MAN TGM

The TGM is the medium-weight range of the truck generation MAN presented on 10 February 2020, between the light MAN TGL and the heavier MAN TGS. MAN’s launch release gives it a gross vehicle weight “from 12, 15 and 18 tonnes to 26 tonnes”, and its distribution release of 21 October 2020 a GVW of 12 t to 26 t. Since May 2026 the name also covers an announced battery-electric model, the eTGM, which MAN premiered at the Transpotec Logitec show in Milan on 13 May 2026 and showed in its electric line-up at IAA Transportation 2026 in Hanover; MAN’s eTGM page says its production “is expected to commence in December 2026”. Every figure in this page’s record is the diesel TGM’s. The eTGM has its own section at the end, where each of its figures is attributed to the MAN document that states it.

The page is built from MAN’s own documents. On man.eu: the joint TGM and TGL specifications page and the data sheet it links to (a PDF created in April 2023, according to its metadata), the TGM/TGL overview and equipment pages, the CC, TN, TM and DN cab pages and the MAN PowerMatic and MAN ComfortSteering pages, all read on 7 October 2026, and the TGM/TGL brochure D111.3698/EN of 09/2026. The GB detail comes from MAN Truck & Bus UK Ltd’s six Euro 6 TGM chassis sheets and its TGL & TGM cab sheet, all issued in May 2022. For the eTGM: the man.eu eTGM page, the eTruck brochure D111.3699/EN of 09/2026 and MAN press releases of 13 May, 2 June and 14 September 2026. As with the TGL, man.eu’s specifications page, data sheet, overview and equipment pages cover the TGM together with the lighter range; the TGM and TGL marks in the chassis matrix and the “For vehicle series” column of the engine table are what separate the two.

Overview and generations

MAN’s 2004 annual report announced that the truck unit would present “its new models in the light TGL series” in the spring of 2005 “and in the autumn, the medium TGM series”. Its 2005 report records the launch of the new TGL and TGM series and the capacity added at Steyr, Austria, to build their new cab. A MAN Truck & Bus France release of 3 August 2020 dates the start in two ways: its text says the medium tonnages entered the TG (“Trucknology Generation”) era in 2005 with the first TGL, “suivis par les MAN TGM en 2006” (followed by the TGM in 2006), while its summary line says the first TGL-TGM came out in 2005. The same release names the line’s predecessors, the M90 medium range of 1988 for 12 to 18.3 t and the M2000 of the mid-1990s, which shared a Steyr cab with the light L2000; it says the TGL and TGM cab was related to that of the TGA heavy range of 2000, and that the range was revised as a whole in 2012 and again in 2020.

MAN’s 2006 annual report lists the world premiere of the TGM 4x4, with all-wheel drive, at the IAA show in Hanover that year. The 2008 report headed a section “TGL and TGM series improved”, mentioning improved aerodynamics, and announced low-emission EEV engine options for all truck series from TGL to TGX in 2009. The 2009 report credits the diesel engines of the TGM and TGL series with cooled exhaust gas recirculation, oxidation catalysts and two-stage turbocharging with intercooling, and says the TGM’s common-rail engines do not require AdBlue.

The first electric TGMs were a test fleet of 2018. On 13 September 2018 MAN handed what its release calls “the first nine MAN electric trucks”, whose chassis it says are based on the MAN TGM, to member companies of Austria’s Council for Sustainable Logistics (CNL) at its Steyr plant for practical trials: eight 6x2 chassis and one 4x2 semitrailer tractor. MAN Truck & Bus UK’s release of 26 September 2018 calls them eTGMs and gives a motor in the centre of the frame rated at 264 kW, delivering up to 3,100 Nm to the drive wheels without a manually operated gearbox; 12 batteries and up to 200 km on the 26-tonne solo chassis (MAN TGM 6X2-4 LL); up to eight packs and up to 130 km on the 4x2 semitrailer tractor (MAN TGM 4X2 LL); and charging by AC at 22 or 44 kW or by DC at 150 kW, through CCS. The eTGM described at the end of this page was announced in 2026; MAN says its central drive unit, battery systems, high-voltage architecture and thermal management come from the eTGX and eTGS development.

