MAN D26 (D2676) engine: displacement, ratings and generations

The MAN D26 is a 12.4-litre in-line six-cylinder common-rail diesel engine from MAN Truck & Bus; its type designation is D2676. MAN’s documents name it for the MAN TGX and TGS heavy trucks and for the MAN Lion’s Coach and Neoplan Tourliner coaches, and MAN’s current product pages list it in a Euro 6e version with four ratings from 324 kW to 397 kW. On this site it is one of the engines of the MAN TGS, MAN TGX, MAN Lion’s Coach, Neoplan Skyliner and Neoplan Tourliner.

Status as of 26 October 2026. Read that day: MAN’s equipment pages for the TGX and TGS, its TGX efficiency and economy page, the MAN Lion’s Coach technical data page, the Neoplan Tourliner page, MAN’s brochure for fire service and emergency services vehicles, its bus chassis brochure dated 05/2026, and five MAN press releases dated 30 October 2018, 8 April 2019, 10 February 2020, 16 June 2021 and 10 March 2022. 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. In its passages on the D08 and D15 the same release says that MAN traditionally derives the engine designation from the cylinder bore. For the D26 it gives a bore of 126 mm and a stroke of 166 mm, and in its engine table “12.419 ccm” for all three D26 ratings, which is 12,419 cm³.

The full type code D2676 appears on MAN’s current TGX equipment page and in its fire-service brochure, where the engine table reads “D2676 R6” with 12,4 l. In two of MAN’s coach documents the code carries the suffix LOH: the Neoplan Tourliner page gives the engine as “MAN D2676 LOH, R6 vertical, Euro 6”, and MAN’s June 2021 release on the Italian operator Itabus describes the Lion’s Coach as powered by a “6-cylinder, 470 hp (346 KW) Euro 6 D2676 LOH diesel engine”. MAN’s October 2018 UK release calls it an “upright six cylinder, EGR and SCR equipped engine”. The MAN Lion’s Coach technical data page sums it up as a “6-cylinder in-line common rail diesel engine” with “12.4 l displacement”. None of the documents read explains the suffix letters. The engine in the photograph above is described on its Wikimedia Commons file page as a D2676 LF25 of 353 kW, photographed at the IAA 2014.

Generations

The MAN documents read show three stages of the D26 under the Euro 6 rules: the version listed before model year 2019, the revised version of model year 2019 and the current Euro 6e version. The documents read do not say when the D2676 was first introduced.

Before model year 2019

MAN’s UK release for Euro Bus Expo 2018, dated 30 October 2018, says that all engine powers of the Neoplan Tourliner, “420, 460 and the 500”, use the MAN D2676, “12.419 litre, Euro 6 and 6c compliant”. It lists them as “MAN D2676, 420 hp (at 1,800 rpm) 2,100 Nm”, 460 hp with 2,300 Nm and 500 hp with 2,500 Nm, each torque figure “at 930 - 1,350 rpm”. For the two coaches on show it gives the kilowatts of two of these ratings: 460 bhp or 338 kW, and 420 bhp or 309 kW.

Model year 2019

The bauma 2019 release presents a new MAN engine family in Euro 6 form, to be introduced to the market during 2019, with the D26 completely revised. Its new ratings are 430, 470 and 510 hp; the release says each gains 10 hp and 100 Nm over the previous version. Its engine table gives 430 hp (316 kW), 470 hp (346 kW) and 510 hp (375 kW), each at 1,800 rpm, with 2,200, 2,400 and 2,600 Nm “@ 930 - 1350 U/min”. The release says the engine lost about 70 kg in weight in this version.

It lists the technical changes. The combustion chamber geometry was reworked, with higher compression and a reduced exhaust gas recirculation rate. A new leak-free injection system has new injectors. A single-stage turbocharger works with a new EGR module designed for single-stage charging and the reduced EGR rate, and an electric wastegate controls the boost pressure, which allowed the ignition pressure to be raised to 220 bar. Direct charge-air cooling lets the components of the low-temperature cooling circuit be left out. An electrically controlled engine exhaust flap with position feedback governs exhaust pressure and temperature, and the exhaust aftertreatment injects AdBlue without compressed air.

