MAN(Maschinenfabrik Augsburg - Nürnberg), formerly MAN AG, is a German engineering company specializing in the production of trucks, buses, diesel engines and turbines. The European company MAN was founded in 1958 and is based in Munich.

Until September 2012, MAN was one of the top 30 companies listed on the German Stock Exchange (DAX). The company celebrated its 250th anniversary in 2008 with 51,300 employees and a total annual sales of around €15 billion in 120 different countries.

MAN traces its origins back to 1758, when the St. Antony ironworks began operations in Oberhausen as the first heavy industry plant in the Ruhr area. In 1808 the three Ironworks "St. Anthony", the "Gute Hoffnung" (English: "Good Hope"), and the "Neue Essen" (English: "New Forges") merged to form the Hüttengewerkschaft und Handlung Jacobi (on English: "Jacobi Iron And Steel Works Union And Trading Company") "Jacobi Iron And Steel Works Union And Trading Company" in Oberhausen, which was later renamed Gute Hoffnungshütte (GHH).

In 1840, the German engineer Ludwig Sander founded the first MAN plant in Southern Germany in Augsburg: "Sander" sche Maschinenfabrik ". Then the name changed to" S. Reichenbach "sche Maschinenfabrik", which was in honor of the creator of printing presses Karl August Reichenbach, and then to "Maschinenfabrik Augsburg". The branch of Süddeutsche Brückenbau AG (MAN-Werk Gustavsburg) was founded when the company was awarded a contract in 1859 to build a railway bridge across the Rhine and Main.

In 1898 Maschinenbau AG-Nürnberg (founded 1841) and Maschinenfabrik Augsburg AG (founded 1840) merged to form Vereinigte Maschinenfabrik Augsburg und Maschinenbaugesellschaft Nürnberg A.G., Augsburg ("United Machine Works Augsburg and Nuremberg Ltd."). In 1908, the company was renamed Maschinenfabrik Augsburg Nürnberg AG, or M A N for short.

Although the focus was initially on ore mining and iron production in the Ruhr area, mechanical engineering became the dominant business in Augsburg and Nuremberg. Under the leadership of Heinrich von Buza, Maschinenfabrik Augsburg grew from a medium business with 400 employees to a large enterprise with 12,000 employees in 1913.

MAN's early predecessors were responsible for numerous technological innovations. The success of early MAN entrepreneurs and engineers like Heinrich Gottfried Gerber was based on a great openness towards new technologies. They built the Wuppertal suspension road ("Wuppertaler Schwebebahn") and the first spectacular steel bridges, like the Großhesseloher Brücke in Munich in 1857 and the Müngsten railway bridge between 1893 and 1897.

From 1893, Rudolf Diesel worked for four years with future MAN engineers in a laboratory in Augsburg until his first diesel engine was completed and fully operational.

With the help of good stock purchases and takeovers of manufacturing industries, such as Deutsche Werft (1918), Ferrostaal (1921), Deggendorfer Werft und Eisenbau (1924), MAN became a nationwide operating company, with 52,000 employees by 1921.

War

At the same time, the economic situation worsened. The reasons for this were reparations after the First World War, the occupation of the Ruhr region and the global economic crisis. In just two years, the number of MAN employees fell from 14,000 in 1929/30 to 7,400 in 1931/32. At that time, civilian industry was collapsing and military industry was increasing under the National Socialist regime. MAN enterprises supplied diesel engines for submarines, tanks, cylinders for shells and artillery. MAN also produced pistol parts, including the Mauser K98.

post-war period

After the end of World War II, the Allies fragmented the company. "Gutehoffnungshütte", together with MAN, focused on the design and construction of a plant for commercial vehicles and printing machines.

In 1982/83 the "Gutehoffnungshütte" plunged into a deep corporate crisis. The company suffered from the long-term effects of the second oil crisis and the poor economic situation. This was especially reflected in the decline in sales of commercial vehicles. In addition to external factors, the main cause of these problems was the outdated company structure with extensive cross-subsidization between divisions.

In 1986, with Klaus Götte, the group received a new company structure. There was also a transfer of the MAN headquarters from Oberhausen to Munich and a new company name MAN AG.

In 2006, MAN entered into an agreement with the Indian company Force Motors to establish a 50:50 joint venture for the production of trucks and buses in India for the domestic and foreign markets. The joint venture set up a truck manufacturing plant in Pithampur, Madhya Pradesh and launched its first truck for the Indian market in 2007. At the end of 2011, MAN bought out its Indian partner's share, and its operations in India became a wholly owned subsidiary of MAN in early 2012.

In September 2006, MAN made an offer to take over Swedish competitor Scania AB. The European Commission approved the takeover on December 14, 2006. However, MAN voluntarily withdrew the offer on January 23, 2007, after Scania's major shareholders Volkswagen AG and the influential Wallenberg family withdrew the offer.

In 2008, the MAN Group celebrated its 250th anniversary with numerous events. Exhibitions in several museums, tour vintage cars with the slogan "MAN back on the road". At the beginning of December 2008, MAN took over the truck and bus company VW of Brazil and changed the name of the company MAN in Latin America. At the same time, MAN is now the market leader in Brazil with a market share of 30 percent .

Since May 2009, the group has been registered as the European corporation MAN SE. In July 2009 MAN decided to merge the two divisions MAN Turbo and MAN Diesel into one business area called Power Engineering. In addition, the group has entered into a strategic partnership contract with the Chinese truck manufacturer Sinotruk. During this focusing process, many smaller subsidiaries were sold.

In 2009, investigators at the Munich Prosecutor's Office uncovered a corruption case in which MAN bribed business partners and governments in more than 20 countries over the years from 2001 to 2007 in order to obtain large orders for buses and trucks. MAN CEO Hakan Samuelsson and further members of the Board had to resign.

Takeover by Volkswagen

In July 2011, Volkswagen AG acquired 55.9% of the voting shares and 53.7% of the share capital in MAN SE. Pending regulatory approval, Volkswagen plans to merge MAN and Scania to become Europe's biggest truck manufacturer. The merger of these businesses plans to save around 400 million euros per year, mainly through pooled purchases. Regulatory approval was granted and the merger completed in November 2011.

In April 2012, MAN SE announced that Volkswagen had increased its voting shares to 73.0% and 71.08% share capital.

On June 6, 2012, Volkswagen AG announced that it had increased its voting share in MAN SE to 75.03%, paving the way for a dominance agreement.

The country of origin "MAN" (Maschinenfabrik Augsburg Nürnberg) is Germany. The concern specializes in the production of trucks of various types, buses, diesel turbines and engines. The company was founded in 1958 and is headquartered in Munich. The company celebrated its 50th anniversary in 2008, employs more than 50,000 people, and has an annual sales volume of around 15 billion euros in 120 countries. Consider the features of the creation of the company, as well as a brief description of the most popular machines of this brand.

