MAN D15 (D1556) engine: displacement, ratings and generations

The MAN D15 is a 9.0-litre in-line six-cylinder common-rail diesel engine from MAN Truck & Bus; its type designation is D1556. MAN presented it for its trucks in April 2019 and fits it to the MAN TGS and TGX with 330, 360 and 400 hp. As the D1556 LOH it powers the MAN Lion’s City and Lion’s Intercity buses with 280 to 360 hp, and MAN Engines offers the D1556 for special-purpose vehicles and for construction and agricultural machines. On this site it is one of the engines of the MAN TGS, MAN TGX, MAN Lion’s City and MAN Lion’s Intercity.

Status as of 26 October 2026. Read that day: MAN Engines’ D1556 product page, its on-road engine brochure (undated) and its off-road brochure for agricultural machinery (status 10/2025), MAN’s specification pages for the TGS and TGX, its Lion’s City diesel page, and six MAN press releases dated 8 April 2019, 10 February 2020, 21 October 2020, 16 November 2020, 17 November 2020 and 15 December 2020. All twelve are the maker’s own documents.

Maker, name and layout

MAN’s release for the bauma 2019 fair, published in German on 8 April 2019, says that MAN Truck & Bus builds four engine series for its trucks, D08, D15, D26 and D38, at its engine plant in Nuremberg, and that the common-rail injection system is the element all MAN engines share. For the D15 it gives a displacement of “9037 ccm”, which is 9,037 cm³, a stroke of 145 mm and a bore of 115 mm, and says that MAN traditionally derives the engine designation from the bore. In its table of the model-year 2019 engines the D15 appears as “6 Reihe”, an in-line six. MAN Engines’ D1556 product page lists the same layout: cylinder arrangement in-line, 6 cylinders, bore 115 mm, stroke 145 mm, displacement 9.0 l. Its agricultural brochure adds four valves per cylinder.

The same 2019 release describes a new common-rail injection system with leak-free injectors and injection pressures of up to 2,500 bar, and a single-stage exhaust turbocharger. For the off-road version MAN Engines names a turbocharger with variable turbine geometry (VTG), a DENSO common-rail pump and, in the agricultural brochure, engine control by Bosch. The product page says the D1556 is developed and built in MAN’s International Engine Competence Centre in Nuremberg.

The letters in the type designations follow the key in MAN Engines’ on-road brochure: D for diesel engine, L for exhaust turbocharging and intercooling, F for front installation, O for buses and H for rear installation. The brochure lists the special-purpose vehicle versions as D1556 LF 17, 18 and 19 and the bus versions as D1556 LOH 16, 17 and 18; it does not explain the numbers after the letters.

Generations and versions

The MAN documents read describe four versions of the D15: the truck engine of model year 2019, the D1556 LOH for MAN’s buses, a Euro 6e version in MAN Engines’ current on-road brochure and the off-road D1556. They give no launch date for the bus version, the Euro 6e version or the off-road D1556.

Truck engine, model year 2019

The bauma 2019 release presents a new MAN engine family in Euro 6 form for model year 2019 and the D15 as its new member: “Premiere der neuen Motorenbaureihe D15 im Lkw”, the premiere of the new D15 engine series in trucks, at the fair held in Munich from 8 to 14 April 2019. It says that from 2019 the new 9-litre D15 takes the place of the D20 engine in its Euro 6 version in the TGS and TGX truck ranges. Its engine table gives 330 PS (243 kW), 360 PS (265 kW) and 400 PS (294 kW), each at 1,800 rpm, with 1,600 Nm at 1,000–1,400 rpm, 1,700 Nm at 1,000–1,400 rpm and 1,800 Nm at 1,000–1,500 rpm. The German release writes horsepower as PS; MAN’s English releases give the same figures in hp.

For exhaust aftertreatment the release names SCR technology combined with the self-regenerating MAN CRT filter system, and its passage on the D08 says that, as on the D15, only selective catalytic reduction (SCR) is used for exhaust aftertreatment, likewise combined with an oxidation catalyst and a CRT filter. With the new engine generation, it says, a modular aftertreatment system came to the whole TG range; the TGX and TGS use the larger of its two units, which combines the SCR catalyst with a diesel particulate filter, a diesel oxidation catalyst and the AdBlue injection. For the D15 it also lists a controllable charge-air throttle valve ahead of the engine and an exhaust flap after it, which together speed up warm-up and keep the exhaust temperature high enough for the SCR aftertreatment. The release also says MAN offers the D15 with the Turbo-EVBec engine brake, giving up to 350 kW of braking power in stepped control from an electronically controlled, pneumatically actuated flap placed ahead of the turbocharger. How such engine brakes work is covered in retarders and engine braking explained.