MAN presented the current generation, TGL, TGM, TGS and TGX together, in Bilbao on 10 February 2020, calling it a completely newly developed truck generation, the first in 20 years. The launch release says MAN would keep offering the previous models “during the transition phase until the end of 2020” and that the TGL and TGM series continue to be built at Steyr. In it, the six-cylinder 250 hp D08 is “the basic power unit for the MAN TGM range, which extends up to a 320 hp 6-cylinder D08”, and while the TGL is 4x2 only, “the MAN TGM also offers 6x2, 6x4 and 4x4 wheel configurations”. MAN’s fire-service release of 17 November 2020 says the first body manufacturer launched fire service vehicles on the new TGL and TGM chassis in autumn 2020, and that by mid-2021 MAN would have updated its entire product portfolio to the new model series. No MAN document opened here dates the start of series production of the 2020-generation TGM, so the record carries no production year.

Wheel formulae and plates

MAN’s chassis matrix, shared with the TGL, marks four wheel formulae for the TGM: 4x2, 4x4 and 6x4 as a chassis or a tipper, and 6x2- as a chassis only; every other row of the matrix is blank for both ranges. The formulae themselves are explained in axle configurations. The fire-service release of November 2020 describes the range as “a two-axle truck from 12 to 18 tonnes and a 26-tonner with three axles”.

MAN Truck & Bus UK’s six GB sheets cover six vehicles on three plates. Every sheet prints identical Design and UK Legal columns, and every sheet’s base cab is the CC.

The axle plates follow the vehicle: 5,600 kg front and 10,000 kg rear on the 15 t rigid, with a 6,300 kg front-axle upgrade listed as optional; 7,100 kg front and 11,500 kg rear on the three 18 t sheets, with a 7,500 kg front upgrade optional; 7,500 kg front and 11,500 kg drive axle on the 26 t 6x2; and 7,500 kg front and 19,000 kg rear on the 26 t 6x4 tipper. Every sheet that prints a gross train weight footnotes it as a “Maximum value subject to specification”, and all six warn that tyre changes can affect legal weights. Some entries are reproduced here exactly as the sheets print them, although they do not match the rest of the same sheet: the 15 t sheet, titled “TGM 15 TONNE 4X2 RIGID”, gives its gross vehicle weight as “1500” in both columns and heads its performance table “at 7500 kg”; the 26 t 6x2 sheet prints its rear-axle row as “75000”; and the 18 t rigid and 4x4 sheets footnote a “6700 mm wheelbase available with 250 PS engine only” that neither sheet’s wheelbase table lists.

Cab

Four cabs are offered, all 2,240 mm wide: the CC compact cab, the TN and TM sleeper cabs and the DN crew cab. MAN’s documents give them these dimensions and uses.

The specifications page adds interior figures for two of the four. The CC is 1,550 mm long inside and the DN 2,650 mm, both 2,070 mm wide; standing height on the engine tunnel is 1,280 mm in the CC and 1,385 mm in the DN, and in front of the co-driver’s seat 1,585 and 1,645 mm, with 1,620 mm in front of the DN’s second row; roof storage compartments hold 27 and 41 litres. The DN’s engine tunnel is 260 mm high; the CC’s figure, “260/140 mm”, is footnoted for the TGL alone, 260 mm with the D0836 and 140 mm with the four-cylinder D0834. The cab pages print a height of 1,650 mm for the TN and 1,930 mm for the TM, and of 1,585 and 1,645 mm for the CC and DN, the same figures as the standing heights in front of the co-driver’s seat; the cab pages do not say what their height measures.