Historical facts

Continuing to study the country of origin of MAN, it should be noted that historically the origin of the enterprise began in 1758. At that time, the metallurgical plant "St. Antony" began its work in Oberhausen. In 1808, the plant merged with two more companies, as a result of which the Jacobi Iron And Steel Works Union And Trading Company was founded (metallurgical production from Jacob Iron, Steel Works and the Trading Company).

The first enterprise in Southern Germany, known as "MAN", was created in 1840 by engineer Ludwig Sander. At one time, the name changed to Maschinenfabrik, and later to MAN-Werk Gustavsburg. In 1908, the company received its current name, but the priority was the extraction of ore and the production of pig iron. Although the machine-building direction was not left without attention.

War years

Few people do not know the country of origin of MAN, since these trucks are distributed all over the world. It should be noted that during the war period the economic situation of the corporation deteriorated significantly. In many ways, this was influenced by repatriations after the First World War, the occupation of the Ruhr region, as well as the general financial crisis.

In just a couple of years, the number of employees has halved. There was a collapse of civilian industry, and the military sphere developed rapidly within the framework of the National Socialist idea. MAN produced diesel engines for tanks and submarines, cylinders for shells and pistol parts. After the end of the Second World War, the allies divided the enterprise into parts. The main direction was the manufacture of commercial vehicles and typewriters.

another crisis

In 1982-83, the MAN producing country experienced another crisis associated with a poor financial situation and the global oil collapse. The enterprise itself expected a deep corporate decline. The problem was mainly reflected in the decline in sales of commercial vehicles. An additional factor in the decline in production was the outdated structure of the company with significant cross-subsidization between branches. The company was updated in 1986, the head office was moved to Munich, the official name of the corporation became MAN AG.

2000s

Much has changed in 2006 in the manufacturing country of the MAN car (regarding the specified enterprise). The group's management signed an agreement with Force Motors, a company from India. The agreement provided for the creation of a joint plant in equal shares for the production of trucks and buses operated in the domestic and foreign markets. Production facilities opened in Pithampur, Madyah Pradesh. The first truck of Indian origin rolled off the assembly line in 2007. Four years later German concern bought out part of its eastern partner, after which a subsidiary office began to operate in India.

In the fall of 2006, an attempt was made to take over the Swedish Scania, which was supported by the European Commission. However, after a couple of months, the proposal was withdrawn due to the refusal of influential shareholders. MAN celebrated its 250th anniversary on a grand scale (2008). The program includes exhibitions in various museums, as well as a tour of vintage models under the slogan "MAN back on the road."

In 2009, the company re-registered under the European brand MAN SE. In the summer of the same year, the MAN Turbo and MAN Diesel branches were merged into one project called Power Engineering. In addition, the corporation has signed a strategic agreement with Chinese partners producing Sinotruk brand trucks. During this period, some of the smaller subsidiaries were sold off.

Scandals have not been avoided in the truck-producing country MAN. In 2009, prosecutors in Munich exposed a corruption scheme practiced by the company's management in terms of bribing business partners and members of governments in several dozen countries. In order to get a contract for the period from 2001 to 2007 for the production of buses and trucks, part of the "top" of the company, headed by General Director Samuelson, was forced to resign.

The situation with Volkswagen

The history of the creation of MAN continued in the summer of 2011. At that time, the Volkswagen AG group bought over 55 percent of the voting shares and half of the capital in MAN SE. A merger with Scania was planned, which would allow the updated brand to become the largest manufacturer of European trucks. Such a scheme would save about half a billion euros by pooling purchases. Supplies and spare parts. The regulatory part of this agreement ended in November 2011.

For reference:

• in the spring of 2012, Volkswagen increased its voting shares to 73 percent;
• in June of the same year, the figure rose to 75%;
• the obtained results allow us to open the dominance agreement.

"MAN" - whose brand?

The country of origin of the car in question is Germany. In the modern model range, several types of machines are presented, the brief parameters of which we will consider below. Let's start with the THC series.

Specified vehicles optimally suited for long hauls, they differ from each other overall dimensions. The cab of the machine is characterized by good visibility, the top hatch opens with a spoiler. The biggest driver's seat presented in the XLL series. Inside, there is almost no noise, and the finishes and appliances are top notch.

TGA and TGS models

Which country is the manufacturer of "MAN", discussed above. Let's take a closer look at the features truck tractor TGA lines. The cab and platform of these machines is focused on the transportation of building materials and equipment, with a total weight of 50 tons. The car is equipped with a 10.5-liter six-cylinder engine with a capacity of up to 440 "horses". The height of the cabin is 2.2 meters with a width of 0.79 meters.

Trucks of the TGS line are equipped with one of the types of cabs:

The width of the first "compact" variation is 0.75 m. All of these versions are quite high, equipped with the necessary equipment for optimal operation. The power indicator of a truck of this series is 330-430 horsepower with a volume of 10.5 liters. Reliability of assembly and quality parameters are time-tested.

Modifications of TGM and TGL

MAN TGM vehicles weigh 26 tons and are equipped with eight types of wheelbases (from 3.52 to 6.17 meters). Such machines are designed to transport building materials or debris without leaving the borders. locality. Body length varies from 3.9 to 8.1 meters. The car is equipped with a six-cylinder diesel engine with a capacity of 240, 280, 326 horsepower. Standard of compliance with environmental standards "Euro-3".

The TGL version is designed for excessive loads, it is equipped with a special filter that serves to clean the air during ventilation or heating. The cab of the car is equipped with a pair of driver's seats with suspension. As power unit there is an “engine” with four cylinders, a volume of six liters and power indicators from 150 to 206 horsepower.

Answering the question of who produces MAN, Germany is mentioned as the producing country. It is worth noting that Rudolf Diesel made a significant contribution to the development of the brand. The engineer in 1893 received a patent for the development of a four-stroke motor. Four years later, a full-fledged engine was created, operating on the principle of compression ignition.

In 1925, machines of the MAN S1H6 type were produced, with a cargo volume of up to 5 tons and an “engine” with six cylinders. In 1955, the company received a plant in Munich, which had previously developed power units for various BMW series. Since that period, the production of trucks began to grow actively, and instead of V-shaped engines, six-cylinder versions began to be installed. In 1978, the MAN brand received the title of "Truck of the Year", after which they made a special production line of MAN Nutzfahrzeug AG. A team of more than 20 thousand employees worked in this direction. In 2007, one of the MAN cars won first place in the Paris-Dakkar rally.

