The history of the famous automobile brand begins in 1840, with the opening of the Ludwig Sander machine factory in Augsburg.
In 1893, the first experimental diesel engine was created at the factory in Augsburg, and in 1897 the world's first efficient diesel engine.
In 1908, after the transformation of the name of the factory into "Machine Factory Augsburg Nuremberg AG", as a result, the name "MAN" arises.
1915 Plant construction begins trucks MAN-Saurer and the transfer of the Saurer assembly plant from Lindau to the MAN plant in Nuremberg is underway.
Launched mass production trucks in Nuremberg.
A program for the production of 2.5/3.5 ton trucks with cardan drive has been implemented.
1919 - the first MAN garbage collection vehicle was produced, with a motor-hydraulic tipper body, designed for German urban transport enterprises.
In 1920, MAN merged with the Gutehoffnungshütte concern and created the first truck trade program for MAN.
A year later, a MAN type 3Zc truck rolled off the assembly lines of the MAN plant in Nuremberg, with a payload of 3 tons and equipped with a 40 and 45 hp carburetor engine. (4 cylinders).
Also, the company's specialists developed a MAN grader for agriculture.
In 1923, in Augsburg, the first direct-injection automobile diesel engine suitable for normal operation was developed - a four-cylinder, four-stroke engine with a power of 40 hp at 900 rpm. Based on it, a MAN type 3Zc truck was created, with a chain drive and 3.5 tons of payload. Some time later, MAN produced the first low-bed diesel bus.
In 1924, at an automobile exhibition in Berlin, the first serviceable truck with a direct injection diesel engine with a power of 40 hp was presented.
In 1925, MAN revolutionized the automotive industry with the introduction of a five-ton truck with cardan drive. This was a technological breakthrough in the automotive industry, and it was he who caused the ubiquitous chain drive to be used much less often, and soon disappeared altogether. In addition, this truck had design features, which subsequently for a long time were considered typical features of MAN trucks, for example, the method of separating the carrier axle and drive, which was called the "MAN rear axle".
In the same year, at the machine factory Augsburg-Nuremberg AG, MAN type ZK5 was produced in the modification of a tank truck for 4000 liters (payload 5 tons, engine power 50 and 55 hp).
In 1926, a series of two-axle trucks from 3 to 8 tons of payload was added to the MAN truck production and sales program, as well as a three-axle truck with a payload of up to 10 tons, equipped with a 150 horsepower engine. The design of this "heavyweight" used a articulated cardan shaft directly passing from the gearbox, a gear drive on the rear axles and external brake drums. These design features will form, in the future, the technological basis for the entire long-range program of MAN heavy trucks.
1927 was marked by the release of the first truck with cardan drive. In addition, at the international exhibition IAA in Cologne, along with new modifications of buses and utility vehicles, MAN presented a series of trucks on a five-ton, low-frame bus chassis.
Three modifications of this model were envisaged:
1. Three-axle truck, with a payload of 8 to 10 tons, a six-cylinder 150 hp carburetor engine, a worm drive and three differentials.
2. Three-axle truck, with a payload of 8 to 8 tons, a six-cylinder 150 hp carburetor engine.
3. Two-axle machine with a payload of 8 to 10 tons, with a four-cylinder carburetor or diesel engine.
Also, the specialists of the MAN concern have developed a series of six-cylinder carburetor engines for 80, 100 and 120 hp with a Riccardo combustion chamber.
In 1929, MAN opens the sale of high-speed vehicles (2 and 2.5 tons), and in 1930, MAN Nuremberg develops and puts into production a 5-6 ton truck, the design of which will form the basis of a further production program. The basis of the design is: 100-horsepower direct injection engine, ZF-R gearbox, gear rear axle"Dedion".
At the international automobile exhibition IAA in Berlin, held in 1931, the MAN Nuremberg concern presented a new series of trucks, under the designation "E", which received great export success, because. had low operating costs and driving performance of a passenger car. Modifications of a dump truck, a van, a vehicle for transporting livestock, a watering and harvesting machine, as well as a special modification for operation in desert-steppe conditions were presented. All cars of this series were distinguished by a stamped profile frame, suspension with long, wide, oil-hardened leaf springs, a cab designed for 3 people, sliding windows on both doors, electric direction indicators and windshield wipers.
A year later, the chairman of the board of the Augsburg-Nürnberg AG machine factory, Otto Mayer, organizes the modernization of the conveyors on which the car chassis are assembled at the Nuremberg plant.
The world's most powerful truck equipped with a 160 hp S1H6 diesel engine has been developed. At the same time, a new model of a five-ton truck is rolling off the assembly line, with a six-cylinder engine with 100 hp.
A newly developed model of a heavy truck in the modification of a heavy-duty truck tractor was put into production. The tractor is equipped with an S1H6 type engine with a drive located in the wheel hub.
1933 The MAN concern produces a DT truck tractor, with a fifth wheel load of up to 4.5 tons and equipped with a 80/90 hp diesel engine.
In 1934, the family of trucks was expanded from 8 to 10 tons, a 2.5-ton truck with a new, lightweight, four-cylinder diesel engine was put into production. The truck has a low structural height and has great maneuverability due to the use of a DeDion gear axle in its design.