MAN’s specifications page calls the CC “slim, short, medium high”, where the brochure says standard height. The brochure describes the DN’s rear bench as a row of four seats with three-point belts; with an optional second passenger seat the cab takes up to seven people, and the DN cab page mentions step units at all four doors. The TN and TM rest area has a multizone cold-foam mattress on a slatted frame. Two interior schemes are listed, Desert Beige with Tuscan Red, not available for the CC and DN, and Dark Moon Grey with Silver. Entry is by a stair-type step unit in the middle of the door area, and MAN EasyControl puts four controls in the driver’s door that can be reached from outside. The TipMatic controls sit on the right-hand steering-column stalk and the control for the electric parking brake to the right of the instrument display; the brochure says the brake applies when the truck is parked and releases when it moves off, and the 2022 GB cab sheet lists an electronic park brake as optional on all four cabs. The steering wheel can be tilted forward to a horizontal rest position. The instrument cluster is fully digital, and the infotainment comes with a 7-inch or a 12.3-inch display, in five variants by the brochure’s count and six on the specifications page’s media table.

MAN Truck & Bus UK’s joint TGL & TGM cab sheet of May 2022 lists the standard and optional equipment cab by cab; it is set out on the MAN TGL page. One line of it differs between the ranges: the steel front bumper is marked optional on all four cabs with the note “Not TGL with CC cab”. Four of the six TGM chassis sheets, all of which have the CC as base cab, list it as an option adding 14 kg; the 4x4 and the 26 t tipper fit it as standard.

Engine

The TGM has one engine family, the six-cylinder MAN D0836 of the D08 series, 6.9 litres, in three steps. MAN’s table tags the 184 kW step for the TGM and the TGL alike and the two higher steps for the TGM alone; the four-cylinder D0834 on the same table is tagged for the TGL only.

The GB sheets print a capacity of 6,871 cc, which agrees with the 6.9 litres on man.eu. Both 26-tonne sheets list the 290 and 320 PS steps only. MAN’s equipment page shows a single figure, 184 kW, on its D0836 tab, where the specifications page gives all three steps; the 09/2026 brochure counts “six performance levels” for the D08 without listing them.

MAN’s global table heads its emission column “Euro 6” with no letter, and so do the GB sheets; the October 2020 release calls the engines of the TGL, TGM and TGS “Euro 6d” together, so no sub-step is claimed here for the TGM alone. All six GB sheets list selective catalytic reduction with a 35-litre AdBlue tank, a ground-discharge silencer incorporating a diesel particulate filter, an exhaust brake, cruise control, OBD-E and a road speed limiter at 89 km/h, and declare the chassis suitable for EN15940 paraffinic fuel.

For emergency vehicles the November 2020 release describes a public-service version of the 320 hp engine, in which the torque reduction the law stipulates on a fault in the exhaust-gas treatment, such as a lack of AdBlue, is disabled. MAN says it is fitted in the TGM from 13 tonnes gross train weight, and that all-wheel drive fire vehicles of weight classes M II (up to 14 tonnes) and M III (14 to 16 tonnes) can now have it too.

Transmission

Three gearbox types appear in MAN’s TGM documents. The GB sheets fit a 12-speed MAN TipMatic, an automated manual gearbox, as standard on the 15 t and 18 t 4x2 rigids and the 26 t 6x2, with a 9-speed manual as an option saving 16 kg; on the 18 t tipper, the 4x4 and the 26 t 6x4 tipper the 9-speed manual is standard and the TipMatic is the option, at 16 kg more. The twelve-speed runs from 10.37 in first to 0.81 in twelfth, with reverse ratios of 10.56 and 8.58; the nine-speed from 9.48 to 0.75, with a reverse of 8.97. All six sheets print the same clutch, a single plate 395 mm in diameter. MAN’s November 2020 release names the 12-speed as the TipMatic of the six-cylinder TGM; for emergency vehicles it describes an Emergency programme offered “for almost all versions” and, “depending on the series”, Offroad and Manoeuvre programmes selected with a turn wheel on the TipMatic stalk.

