MAN NL 223 / MAN NL 263 / MAN NL 283 / MAN NL 313 / MAN NL 243 CNG

Low-floor articulated bus:

  • MAN NG 263 / MAN NG 313 / MAN NG 363 / MAN NG 243 CNG / MAN NG 313 CNG

Low-floor intercity bus:

  • MAN NÜ 263 / MAN NÜ 313 / MAN NÜ 313 CNG

Low-floor midibus:

  • MAN NM 223

Low-floor double-decker bus:

  • MAN ND 313 / MAN ND 323

3rd generation low-floor buses

Low-floor buses abroad

Since 2005, MCV Bus and Coach Ltd in Ely ( England ) has also been manufacturing superstructures for the MAN 10.220 and 10.240 chassis.


The combined bus currently on offer (with underfloor luggage compartment) is the Lion's Regio model in three different lengths. The Lion's City Ü (low-floor) and Lion's City TÜ (low entry, i.e. partially low-floor with a high-floor area behind the central entrance), derived from the city bus program, are also suitable for intercity routes. In addition, the MAN Lion's Intercity has been available as a raised floor bus in three lengths since 2015 .



The coaches currently on offer are the Lion's Coach and Lion's Coach Supreme (with improved equipment), each in three different lengths. They replace the previous models Lion's Comfort and Lion's Star.



After taking over its competitor Büssing in 1971, MAN added some truck and bus models from Büssing to its own range and, after continuing the previous name, offered them under the double name "MAN-Büssing" from January 1, 1972 until the end of the year . However, these vehicles have already been registered as MAN production at the Federal Motor Transport Authority . While the still quite modern Büssing omnibuses and trucks with underfloor engines (with horizontal cylinders) remained almost unchanged in the program, the production of the forward control trucks with conventional stationary engines and the hooded trucks were discontinued that year. After 1973, the previous Büssing driver's cab for trucks was initially replaced by that of the comparable MAN-owned model, while the technical underfloor construction from Büssing initially remained in the program and was continued by MAN itself for a few years. After a transition period, the name “Büssing” disappeared from the “MAN” vehicles in 1979, where instead of the double name “MAN-Büssing” only the name “MAN” was used. However, the Braunschweig lion of the Büssing company logo is still part of the MAN logo in a modernized form and can be found on the radiator grille of MAN commercial vehicles.


A detailed description of MAN engines for trucks, military vehicles and buses can be found in the main article MAN engines .


Timeline of MAN commercial vehicle brands since 1900
Brand / company 1900s 1910s 1920s 1930s 1940s 1950s 1960s 1970s 1980s 1990s 2000s
MAN (truck) MAN Diesel MAN
MAN (buses) MAN Diesel MAN
MAN (tractors) MAN farm diesel
Büssing (trucks and buses) MAN-Büssing MAN
Steyr (truck) to Steyr Daimler Puch MAN MAN / Star MAN
Star (trucks and buses) MAN
ERF (truck)
Saviem (truck) MAN
Volkswagen  (trucks and buses) Simca Dodge Volkswagen
  •  Brand of an independent company with truck production prior to takeover by MAN, possibly already active in other areas beforehand
  •  Brand of a cooperation between MAN and Saviem (Renault) or Volkswagen
  •  Brand of the MAN Group
  • See also


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    • Bernd Regenberg: The MAN truck album . Podszun, Brilon 2001, ISBN 3-86133-274-4 .
    • Bernd Regenberg: The most famous German trucks from 1896 until today. 4th edition. Podszun Motor Books, Brilon 1997, ISBN 3-923448-89-9 .
    • Matthias Röcke: MAN trucks and buses . Heel, Königswinter 2001, ISBN 3-89880-006-7 .
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    Individual evidence

    1. ( Memento from July 17, 2012 in the web archive )
    2. Press release: “MAN Nutzfahrzeuge AG becomes MAN Truck & Bus AG”, December 15, 2010
    3. Press release: “MAN Truck & Bus is European Company”, March 19, 2019
    4. a b Find out more about our worldwide production sites. MAN Nutzfahrzeuge AG, accessed on November 4, 2018 .
    5. MAN Nutzfahrzeuge establishes an equal joint venture with Pon. Smarthouse Media GmbH, December 13, 2007, accessed on August 25, 2010 .
    6. Uzbekistan: MAN founds joint venture., September 7, 2009, accessed on August 25, 2010 .
    7. MAN and Weichai are negotiating a truck and engine cooperation
    8. The 8-ton variant is an example of all tonnages. See table: Lepper, Andreas. 2011. "MAN" Andy's Truckinfo . Sept. Online .
    9. a b Trucknology Generation , ( page no longer available , search in web archives: MAN Nutzfahrzeuge at the Ruad Transport Show 2005 in Amsterdam, Munich, September 2, 2005. )@1@ 2Template: Dead Link /
    10. ( Page no longer available , search in web archives: MAN TGX and TGS celebrate world premiere in Amsterdam, Munich, September 24, 2007. )@1@ 2Template: Dead Link /
    11. red dot winners: TGX / TGS trucks
    12. MAN Truck & Bus: Production sites for buses, NEOPLAN and chassis | MAN Truck & Bus Company . ( Online [accessed August 15, 2018]).

    Web links

    Commons : MAN Nutzfahrzeuge  - Collection of pictures, videos and audio files