Outcome

Trucks of the brand in question are focused on transporting goods over long distances. They are actively used for urban and interregional transportation. In the truck line, versions have been developed that are equipped for one purpose or another. All cars are distinguished by a good indicator of carrying capacity, reliability and the most comfortable design of the workplace.

It so happened, the history of St. Petersburg is inextricably linked with European states. Why is the image of the European capital of Russia firmly entrenched behind the city. New Holland, Nemetskaya Sloboda… Many other names emphasize the kinship with Western Europe. And recently, the industrial suburbs began to acquire such sights. The guarantee for this is the MAN truck assembly plant in Shushary

The visit to the plant was postponed several times. There were many reasons for this. At first there was nothing to show, then it was just a lack of time. Then the crisis hit. However, following the wise advice that it is in a crisis that the foundation for the future is laid, the leadership of the Russian office of MAN nevertheless decided to lift the veil over its assembly plant in St. Petersburg. Frankly, I was pleasantly surprised when at the entrance to the office building I was met by a local "guide" and offered to immediately, without unnecessary equivocations, go to the production building. To my reasonable question that maybe it’s worth waiting for someone else for the sake of decency, a short answer was received that there would be no one else. In general, a complete exclusive.

So, MAN started the project in 2011. The territory and facilities are under long-term lease. In mid-2013, the assembly plant went into operation. This was preceded by obtaining a license for a hazardous production facility, which, in fact, allowed the assembly of trucks to begin. The plant has one and only buyer - MAN Truck and Bas RUS LLC.

MAN Truck & Bus Production RUS LLC is a 100% subsidiary of MAN Truck & Bus AG. The enterprise is quite strongly integrated into the production system of the parent enterprise. It comes to the fact that all computers "think" that their operators are located directly in Germany. The plant has a single MPS system for all enterprises of the company, and all production processes are carried out according to the same standards as, say, in Munich (logistics, production, etc.).

The production building, located under a single roof, is conditionally divided into several zones. Logistics area, where the components of future trucks are stored. The main share of components comes from Europe. Zone "unpacking" or, if you like, picking. Production Line. Painting shop. acceptance. Modification center for fine-tuning special designs.

The total area of ​​the plant is about 30 thousand m2. At the same time, the share of direct production accounts for 19.5 thousand m 2. The office part, located above the logistics area, occupies 1.2 thousand m2. The staff of the plant at the time of the visit was about 90 people. 47 of them are production workers. The plant is designed to produce 6,000 trucks per year with two-shift operation. This is approximately 15 trucks per shift with a cycle time of 27 minutes (paint shop limit). At the time of the visit to the factory, the truck assembly cycle was 1 hour and 45 minutes, which is approximately equivalent to assembling three trucks per shift, or 600 trucks per year. It's not so hot, but such is the situation on the market. You won't write anything.

A separate area is reserved for cabins coming from Austria

Components for truck assembly come from MAN's four main production sites. CKD boxes come from Salzgitter, engines come from Nuremberg, bridges come from Munich, cabins come from Austria (MAN Steyr). The frame spars and cross members come from the global supplier MAN from Germany. But the most interesting thing is that the gearboxes are supplied from Naberezhnye Chelny - from the ZF-Kama joint venture. It cannot be said that these are the same gearboxes as for KAMAZ. In any case, what comes to the plant in St. Petersburg fully satisfies the German side. Hence the rather high level of localization of production. Depending on the model, the percentage ranges from 20-odd to 30. It was this circumstance that allowed the company to obtain a certificate of a local manufacturer in order to possibly participate in public procurement.

The CKD-box delivered from Salzgitter contains 5 boxes, which can accommodate up to 15 car kits on average. A special area is reserved for the storage of cabins. In general, the logistics complex accounts for half of all production areas. It is directly connected to the docks, to which trailers with components come for unloading every day. Despite the well-established mechanism, there is a constant process of optimization of kits, packaging and everything related to the supply of components.

After everything is unpacked and put in place, the assembly of the truck begins directly. The frame spars are installed on the bogies, and the sacrament of assembly begins. In order not to get confused in all the variety of trucks being assembled, tips are drawn with chalk on the frame. At this stage, the technology of the assembly process is completely identical to the plant in Munich. The assembly of the frame, or rather the chassis, is divided into 5 posts. After the assembled chassis passes through the quality gate.

As soon as the frame acquires finished features, the internal factory number gives way to the VIN code, which is stuffed with a special device. The numbering is end-to-end, so each assembled truck is easy to track.

The logistics complex accounts for half of all production areas

When assembling the frame, riveting and a special hydraulic tool with a force of 30 tons are mainly used. Bolted connections are not rejected. Technological feature such that both rivets and bolts can be placed in the same holes. However, the bolt can no longer be placed in places designated specifically for rivets. The tightening accuracy of a conventional connection - with a tolerance of 15%, responsible, affecting the safety of the truck - 5.

At each post, or station (in German terminology), there are a lot of instructions for both assembly and periodic verification of the instrument. Build quality is given the utmost attention.

Then, bridges are installed on the frame assembled upside down. After that, with a special device, it is given the usual position for further assembly. Next comes the installation of the power steering and various small parts. The process of assembling the chassis is completed with a quality gate. The tightening torques of all connections are checked here.

Frame assembly begins with tips

Despite the fact that most of the components come to the assembly already painted, the chassis goes through the final painting in accordance with the standards adopted by MAN. At the preparation area for painting, some of the parts and assemblies are masked, some are prepared for painting, and defects are immediately eliminated. Painting is carried out by two painters manually, pneumatic paint sprayers. By the way, water-soluble paints are used, which is not so common in the production of trucks. The chassis is dried in two stages, then it cools down and only after that it enters the assembly line.

The final stage of truck assembly is divided into 6 stages. On the first three, pneumatic and electrical lines are installed. The work is very responsible, since during assembly it is necessary to comply with a lot of requirements determined by the standards of MAN.

Since the assembly work is painstaking and rather tedious, in addition to the lunch break, there are two more “smoke breaks” of 15 minutes each.

At the fourth station, a radiator and a sub-assembled engine are installed. The hydraulic lines are connected and docked with the gearbox. Well, then the “wedding” - the assembled cabin is installed on the chassis.

At the last station, wheels and a battery are installed. The machine is almost completely ready for testing and programming.

And here is the Russian VIN code

Next, testing stations begin, but before starting maintenance work the machine is hung out, and conveyor carts are taken out from under it, which are sent for a new chassis. The truck systems are filled with all the necessary technical fluids(antifreeze, coolant, etc.), refueling is in progress.

At the first stage, pneumatics are tested. Then the computer scientists for programming the truck systems are included in the work, for which they contact a special server in Munich. If any error is detected, then the "second line of defense" - MAN CADS - comes into play. It identifies the error and how to fix it. If everything is normal, the first start of the engine is made.