The third is the MAN PowerMatic, which MAN’s own page describes as a converter automatic and lists for the TGL and TGM; the TGM/TGL overview page says both models “are fitted with MAN PowerMatic gearboxes”. Its integrated multi-disc clutches change gear without interrupting traction, it selects the starting gear from load and gradient, has an automatic direction change and offers six driving programmes: Collect, Emergency, Manoeuvre, Efficiency, Individual and Off-Road. Power take-offs are mounted on the side of the gearbox, in several designs at the 3 o’clock position and, for applications such as fire fighting, in a more powerful version at 11 o’clock; the two can be combined. The 09/2026 brochure ties these PTO options to “the introduction of the new gearboxes for the D08 engines for TGM and TGL”. No MAN document opened here gives the PowerMatic’s number of gears, and none of the 2022 GB sheets lists it.

Axles, suspension and brakes

The GB sheets specify a drop-beam front axle and a single-reduction drive axle on every sheet but the 4x4, with a differential lock on the 18 t tipper and cross-axle and inter-axle locks on the 26 t 6x4 tipper. The 4x4 has straight-beam planetary axles front and rear and a differential lock. The 26 t 6x2-4 rigid has a lift-steering rear axle, at a bogie spread of 1,350 mm; the 6x4 tipper’s bogie spread is 1,400 mm. Final drives run 3.70:1 on the 15 t rigid, 4.11:1 on the 18 t rigid and the 26 t 6x2, 4.36:1 on both tippers and 5.33:1 on the 4x4, and every sheet quotes a starting grade of “33%+”.

Suspension follows the body type. At the front, single parabolic springs on the 18 t rigid, the tippers and the 26 t 6x2, two-leaf parabolic springs on the 15 t rigid and the 4x4, all with shock absorbers and a stabiliser. At the rear, electronically controlled air suspension on the 15 t and 18 t rigids and the 26 t 6x2, with steel rear springs listed as an option on the 18 t rigid; four-leaf parabolic springs on the 18 t tipper and the 4x4; three-leaf on the 26 t tipper. The 26 t 6x2 sheet also lists front air suspension as an option adding 91 kg. Steering is hydraulically assisted on all six; MAN ComfortSteering, offered for the TGM, adds steering torque from an electric motor, comes with a 460 mm steering wheel and, MAN says, provides the basic equipment for assistance systems such as MAN Lane Return Assist.

All six sheets specify EBS with ABS and spring parking brakes on the rear axle. Five specify disc brakes; the 4x4 sheet specifies drum brakes. The 09/2026 brochure adds equipment the 2022 sheets do not show: a new brake generation with internally ventilated discs, also in a version with brake lining return, marked as not available for the TGL; a new generation of hypoid axles for the TGM with a 13 t rear axle; MAN’s VASC air suspension control with lifting and lowering times up to 50% shorter and control of the trailer’s air suspension; a Trailer Stability Brake; EBS with active wheel-speed sensors that measure from 0.1 km/h; and the MAN EasyStart Offroad hill holder. For the TGM it lists two mechanical all-wheel drives, one engageable and one permanent with a longitudinal differential, and an off-road reduction engaged through the LowRange programme.

MAN’s TGM 18.320 4x4 for forest firefighting, announced on 24 September 2026, is built on the permanent all-wheel drive with the PowerMatic. MAN says the chassis meets the highest off-road category of DIN EN 1846-1, carries up to 11.5 tonnes of payload, runs single 14.00 R20 tyres front and rear with a tyre pressure control system, has air, electrical, AdBlue and fuel lines built to withstand 130 degrees Celsius for ten minutes and wades through up to 950 millimetres of water; the first three bodies sit on wheelbases of 3,300 (shortened), 3,600 and 3,900 millimetres. How such vehicles are classified is set out in fire engines on truck chassis.