MAN’s release of 10 February 2020 on its new truck generation lists the MAN D15 “from 330 to 400 hp” among the three engine series of the new TGX, “for light long-haul transport”, names the D15 as one of the two engine series of the new TGS, and says that the “Euro 6d engine range” was “introduced back in 2019”. Its release of 21 October 2020 says the D15 “was originally developed and introduced in 2019, has a nine litre capacity and a performance spectrum of 330 hp, 360 hp and 400 hp”, and the fire-service release of 17 November 2020 describes it as the “newly developed D15 9.0-litre six-cylinder engine launched in 2019”.

MAN’s current TGS and TGX specification pages list the engine series D1556 as “6 in-line” with 9.0 litres and 294 (400), 265 (360) and 243 (330) kW (PS), and mark it in the column for the Euro 6 emission standard.

Bus engine D1556 LOH

MAN’s release of 16 November 2020 on the EcoLife 2 gearbox describes the new MAN Lion’s City with “the 9-litre diesel engines of the new D15 series with its power stages from 280 hp (206 kW) to 360 hp (265 kW)”, says the Lion’s Intercity is “now also available with the new D15 engine and its three power stages”, and names the D15 for the MAN Lion’s Chassis RR8/9 and RC2/3 bus chassis. The Lion’s Intercity release of 15 December 2020 calls the engine the “D1556 LOH adopted from the new city bus generation”, a 9-litre six-cylinder in the “280 hp (206 kW), 330 hp (243 kW) and 360 hp (265 kW) power levels with a maximum torque of 1,200 Nm to 1,600 Nm”. MAN’s current Lion’s City diesel page lists the “MAN D15 engine with 280 to 360 HP” and a displacement of 9 litres.

Euro 6e versions in the on-road brochure

MAN Engines’ on-road brochure, which carries no date in the text read, lists the D1556 under Euro 6e in two sections: engines for special-purpose vehicles, whose typical applications it names as fire fighting vehicles, road sweepers, truck modification and all terrain vehicles, and engines for buses. Its overview pages give 243–294 kW for the special-purpose versions and 206–265 kW for the bus versions. Its note on the tables reads: “Nominal rating: The maximum engine rating is according to ISO 1585 89/491 EEC.”

For the 330 hp step the brochure’s tables print 234 kW, while its own overview for special-purpose vehicles starts at 243 kW, and MAN’s TGS and TGX specification pages and its December 2020 Lion’s Intercity release give 330 hp as 243 kW. The table above keeps the brochure’s printed figures. The brochure gives a dry weight of 882 kg for each of the three bus versions. How rated power, engine speed and torque figures on such data sheets relate is explained in reading truck power figures.

Off-road D1556

MAN Engines’ product page presents the D1556 as a 9-litre off-road engine that “delivers between 205 and 324 kW (279 and 440 HP)”; its highest power variant reaches a maximum torque of 1,970 Nm at 1,150 to 1,300 rpm. The page gives the rated power according to UN ECE-R120, and the agricultural brochure gives the same 205–324 kW (279–440 hp) as power according to ISO 3046-1, with a nominal speed of 1,900 rpm. The product page names construction machines such as excavators, wheel loaders and mobile cranes and agricultural machines such as tractors, forage or combine harvesters as applications, and both documents give a dry weight of 860 kg.

Fuels and emission class

The D15 is a diesel engine. MAN’s release of 8 April 2019 states that the D15, like the D38, D26 and D08, can be run without subsequent conversion on paraffinic fuels such as hydrotreated vegetable oils to EN 15940. What that standard covers is set out in what is HVO fuel. For the off-road engine, the product page says the downgrade versions can be used in countries with sulphur contents of up to 2,000 ppm in diesel. None of the MAN documents read for this page lists a gas version of the D15.

The emission class the documents give differs by date and use. The bauma 2019 release places the D15 in MAN’s Euro 6 engine family for model year 2019, MAN’s February 2020 release calls that range Euro 6d, the TGS and TGX specification pages mark the D1556 as Euro 6, and MAN Engines’ on-road brochure lists the LF and LOH versions as Euro 6e. The steps from Euro VI A to E, and why spec sheets write them as Euro 6e, are covered in how the Euro VI steps work.

On the aftertreatment, the on-road brochure lists “SCRT” for the special-purpose versions and “SCRT only” for the bus versions, and MAN’s fire-service release of 17 November 2020 says that, because of the SCR technology, the exhaust aftertreatment in all engine series of the new MAN Truck Generation requires the AdBlue additive. For the off-road D1556, MAN Engines lists DOC/DPF and SCR for EU Stage V and US Tier 4, with only the SCR assembly used for the downgrade to EU Stage IIIA/IIIB, and says the engine “uses an SCR-only system without separate exhaust gas recirculation”. The agricultural brochure gives the Stage V and Tier 4 versions as 217–305 kW. How SCR and AdBlue work is set out in SCR and AdBlue explained.

Trucks and buses on this site with the MAN D15 (D1556)

Four model pages on this site list the D15. The figures below are those of each model’s own page and the maker’s source that page cites, as each page records the engine; they are not the engine-level tables above.