Further, the truck, already under its own power, is sent to the line of final tests. Before entering the brake stand, the car overcomes the “obstacle course” of their irregularities. Thus, it is shaken so that everything superfluous is separated from the truck. Along the way, an inspection is carried out for the conscientiousness of fastening parts and assemblies.

Post installation of the power unit assembly and radiator

On the electronic brake stand, the brakes are tested one by one, axle by axle, as well as differential locks (cross-wheel, cross-axle). Then the truck drives to the inspection pit, where a general inspection, suspension control, front wheel camber / toe-in are performed.

At the final stage, the car passes through the quality gate. Here, all the electrics and a host of other nuances are tested once again, reflecting the specifics of a particular truck. This is followed by a road test of 20 km on the roads of the general network. A specially designed route allows you to test the car in various driving modes. If everything is fine, the truck goes to the scales. A control weighing is carried out, and the data obtained are entered into the PTS. The enterprise has driver's team in the amount of 10 people, and depending on the need, they are fully or partially involved.

The assembled chassis moves on special trolleys with a drive located under the floor

But the quality control doesn't end there. There is a so-called internal audit system. Once every three days, one truck goes through a rather complicated procedure. For three days it is thoroughly inspected, all systems are checked, after which the car is sent for a longer road test (about 100 km) with a more complex driving pattern.

At the end of the audit, the so-called rating is set, where “1” is excellent, the higher this value, the worse the indicator.

What is interesting about the system. First, points are scored. Zero points - great product. Up to five points is something that the client will never see. Up to 15 points - this is what the client will definitely pay attention to. Up to 50 points is a serious defect that may lead to the failure of any of the units. Up to 100 points - possible refusal of one of the important systems, such a truck will never leave the factory. Further, the points scored are recalculated according to a complex formula (the complexity of the design of a particular truck is taken into account).

In principle, all types of MAN trucks - TGL, TGM, TGS and TGX - can be assembled at the plant. The main condition is stable demand.

All trucks are tested on a brake stand with the output of readings on an electronic scoreboard

In addition to the main production, the plant has a special dedicated area - a modification center. At this site, the machines are finalized according to the specific wishes of the client. In particular, at one of the posts, a standard MAN TGM chassis is being re-equipped for the installation of fire equipment. The work is difficult, up to changing the length of the frame. At another post, TGS trucks are being retrofitted to work with KDU. These machines will be involved in servicing the St. Petersburg Ring Road.

MAN Truck and Bus Production RUS is a very responsible employer. The standards adopted in production exceed even those that operate on the territory of the Russian Federation. The company was visited by a number of supervisors government agencies, no special remarks were made to the production. The company provides its employees with a fairly attractive social package. So attractive that many of the job seekers in the auto industry would like to get into this production. Take, for example, this fact: during work, unobtrusive music plays in the workshop. By the way, at the request of the workers themselves.

When choosing a site, the issue of having a sufficient number of qualified personnel, including those with experience in the automotive industry, was initially considered. By that time, the image of the Russian Detroit had already been fixed in St. Petersburg, so there were no problems with personnel. Most of the workers at the plant have an automotive education or experience in the auto industry. Part of the employees, in assembly and other responsible areas, underwent an internship of two to three months at the company's enterprises in Western Europe.

PASSINGLY

When visiting the plant, he did not fail to take the opportunity and ask a couple of questions to the head of the enterprise - Stanislav Kovalev.

It is clear that the plant does not affect the sale of products. How are the issues of production efficiency solved, especially in a crisis in the economy?

MAN has uniform international standards for quality and efficiency, according to which production facilities around the world operate. The plant in St. Petersburg is no exception. We do not just adhere to standards, but also strive to improve production processes and improve performance. The result of this work was the first places in terms of quality, which we received in May and June 2015 at an internal competition among MAN plants.

The issue of localization is one of the main ones for production. Does the plant take any part in this or does everything “come down from above”?

As noted above, quality and efficiency standards are the same for all MAN companies. However, decisions on suppliers are made with the participation of specialists working at the plant in St. Petersburg. Local engineers and purchasing service audit the quality of suppliers and are directly involved in decision making.

Crises come and go. But it was at this time that the foundations for a start for the future were laid. What do you have in your "stash" for better times?

MAN is a global company. Our strength lies in the fact that we are inextricably linked to the parent brand and are part of the group's own production network. If in essence - the release in the middle of summer of the 1000th truck. We will announce our other initiatives a little later.

THERE IS THE 1000TH!

In July, the first MAN truck with a four-digit serial number left the assembly line in St. Petersburg, it was a white MAN TGS 19.400 4x2 BLS-WW truck tractor.

The celebration event took place within the walls of the plant and brought together the employees of the enterprise and the heads of the Russian division of the MAN Truck & Bus concern. The event was also attended by Holger von der Heide, Vice President for Quality of the Production truck division of the MAN Truck & Bus concern.

General Director of MAN Truck and Bus Production RUS LLC Stanislav Kovalev gave the guests a tour of the exposition of MAN trucks manufactured in St. Petersburg, and in the production shop he spoke in detail about all the stages of assembling trucks and the features of this process. Mr. von der Heide noted that the plant's team has all the necessary professional competencies to manufacture products in accordance with the highest MAN standards, and trucks manufactured in St. Petersburg are identical in quality to their counterparts from Europe.

On December 5, the official nomination of the supplier of stamped parts for the plant took place Renault in Moscow. According to the results of the tender, it became the company " Alpha Automative Technologies”, a joint venture between AMO ZIL and the Japanese company IHI Corporation. Deliveries of parts from a nominated supplier to the factory " Autoframos» will begin in 2009, when the plant's capacity will double and reach 160,000 vehicles per year.

Alfa Automative Technologies (AAT), a joint venture between AMO ZIL and IHI Corporation, will supply Avtoframos with over 70 exterior body and structural parts for the entire Renault Logan range. Press production AAT will be located at the production facilities of ZIL.

The proximity of the Avtoframos plant and the AAT production facility will contribute to efficient cooperation between Renault and the supplier, especially in the areas of quality and logistics.

From IHI Corporation, a world-class heavy engineering company, the organization of production will be supported by world leaders in the production of press tooling and stampings, Japanese companies Ogihara and Fuji Technica.

JSC Avtoframos will invest more than 20 million euros in die tooling, which will be manufactured by AAT. The choice of a rolled metal supplier will be carried out jointly by the partners.

The localization of the supply of stamped parts is another important step towards achieving the goal of 50% localization of components for the production of Renault in Russia in 2009. To date, this partnership represents one of the largest supply contracts between a foreign automaker and a local supplier in Russia.