Dimensions and weights

MAN publishes no single length or wheelbase for the TGM. Across the six GB sheets the wheelbases run from 3,525 mm on the 15 t rigid to 6,975 mm on the 18 t rigid, and the wall-to-wall turning circles from 14.3 m on the 18 t tipper to 24.6 m on the longest 18 t rigid. Front overhang is 1,250 mm on the 15 t rigid, 1,450 mm on the 4x4 and 1,400 mm on the other four. Cab width over the wings is 2,371 mm on the 15 t sheet and 2,488 mm on the rest; width across the rear tyres is 2,398 mm on the 15 t rigid, 2,470 mm on the 26 t 6x2 and 2,443 mm on the others. Cab height runs from 2,746 mm laden and 2,820 mm unladen on the 15 t rigid to 3,053 and 3,133 mm on the 4x4, and frame height at the centre of the rear wheels from 827 mm laden on the 15 t rigid to 1,118 mm on the 4x4.

The unladen weights, quoted to a 2.5% tolerance for a vehicle in standard specification with full tanks and the driver, rise with wheelbase and plate: 4,938 to 5,075 kg on the 15 t rigid, 5,576 to 5,803 kg on the 18 t rigid, 5,228 and 5,294 kg on the 18 t tipper, 6,007 to 6,119 kg on the 4x4, 6,704 to 6,994 kg on the 26 t 6x2 and 7,241 and 7,262 kg on the 26 t tipper. The frame is bolted and riveted, in S420MC steel on the 15 t rigid and the 26 t 6x2 and S500MC on the others; its section is 270 × 70 × 7 mm, except 220 × 70 × 8 mm on the 4x4, and its width 864 mm, except 764 mm on the 26 t tipper. Tyres are 285/70R19.5 on the 15 t rigid, 315/70R22.5 on the 26 t 6x2, and 295/80R22.5 on the other sheets, where the 26 t tipper fits 315/80R22.5 on the front axle; the 4x4 lists 395/85R20 single tyres all round as an option adding 120 kg.

Tanks and electrics

The fuel tank, rectangular steel on the right-hand side with a locking cap, holds 300 litres on the 18 t rigid and the 26 t 6x2, 220 litres on the 15 t rigid and both tippers, and 150 litres on the 4x4. The AdBlue tank is 35 litres on all six sheets. The electrical system is 24 V on a CAN bus with a central on-board computer and a 110 A alternator, with two 12 V batteries of 150 Ah (15 t rigid, 4x4), 175 Ah (18 t rigid and both 26 t sheets) or 88 Ah (18 t tipper).

Safety and driver-assistance systems

All six GB sheets list the Lane Guard System, Emergency Brake Assist and the Electronic Stability Programme as standard, and MAN’s October 2020 release calls Emergency Brake Assist standard on the TGL, TGM and TGS. The 09/2026 brochure and the equipment page describe the current range without stating, item by item, what is standard: a driver monitoring system with a camera in the A-pillar (MAN AttentionGuard on the equipment page), which the brochure says meets the requirements for new registrations from July 2026; FrontDetection Plus; MAN Emergency Brake Assist EBA Advanced, which the equipment page says detects crossing vehicles and vulnerable road users in accordance with UNECE R 131; MAN Turn Assist; Lane Change Support, monitoring from 50 km/h up to about 30 m ahead and about 80 m behind; lane departure warning; adaptive cruise control with Stop & Go; a distance warning system; traffic sign recognition; high-beam assist; rear side area monitoring with an exit warning; and a tyre pressure monitoring system, standard across the range up to four-axle vehicles. Lane Change Collision Prevention Assist, Lane Return Assist, MAN SafeStop Assist and MAN CruiseAssist are, in the brochure, “only available for the MAN TGM from 18t gross train weight”; the equipment page words the same limit for SafeStop Assist and CruiseAssist as a gross weight of 18 t.