MAN’s release of 10 February 2020 on its new truck generation names the D26 “from 430 hp to 510 hp” among the three engine series of the new TGX and says MAN offers the new TGS with the D26 or D15 engine. In coaches, MAN’s June 2021 Itabus release gives the 13-metre Lion’s Coach the 470 hp (346 kW) D2676 LOH, and MAN UK’s release of 10 March 2022 describes a 13.4-metre Neoplan Tourliner P20 “powered by the latest MAN D26 12.4 litre Euro 6d engine, which develops 470 bhp and 2,400 Nm”.

Euro 6e

MAN’s current TGX and TGS equipment pages list the D26 with “324 kW – 353 kW – 382 kW – 397 kW”, “Increased power (+ 20 HP to 540 HP)” and “two-stage exhaust gas recirculation”, and say “The engine now meets the Euro 6e standard”. The TGX efficiency and economy page names a “single-stage turbocharger” and power “up to 540 HP, while also complying with Euro 6e”. MAN’s fire-service brochure puts the change differently: “Take the MAN D26 Euro VIe”, it says, “With 10 hp and 50 Nm more torque”, and adds that the D26 “now also comes with a peak power rating of 540 hph”. None of these documents gives a date for the Euro 6e version or the engine speeds of its ratings.

The four ratings, with the torque figures from the fire-service brochure’s table of Euro VI truck engines:

The TGX and TGS pages list the four ratings in kilowatts only. The Neoplan Tourliner page lists the MAN D2676 LOH, “R6 vertical, Euro 6”, with 324 kW and 2,250 Nm, 353 kW and 2,450 Nm, and 382 kW and 2,650 Nm across its versions; the horsepower figures printed beside two of those kilowatt values on that page do not match them, so only kilowatts are given here. The MAN Lion’s Coach technical data page gives “440 to 520 HP” and “2,250–2,650 Nm max. torque”. How kilowatts, horsepower and newton-metres relate is explained in reading truck power figures.

MAN’s fire-service brochure, which presents the TGL, TGM and TGS chassis as available ex works with optional special equipment for the fire service, lists the D2676 in its engine table; how such vehicles are built is covered in fire engines on truck chassis. MAN’s bus chassis brochure dated 05/2026 names “D20 / D2676” as the “Engine for coaches” and lists the Lion’s Chassis CO, a chassis for single- and double-deck coach and intercity bus bodies, with 360 hp to 520 hp and emissions categories “EEV to Euro 6”. Under the heading D20/D26 it gives Euro 6 (SCR) ratings of 324 kW/440 hp, 353 kW/480 hp and 382 kW/520 hp, and a separate EEV (SCR) line; the brochure does not say which of its ratings belong to the D20 and which to the D26.

Fuels and emission class

The D26 is a diesel engine. MAN’s release of 8 April 2019 states that all four engine series, D08, D15, D26 and D38, 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. None of the MAN documents read for this page lists a gas version of the D26.

The emission class the documents give differs by date: “Euro 6 and 6c compliant” in October 2018, Euro 6 for the model-year 2019 version, Euro 6d in the March 2022 Tourliner release and Euro 6e on MAN’s current truck pages. The bus chassis brochure gives “EEV to Euro 6” for the Lion’s Chassis CO, which it lists with D20 and D26 engines, without saying which class applies to which engine. The steps from Euro VI A to E, and why spec sheets write them as Euro 6e, are covered in Euro VI and Euro 7.

For exhaust aftertreatment, the Neoplan Tourliner page describes “The combination of exhaust gas recirculation EGR with the SCR filter”, and the October 2018 release calls the engine “EGR and SCR equipped”. The bauma 2019 release adds that with the new engine generation a modular aftertreatment system came to the whole TG range: the TGX and TGS use the larger of two units, which combines the SCR catalytic converter with a diesel particulate filter, a diesel oxidation catalyst and the AdBlue injection. How SCR and AdBlue work, and what the law makes the system detect, is set out in SCR and AdBlue explained.

Trucks and buses on this site with the MAN D26 (D2676)

Five model pages on this site list the D26. 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.