Today, Renault in Russia works with 25 local supplier partners, including Russian and joint ventures, as well as branches of foreign companies in Russia.

MAN is one of the oldest German engineering companies producing trucks, buses and diesel engines. Formerly existed under the name Maschinenfabrik Augsburg-Nürnberg AG. Founded in 1758, this company continues to occupy a high position on the world stage to this day. MAN is headquartered in Munich and is majority owned by the VW Group.

According to historians, the modern company MAN owes its appearance to Napoleon Bonaparte, who planned to conquer Europe and needed a railway in Bavaria. The wealthy merchant Johann Friedrich Klett responded to the idea of ​​a conqueror. At his expense, the first 5 kilometers were built railway. Later, an entrepreneur from Nuremberg decides to establish his own company, which begins to produce equipment for the maintenance of the railway and its construction.

Since 1871, this company has been managed by Johann Friedrich Klett's son-in-law, Theodor Kramer-Klett, as a result of which it changes its name to Mashinenbau AG, Niirnberg. Another predecessor of the modern MAN company was Ludwig Sander's engineering company, founded in 1840, called Maschinenfabrik Ludwig Sander. Ludwig's company at one time, not without success, produced steam engines.

The companies of Theodor Kramer-Klett and Ludwig Sander begin to work closely together in 1858. The cooperation of the companies ends after 40 years with their merger into the United Machine-Building Factory with the subsequent formation of the Machine-Building Joint-Stock Company in Nuremberg. The Maschinenfabrik Augsburg-Nurnberg began to shorten the too long name, which is the basis of the well-known abbreviation MAN. Since 1904, the company's products have already included turbines, steam boilers, hydraulic pumps, bridge trusses, and even trams with railway cars of their own design. This period can be considered the beginning MAN history in the form in which it is presented by contemporaries.

Rudolf Diesel (1858 - 1913)

The creative engineer Rudolf Diesel (life years 1858-1913), who worked for MAN for some time, predetermined the direction for the development of the company. In February 1893, he patented a four-stroke internal combustion engine, which became the great-grandfather of the modern diesel engine. The first diesel engine capable of igniting fuel from compression did not appear until 1897.

Anton von Rippel continued the project of the diesel engine of Rudolf Diesel, who released a light diesel engine in 1898, which developed about 5-6 hp. In this form, the engine was already suitable for installation on self-propelled chassis. Further development of the idea was taken up by Rudolf Diesel himself, who in 1908 produced a high-speed 1-cylinder diesel engine for the Swiss company Saurer (Saurer).

This motor never received further development, but it gave Anton von Rippel the opportunity to meet Adolf Saurer, who at that time had the idea to start producing his cars in Germany. Together, the entrepreneurs begin to produce the first 5-ton MAN-Saurer trucks in 1915. The trucks are driven by a 45 hp four-cylinder engine. Even then, trucks were equipped with a four-speed gearbox and chain drive.

Since 1916, these trucks have been “moving” to a factory in Nuremberg, where only in 1918 they were produced in an amount of about one thousand. Since 1919, the company has been producing models 2Zc and 3Zc with a load capacity of 2, 5 and 3.5 tons. The design of the cars consisted entirely of German-made parts, and their engines could run on gasoline, kerosene and benzene.

The further success of the MAN business directly depended on the success in the automotive industry and the development of the diesel engine. Another important event in the history of the company takes place in 1918, when engineer Paul Wiebicke successfully bench tests a light diesel engine based on the 1908 Saurer engine. A workable four-cylinder engine based on it appears only by the end of 1923: with a working volume of 6.3 liters, it developed 40 hp. at 900 rpm. The engine used direct injection fuel and two horizontal opposed nozzles.

When the power of this engine finally reached 45 hp, available at 1,050 rpm, they decided to equip the 3Zc truck, which drove in this form on December 10, 1924 at the Berlin Motor Show. The novelty was only surpassed by a Mercedes-Benz truck, but both cars were at the head of the diesel automotive industry.

Later, the production of a 5-ton MAN ZK5 truck with an 8.1-liter diesel engine with a capacity of 50 hp begins. Since 1925, the company has been producing the world's first series of diesel trucks capable of carrying from 3.5 to 5.0 tons (depending on the version, they were equipped with a 6.2 or 7.4 liter diesel engine, developing up to 55 hp) .

A year later, the MAN lineup was replenished with the world's first three-axle 6-ton diesel truck S1H6, in which a hefty 9.4-liter 6-cylinder engine developed an incredible 80 hp. The new motor was jointly created by Franz Lang and Wilhelm Rihm, who worked under the patronage of MAN engineer Paul Wiebike.

In 1927, an important event took place in the life of the company: a new 200-meter workshop was put into operation in Nuremberg, where trucks and buses were assembled with a production capacity of up to 3,000 units per year. All new vehicles use cardan drive, all-wheel brakes and pneumatic tires. The equipment also included an electric starter and a light. The heaviest cars were equipped with a multi-disk dry clutch, wheel gears and drive axles with unloaded axle shafts.

Further activities of MAN again focused on the development of the diesel engine. In the same year, 1927, the company completes the range of engines with models with one or two inlet valves and a vertical nozzle with 4-6 nozzles, proposed by Robert Bosch. The range is replenished with 4- and 6-cylinder diesel engines with a volume of 7.4 and 12.2 liters, with power from 60 to 120 hp. Such engines are beginning to be installed on new MAN KVB and S1H6 vehicles, which are already capable of carrying 5.0 and 8.5 tons.

In 1931, MAN produces the most powerful diesel truck in the world - the three-axle S1H6, driven by a 6-cylinder D4086B unit, which produced 150 hp. with a working volume of 16.6 liters. At this point, MAN completes almost all of its machines with ZF gearboxes, which use a double final drive. Cars of those years already have pneumatic brakes and low profile steel frame. In parallel, developments are underway gasoline engine, which stop in 1932 due to the release of the next generation of a diesel engine with a nozzle above the combustion chamber. This design receives a high-speed 6-cylinder engine capable of delivering from 60 to 150 hp at 2,000 rpm. depending on working volume.

By the mid-30s of the 20th century, the MAN truck range already included 13 vehicles with a payload capacity of 3 to 10 tons. Also at this time, MAN begins serial production of two-axle trucks E1 / E2 and F2 / F4 capable of taking on board from 2.5 to 8.0 tons and equipped with diesel engines with power from 65 to 160 hp. These trucks get a new cab and become one of the most modern of their time. The period from 1933 to 1938 saw a rapid growth in MAN's production capacity: production grows from 323 to 2,568 trucks, 25% of which are exported.