MAN OptiView replaces the mirrors with five cameras and two displays, 12 and 15 inches in the brochure and 12.8 and 15.6 inches on the equipment page; a version with a conventional front mirror and a 7-inch display is offered. The side camera system, Video Turn Assist, which watches an area of 2.5 m × 6 m beside the truck, and the BirdView 360-degree camera are MAN Individual packages. The brochure also lists a preparation for an alcohol interlock, language recognition from the driver card and a Reversing Motion System with a rear camera fitted ex works.

Equipment and options

The GB sheets give each option’s effect on weight in kilograms. On the 18 t rigid the steel rear suspension saves 2 kg, the steel front bumper adds 14, air conditioning 30, the 9.00 × 22.5 alloy wheels save 82, the 9-speed manual saves 16, an NH/4c power take-off adds 6, and the TN, TM and DN cabs add 235, 250 and 445 kg over the CC. The DN adds 560 kg on the 15 t rigid and 550 kg on the 4x4; the alloy wheels save 104 kg on the 26 t 6x2 and 138 kg on the 26 t tipper; 175 Ah batteries add 35 kg on the 15 t rigid and the 4x4 and 52 kg on the 18 t tipper. The tippers carry the NH/4c power take-off, a rear cab window and wiring for roof beacons as standard; the 4x4 and the 26 t tipper have a steel front bumper as standard, and the 4x4 sheet records N3G certification. Standard on all six: an electronic immobiliser, a fuel filter with water separator, a mechanical battery master switch, an audible reverse warning with a night-silent mode, and manual door locks and mirrors. Rear under-run protection is listed on every sheet but the 26 t tipper’s, body mounting brackets on the four rigids, and pre-wired cargo-space lighting, an adjustable roof spoiler and lateral protection on the 15 t and 18 t 4x2 rigids and the 26 t 6x2. MAN Truck & Bus UK’s joint cab sheet marks the roof spoiler as optional on all four cabs; the two documents are not reconciled here.

For body builders the 09/2026 brochure lists a switch panel for body functions on the dashboard, electrical interfaces for the body now optionally behind the cab as well as in the usual position behind the engine hood, a frame connected “in the same way as on the previous generation”, MAN’s works tipper range of two-axle chassis delivered with a tipper body, the MAN PAL programmable body interface, and camera inputs for up to two body cameras as standard and up to five through a retrofitted camera hub.

The battery-electric eTGM

MAN premiered the eTGM at Transpotec Logitec in Milan on 13 May 2026 and reissued the release in its IAA Transportation 2026 press kit, which says that with the eTGL, eTGM, eTGS and eTGX MAN “will in future have” a complete electric portfolio from 12 to 50 tonnes, “on full display for the first time” at the show. The footer of MAN’s eTGM page says production “is expected to commence in December 2026”; the eTGL release of 14 September 2026 says the eTGM will follow the eTGL “later in the year” at MAN’s Krakow plant, which MAN says will become its second production site for electric trucks after Munich. Until then the eTGM is an announced model, and the figures below are the ones MAN has announced for it. MAN’s release of 2 June 2026 reports that MAN and Rosenbauer handed over an L32A-XS electric aerial ladder on the eTGM chassis to the Institut der Feuerwehr Nordrhein-Westfalen at INTERSCHUTZ 2026, at under 16 tonnes gross weight with a rear axle load of under 10 tonnes.

MAN’s eTGM page describes a 4x2 chassis with a gross vehicle weight of 16.01 t, or 16.5 t as a customer option, and a gross combination weight of up to 33 t with a trailer. Its table gives a maximum payload of about 10.6 t without body and with two battery packs (the same cell also prints “80%”, which the page does not explain), and wheelbases of 4,125 to 5,475 mm; the page lists the CC, TN and TM cabs for it. MAN names the drive as the MAN eCD210 central drive unit, which combines the motor and the 2-speed MAN TipMatic 2 and sits in the centre of the frame: 210 kW (285 hp), which the Rosenbauer release calls its continuous output, and a maximum torque of 800 Nm. MAN says the drive unit, battery systems, high-voltage architecture and thermal management come from the eTGX and eTGS development. A mechanical PTO for tippers or cranes is listed as optional on MAN’s eTGM page and in the brochure, and as standard in the Rosenbauer release; an optional high-voltage interface with 22 kW DC power can supply refrigeration units.