In 1937, Paul Wiebeck proposed another design innovation for a diesel engine: he developed a film mixture formation, which made it possible to improve mixture formation, reduce heat loss, increase power and efficiency. The first to receive such a design is a 9.5-liter 6-cylinder engine with a capacity of 120 hp, installed on a five-ton M1 truck. The engine receives a hemispherical combustion chamber.

In 1935, the German company naturally converted to the production of army equipment, especially 6 × 6 army trucks. By 1941, the only civilian 4.5-ton L4500 truck with a D1046G diesel engine (8-liter working volume, 110 hp) remained in the MAN model range. On its basis, the company produces an army truck MAN ML4500S and 4500A (the first formula is 4 × 2, and the second is 4 × 4). During the Second World War, MAN factories produced Tiger I, Tiger II, Tiger III and Tiger V tanks. Also, on the basis of MAN, the design of an experimental amphibian 8 × 4 began.

In the period from 1944 to 1945, the MAN plant in Nuremberg came under repeated bombing by "enemy" aircraft. Work at the plant resumed only on May 8, 1945, when repairs began at its base. american trucks. This is a difficult period in the history of MAN. Only in autumn, the plant starts assembling the pre-war MAN L4500 truck, which became the prototype for the new 4.5-ton MK truck, capable of carrying from 5.0 to 6.5 tons of cargo. The cars were driven by 120-130 hp diesel engines. and were completed with a 5-speed ZF gearbox (still the same version with a double final drive).

Promising engineering developments by MAN are resumed only in the early 1950s. As a result of the design innovations of Professor Siegfried Meirer, MAN launches a turbocharged diesel engine. Meirer's most important invention is the new cylinder head. Meirer also offers a spherical combustion chamber, double-hole nozzles, forced lubrication of the cylinder and plunger, and a spiral inlet. Due to all these innovations, a strong vortex flow was created in the cylinder, from which the fuel was even better mixed with air. In honor of the inventor, the system was dubbed the M index. The new diesel engines were distinguished by soft operation, high efficiency and economy. The market attractiveness of the new engine was so high that in the 50s and 60s. many European, Asian, American and Australian companies buy a license for its production.

The company itself is globally switching to the M system, and in the early 50s. creates on its basis a new family of 6- and 8-cylinder engines with a volume of 8.2 and 10.6 liters, with a capacity of 120 and 155 hp. The release of new engines is followed by an update of the trucks themselves. From this moment, the manufacturer begins to encrypt truck models with their load capacity and power into digital indices.

Initially, the new range of models consists of 5 trucks, starting with a 5-ton 115-horsepower MAN 515L1, ending with an 8.5-ton truck MAN 830L. In 1954, the first serial turbocharged MAN truck was added to the range, which was the 7-ton truck 750TL1, which received a 6-cylinder D1246M engine with a volume of 8.2 liters and a power of 155 hp, available at 2,000 rpm.

In the mid-1950s, MAN trucks became so popular that one plant in Nuremberg was no longer able to meet market demand. On this basis, the company is looking for possible options expanding production capacity and in April 1955 concludes a deal to purchase a former plant aircraft engines BMW in Munich. The plant is being re-equipped very quickly and from November 15 it starts producing MAN trucks of the new L series, which received an all-metal cab and a panoramic windshield, wide short hood and streamlined fenders with integrated headlights.

By 1959, MAN completes the L 25 series with base chassis variants with a load capacity of 4.0 to 8.5 tons (models with an index from 415L1 to 860L). All trucks of the new series are equipped with 6-cylinder Meirer engines with power from 100 to 160 hp. There is also an innovative truck variant with a cab above power plant– MAN L1F. The newly acquired plant in Munich is expanded and becomes the headquarters. So, from the initial staff of 2,270 people in 1955, by 1962, 10,000 people already work at the plant. They assemble 10,000 trucks a year. The management of the plant carries out another reorganization and puts into operation a new assembly shop 300 meters long, which allows increasing the production volume to 12,400 chassis per year. The old MAN plant in Nuremberg continues to produce engines, axles and various castings.

In 1963 the company presents new series 10.212 with a fundamentally new 6-cylinder engine with 212 hp. In the period from 1965 to 1966, the MAN truck family was replenished with two and three-axle hooded and cabover vehicles with a payload capacity of 6 to 14 tons (MAN 520H - MAN 21.212DK models). The family is equipped with the safest and most economical engines of its time, developing from 115 to 230 hp. In 1963, the company began to cooperate with the French company Saviem. After 3 years, MAN buys a license to produce Saviem models with a payload capacity of 1.5 - 3.5 tons, assembled under the MAN-Saviem brand (models 270, 475, 485 and others). This strategic move makes it possible to bring the range of MAN trucks to 22 models by 1967 (from 5.126 to 22.215). By this time, a new angular cabin was installed on the entire chassis above the engine and the model indexing was officially changed: the first digit indicates the rounded gross weight of the model, and the numbers after the dot indicate the power of the engine.

At that time, the Hungarian company Raba buys a license from MAN for the production of its vehicles and engines at its facilities. Brasovsky does the same. car factory(Romania). The assembly of certain MAN models under the guise of different brands, starts in Yugoslavia, Portugal, Turkey, India, South Korea and even South Africa. At the same time, MAN is conducting a less visible cooperation with the automobile concern Daimler-Benz on the design of new engines, air suspension and planetary wheel reduction gears. As a result of their joint work in 1970, the D2858 V8 engine with a displacement of 15.4 liters and a power of 304 hp was produced, which began to be equipped with MAN mainline tractors.

A little earlier, in 1968, MAN buys a 25% stake in the large German truck manufacturer Büssing, a complete takeover of which ends by 1971. This merger results in a change to the truck's radiator grille, where the MAN lettering appears, complete with a snarling Bussingian lion. Since 1972, the MAN model range has consisted of 30 basic chassis, equipped with 70-320-horsepower engines. The carrying capacity of all models falls within the range from 1.8 to 18.7 tons (starting with the weakest model 470F, ending with the road monster 30.256DH). Also in 1970, MAN absorbs the Austrian company OAF, whose production facilities in Vienna begin to produce special multi-axle chassis, heavy dump trucks and fire engines with engines that develop up to 760 hp!

Since the mid 70s. MAN ceases to produce V-shaped engines, completely switching to 6-cylinder engines. Another important innovation is the transition to modular design. Particularly successful are the third-generation 5- and 6-cylinder D25 engines, which received turbocharging and a working volume of 9.5 and 11.4 liters.

Since 1976 some production models complete mechanical boxes ZF gears.