MAN says the batteries are its own packs, made in Nuremberg with NMC cell chemistry; the eTruck brochure counts 80 kWh usable per pack, and the eTGM page offers two, three or four packs. The Rosenbauer release gives the gross figures, 178 kWh for two packs (160 kWh usable) and up to 356 kWh in all, and speaks of two or four packs; the difference between the two kinds of figure is explained in installed vs usable battery capacity.

MAN’s disclaimer says the ranges were “determined internally” and may differ from values determined under EU regulations; how such figures are produced is set out in how electric-truck range is declared. MAN gives charging by CCS, at up to 250 kW with two packs and up to 375 kW with three or four, through a socket placed left or right behind the cab or left behind the cab and right at the end of the chassis. The eTruck brochure’s table gives about 33 minutes from 5 to 80% at 334 A with two packs, and with three and four packs about 48 and 64 minutes at 334 A or 33 and 43 minutes at 500 A; from 20 to 80% the times are about 26 minutes at 334 A with two packs, and about 26 and 34 minutes at 500 A with three and four. The table’s megawatt-charging (MCS) figures carry a footnote ending “Not applicable for the eTGM”, and its three-pack column the footnote “Only for vehicles with a permissible gross train weight up to 28 t”. The driver’s display is a fully digital 12.3-inch panel showing the state of charge, a range forecast, energy recovery and energy flow, with a reduced “Quiet mode”.

Source notes

The diesel TGM in this record is the generation MAN presented on 10 February 2020. Its weights are MAN Truck & Bus UK Ltd’s GB plating from six Euro 6 TGM chassis sheets issued in May 2022, which print identical Design and UK Legal columns: 18,000 kg gross vehicle against 33,000 kg gross train on the 18 t 4x2 rigid, tipper and 4x4 sheets; 26,000 against 33,000 kg on the 26 t 6x2-4 rigid; 26,000 kg and no gross train weight on the 26 t 6x4 tipper. The 15 t sheet prints its gross vehicle weight as 1500 in both columns and heads its performance table “at 7500 kg”, and the 26 t 6x2 sheet prints a rear axle load of 75000; these are given as printed and not corrected here. The 18 t rigid and 4x4 sheets carry the footnote “6700 mm wheelbase available with 250 PS engine only” although neither lists a 6,700 mm wheelbase. Engine steps are from the “For vehicle series” column of MAN’s global TGM/TGL table: the D0836 at 184 kW (250 PS) is tagged TGM/TGL, at 213 kW (290 PS) and 235 kW (320 PS) TGM; the four-cylinder D0834 is tagged TGL only. Torque and rated speed are from the GB sheets. MAN documents disagree in places: the DN cab is 2,790 mm long on the specifications page, data sheet and brochure and 2,785 mm on its cab page; the TM cab has one sleeping place on its cab page and two in the 09/2026 brochure; MAN OptiView’s displays are 12 and 15 inches in the brochure and 12.8 and 15.6 inches on the equipment page; the brochure gives the infotainment in five variants where the specifications page lists six. The figures in this record describe the diesel TGM only. The battery-electric eTGM, which MAN premiered on 13 May 2026 and whose production MAN’s eTGM page expects to start in December 2026, is described in the page body from MAN’s eTGM page, its eTruck brochure of 09/2026 and its 2026 press releases; none of its figures is a field of this record, and its ranges are MAN’s internally determined “up to” figures for a solo distribution vehicle. The eTGM page and brochure describe the mechanical PTO as optional, the 2 June 2026 Rosenbauer release as standard; the same release gives the battery as two or four packs, where the other documents give two, three or four.