In 1977, MAN brought to the autumn motor show in Frankfurt an 8.5-ton model 19.280F with a 6-cylinder diesel engine D2566T. With a power of 280 hp. this model was recognized as the most economical in its time. For the first time in its history, MAN became Truck of the Year (1978)! MAN produces 21,337 trucks per year.

In 1979, MAN begins cooperation with Volkswagen. Together, the companies produce middle-class trucks under the MAN-VW brand. The first-born of joint cooperation is the G series, consisting of five basic models(starting at 6.90F, ending at 10.136F). Trucks have a payload capacity of 2.7 to 6.5 tons, get a new cab over a MAN diesel engine of the D02 series with a displacement of up to 3.8 to 5.7 liters. These engines develop from 90 to 136 hp. power. The chassis for all MAN-VWs is designed and assembled by Volkswagen engineers.

In 1980, another MAN machine becomes the Truck of the Year - model 19.321FLT. It is equipped with a turbocharged 6-cylinder D25 engine with a displacement of 11.4 liters and power from 230 to 320 hp. In various variations, this engine becomes the main power plant of MAN in the 80s. Five years later, the company releases the successor to 19.321FLT - D2866, which received a 12-liter turbocharged engine with a capacity of 260-360 hp.

Since 1985, MAN-VW trucks have been assembled at the former Büssing plant in Salzgitter, which significantly reduces Volkswagen's share in the joint project. In 1987, the companies show the second generation of the G90 series, also consisting of five models (6.100 - 10.150). In these trucks they put a 6-cylinder engine of the D08 series with a displacement of 6.9 liters. A few years later, Volkswagen terminates the contract with MAN, and the product of their joint cooperation forms the basis of the new generation L2000.

In 1985, the cargo department of MAN AG becomes an independent company - MAN Nutzfahrzeug AG, which employs more than 20,000 people in Germany alone. In 1986, the newly formed company updates the family of trucks with a series of heavy F90 models with a gross curb weight of more than 18 tons. MAN F90 becomes another Truck of the Year winner in 1987. In 1988, the large F90 is complemented by the medium M90 with gross weight from 12 to 24 tons. All trucks are equipped with in-line 6-cylinder turbocharged and intercooled engines, which developed 150 - 360 hp. From this series, all MAN trucks are equipped with multi-stage gearboxes, front disc brakes, anti-lock ABS system, hypoid final drive and new planetary wheel reduction gears. MAN truck cabs are starting to meet the highest ergonomic and safety requirements. A special series of Silent trucks is also being introduced, featuring elastic cab suspension and enhanced sound insulation.

At the end of the 80s, the German company replenished its model range with truck tractors of the UXT series (4 × 2 and 6 × 2 wheel formula). In these machines, horizontal engines are installed under the chassis frame. For the most powerful multi-axle chassis and tractors, MAN-Daimler-Benz V-engines were offered, developing from 365 to 760 hp.

In 1990, MAN began producing an environmentally friendly version of the D08 and D28 diesel engines (since then, a wide range of in-line 4-, 5- and 6-cylinder engines and a turbocharged V10 engine have been available, which developed from 190 to 500 hp). From the same year, MAN completely absorbs the Austrian company Steyr, which allows the company for the first time in its history to increase its annual production to 30,000 vehicles.

Also in the 90s. MAN launches the new 2000 tractor range, which consists of numerous models with gross weights ranging from 6 to 50 tonnes. Road trains weighing up to 180 tons were even available! The entire 2000 series consisted of the light L2000, medium M2000 and heavy F2000, replacing the older G90, M90 and F90 series respectively. These trucks get rich equipment electronic devices for adjusting the engine, air suspension, wide settings for the driver's seats, air conditioning, anti-lock and traction control system. All trucks and tractors began to be equipped with front ventilated disc brakes, power steering, pneumatic 2-circuit braking system and brake pads with wear sensors.

In 1994, MAN launches the L2000 light truck range, which consisted of two-axle vehicles with a gross weight of 6 to 11.5 tons. For them, 6-cylinder turbocharged engines were prepared, developing 113-220 hp. For cars, a choice of 5- and 6-speed gearboxes and rear air suspension were offered.

All-wheel drive truck MAN L2000 4×4. 1993 - 2000

Cars for urban use were recommended to be bought with a 5-speed automatic transmission and a hypoid main gear, as well as with a diesel-electric transmission. The medium range M2000 was launched into production in the spring of 1996. It had a choice of 42 chassis options 4 × 2, 4 × 4 and 6 × 2, with a mass of 12 to 26 tons and up to 32 tons as part of a road train. In technical terms, the M2000 series was a hybrid variant of the light L2000 and the heavy F2000. The M2000 range was equipped with engines ranging from 155 to 280 hp, boxes with 6, 9 and 16 steps and rear disc brakes.

The gross weight of the heavy F2000 series ranged from 19 to 50 tons. These trucks once again won the honorary title of Truck of the Year in '95. For the heavy series, 65 wheel formula options were available, starting with the 4 × 2 formula and ending with the 10 × 4 formula. Various cabs were offered, wheelbase ranging from 2,600 to 5,700 mm, normal and low frame arrangement.

In 1998, MAN launches the second generation F2000 Evolution. The update mainly affected the cab lining. In addition, the cars began to be equipped with highly economical turbocharged engines, an intercooling system and an electronic control unit. The F2000 Evolution was equipped with 6-cylinder engines D2866 and D2876 with a displacement of 12 and 12.8 liters, capable of developing 310 and 460 hp. respectively. Also, the most powerful engine in Europe appears in the sleeve of MAN - D2640 V10, with a displacement of 18.2 liters and a power of 600 hp. The technical range of trucks is replenished with 16-speed gearboxes, 1- and 2-disc clutches, front ventilated disc brakes with electronically adjustable brake force, air suspension or suspension with parabolic springs, Voith hydraulic brake retarder.

The new cabin was offered in four versions, where one or two berths were already available. High driver comfort was facilitated by an internal length of up to 2,205 mm and a height of up to 2,170 mm. The most comfortable was the Topaz package with a backup heating system, heated seats, leather and wood trim and even a refrigerator. In addition to the standard version, special versions were offered for the F2000 that could run on liquefied gas. For the transportation of lightweight cargo, the company has developed bodies with a capacity of 40-50 m3. On the basis of the second generation F2000, dump trucks and off-road tractors were produced.

In 1999, MAN sets another record - annual production is brought to 56,300 vehicles with a curb weight of 6 tons, which at that time was equal to 3.5% of world production. At the beginning of 2000, MAN produces its millionth truck.

At the end of 2000, MAN expanded its model range with a new high-tech heavy TGA family with engines that met Euro-3 efficiency standards. New diesel engines had a working volume of 11.9 to 12.8 liters and developed from 310 to 510 hp. From this period, all trucks are equipped with 16-speed and automated 12-speed gearboxes with electronic control. Disc brakes, computer systems are already installed on all wheels, and 5 cab options are offered with different internal heights from 1,180 to 2,100 mm.

In 2000, MAN buys the Polish Star plant and takes over the English company ERF. Since then, the company's staff has reached 32,000 people.

In 2001, the MAN TGA is once again named Truck of the Year. At the same time, MAN is switching to a new simplified marking, where the L, M and F generations of the Evolution begin to be denoted by the indices LE, ME and FE, combined with a digital engine power indicator.

Since the beginning of the century, the range of MAN military trucks has also become quite extensive: all vehicles for the needs of the army are equipped with all-wheel drive and a wheel arrangement from 4 × 4 to 10 × 10. Here MAN applies the most powerful engines, capable of developing from 110 to 1,000 hp. On their basis, powerful airfield fire engines are also produced.

Even with a full load, they can develop top speed 120-140 km / h, and acceleration from 0 to 80 km / h takes a fully loaded truck 22-25 seconds. The manufacturer himself gives a guarantee of a service life of up to 20 years.

Tourist bus MAN Lion's Star. 2003

In 2001, MAN introduces the new coach Lion's Star, which wins the design award in 2002 and the comfort award in 2003.

2004 year. This period was marked by the start of mass production of a new diesel engine - the D20 Common Rail.

The year 2005 is associated with a change of leadership for the brand - Rudolf Rupprecht leaves the company and Hakan Samuelsson becomes the new chairman of the group's board. Hakan focuses all the efforts of the company on the development of the global market. At the Munich Truck Show 2005, MAN is showing a new vehicle series, the TGL.

2007 is associated with a phenomenal sporting success for MAN - its truck wins the Dakar Rally (driven by Dutch driver Hans Stacey). In the same year, the company sells 93,230 trucks and about 7,350 buses worldwide.

2008 year. The new trucks of the MAN TGX and TGS series receive the Truck of the Year award. An important technical innovation is the transition of the TGX series to automatic transmissions from ZF. This year, the company generates revenue of 14.495 billion euros, which is an increase of 6% compared to the previous year. MAN's net profit in 2008 amounted to 1.247 billion euros.

In the same year, MAN discontinues the TGA series, which is replaced on the conveyor by the more modern TGX and TGS series.

As of 2013, the main shareholder of the company is the VW Group concern, which owns 55.9% of the shares. The remaining 44.1% of MAN's shares are in free float. The company consists of 3 major divisions:

• MAN Truck & Bus AG. Produces MAN, ERF and STAR trucks. Buses are produced under the Neoplan brand.
• MAN Ferrostaal AG. Develops and builds high-tech manufacturing enterprises.
• MAN Diesel & Turbo. Produces marine and diesel engines, as well as turbines.

MAN works closely with CEPSA (Spain), which produces various lubricants and materials for trucks.

The company has its official representative office in Russia - MAN Truck & Bus Rus LLC, which since 2010 has been under the patronage of CEO Lars Himmer. By 2008, MAN launched 40 dealer stations Maintenance, and two years later their total number reached 50.

In the spring of 2011, MAN started construction of its truck assembly plant near St. Petersburg. The estimated production capacity of the enterprise is 6,000 trucks per year. All manufactured trucks at this plant will be sold in the territory of the CIS countries.

In 2013, MAN carried out a complete restyling of its model range - trucks TGX, TGS, TGM and TGL.

TGX truck series. These are classic truck tractors, characterized by maximum comfort for the driver and capable of pulling from 15 to 70 tons. These trucks are powered by engines ranging from 360 to 680 hp.

TGS truck series. The series is represented by truck tractors, classic "loners", dump trucks and various construction equipment. They can carry a payload of 18 to 70 tons with engine power from 360 to 680 hp.

TGM truck series. The family is represented by medium-duty trucks, dump trucks and classic "loners" capable of carrying from 7 to 20 tons of cargo. Models are equipped with motors with power from 240 to 380 hp.

TGL truck series. Runabouts for everyday use in the city. They carry a payload of 5 to 7 tons and are driven by motors with a capacity of 150 to 250 hp.

Light truck MAN TGL 8.180. year 2012

Published: October 10, 2011

MAN - German manufacturer of trucks (MEN, MAN)

MAN SE is a German engineering company specializing in the production of trucks, buses and engines. Founded in 1897, formerly known as Maschinenfabrik Augsburg-Nürnberg AG(Machine factory Augsburg-Nuremberg, AO). The headquarters is located in Munich.

Owners and management

The main shareholder of the company is the automotive Volkswagen concern Group (29.9%), the remaining shares are in free float.

Activity

MAN SE has the following divisions:

• MAN Nutzfahrzeuge - a division engaged in the production of trucks of the brands MAN, ERF (Great Britain) and STAR (Poland), as well as Neoplan buses;
• MAN Diesel & Turbo SE - a combined division engaged in the production of marine and diesel engines (it is the third largest manufacturer of trucks in Europe) and the production of turbines of various capacities;
• MAN Ferrostaal AG - a division engaged in the development and construction of high-tech manufacturing enterprises;
• MAN Latin America.

The MAN concern cooperates with the large Spanish company CEPSA, which produces various types of lubricants and materials for it.

MAN in Russia

In Russia, the interests of the company are represented by MAN Automobiles Russia LLC, Lars Himmer (general director) has been appointed its head since July 1, 2010. By the summer of 2008, there were 40 dealer service stations in Russia, and by 2010 it was planned to increase their number to 50.

In the 4th quarter of 2008, the company achieved leadership in truck sales in Russia, overcoming the backlog from Scania and Volvo, and plans to maintain leadership in sales in 2008.

In April 2011, the construction of a truck assembly plant in Shushary (St. Petersburg) was announced. It is expected that the cost of building an enterprise with a capacity of 6,000 units per year will be 25 million euros, the products will be sold in the CIS countries.

The lineup (in preparation)

TGX

Truck tractors and classic "loners" with the maximum level of comfort for the driver, a payload of 15 to 70 tons (de facto) and engines from 360 to 680 hp.

TGS

Truck tractors, classic "loners", dump trucks and various construction equipment on the MAN chassis with a payload of 18 to 70 tons (de facto) and engines from 360 to 680 hp.

TGA

Until 2007, under this index, all versions that are now sold as TGX and TGS were sold.

TGM

Medium-duty trucks, including classic "loners" and dump trucks with a payload of 7 to 20 tons (de facto) and engines from 240 to 380 hp.

TGL

Small trucks for local urban transportation with a payload of 5 to 7 tons (de facto) and engines from 150 to 250 hp.

the article is based on the materials of the site: en.wikipedia.org as of publication date