Developed and successfully applied in a new model, a lifting device for loading and unloading containers (the design of the F.K. Mailler system).
In the same year, the MAN concern receives the first state award at the international diesel car competition in Moscow (Moscow-Tiflis highway, round trip length - 5.162 km).
1936 At the International Exhibition of Automotive and Motorcycle Equipment in Berlin (IAMA), the MAN concern is again focusing on heavy trucks and presents an 8 ton truck. Also, this year is the beginning of cooperation between MAN and OAF Floridsdorf, a company that in 1937 became the first Austrian truck manufacturer.
Rolling off the production lines is an F4 heavy truck with a payload of 6.5 tons and powered by a 150 hp six-cylinder diesel engine.
1939 The MAN concern launches the first all-wheel drive, off-road truck into mass production.
Also, 28 heavy dump trucks with rear unloading of a bucket body are being delivered for the construction of the Palmito Dam on the Rio Del Nasas River (Mexico) and 160 units of three-axle, diesel trucks intended for the Bulgarian army.
The Nuremberg Research Institute is founded, the main task of which is the development of automobile diesel engines.
1941 In connection with the order of the authorities, the production of trucks was stopped at the MAN plant in Nuremberg.
1946 Resumption of production. The first post-war vehicle was produced - the MK type with a half-bonnet layout, with a payload of 5 tons, equipped with a six-cylinder diesel engine with a capacity of 120 hp.
1951 Production at the MAN plant is gaining momentum again. The first truck in Germany equipped with a diesel engine with a turbocharging system (MAN exhaust gas turbine) rolls off the assembly lines.
Released bus MAN. with a rear engine layout (MKN 2), gear shifting is remote, carried out by compressed air, the engine is located behind the rear axle.
At the IAA Frankfurt Motor Show, MAN is presenting a supercharged gas turbine engine (6-cylinder, 8.72 l, direct injection, up to 175 hp).
In 1952, the concern produces the first all-wheel drive truck MK 25/26 after the end of the Second World War, equipped with a MAN gearbox divider (gear shifting is carried out by compressed air) MAN
After the end of the war, 6,000 trucks were already produced.
In 1954, the truck design department in Nuremberg developed the "interspherical combustion process" - the "M process".
The Nuremberg Research Institute was put into operation.
April 28, 1955 - the date of foundation of the MAN automobile plant in Munich.
The original plan was to use the Munich facility as a complement to the Nuremberg facility. But with the beginning of 1957 car factory becomes an independent company in Munich.
On November 15 of the same year, the first truck, type 400 L1, leaves the assembly line of the Munich plant.
In 1962, another MAN assembly plant was opened in Pinetown, Durban (South Africa).
In 1963, the MAN concern takes part in the IAA automobile exhibition held in Frankfurt, at the exhibition the concern presents the Hm engine.
1965 is a special date, "50 years of MAN-Nutzfarzeuge". For its anniversary, MAN launches two new families of trucks 850 and 780. Both series are distinguished by a tilting cab (the cab is located above the engine), a 13-ton drive axle for a 19-ton truck and a drive power of over 200 hp.
1967 was marked by the founding of the MAN Penzberg plant and successful cooperation with the French concern SAVIEM (Renault). SAVIEM supplies large-capacity cabs with a wide tilt angle for MAN and imports MAN trucks. The concern, in turn, assembles SAVIEM light trucks and supplies 20,000 front axles and 25,000 engines for heavy trucks until 1976 (a total of 5,600 heavy and 7,100 light trucks are sold). In 1976, cooperation ends, because. SAVIEM and Berliet merge to form Renault Veikul Endustriel.
In February 1969, MAN takes over 50% of the shares of BUSSING Automobilwerke AG. The remaining 50% share capital belongs to Salzgitter AG.
A year later, MAN enters into an agreement with Daimler-Benz for the joint production of engines and some axle parts.
On March 22, 1971, MAN takes over the majority share capital of BUSSING Automobilwerke AG. After this event, a "lion" - the emblem of BUSSING - appears on the radiator grill of MAN trucks.
With the acquisition of Büssing Automobilwerke AG, the MAN Group has acquired a large number of developments in the field of commercial vehicles and diesel engines.
1972 A 320-horsepower truck tractor with rear air suspension was released.
On the automatic assembly line MAN - Munich, the largest and most automated in the European automotive industry (1.4 min. per unit), the production of drive axles with planetary wheel gears (from 8 to 16 tons) and synchronized axles (from 4.5 to 7 tons).
1974 MAN is providing the Seattle City Transportation Company with the SG 192 articulated bus, which is 16 meters long.
1976 MAN has been selected as the general contractor in the program for the production of second-generation trucks for the Bundeswehr.
A new program of trucks D25 is introduced, equipped with a new design range of six-cylinder engines.
A batch of 500 buses is being delivered to Syria.
1977 A cooperation agreement is concluded with Volkswagen for the production of light trucks of the G series (6/9/10 tons of gross weight). The production of engines, frames, brakes, front axles, as well as the organization of sales is carried out by MAN.
1978 MAN receives the "Truck of the Year 1978" award.
1979 As part of the cooperation between MAN and Volkswagen, a presentation of the joint constructive range G90 is being held.
Also, due to the constant growth of the company, a new reorganization of the structure of MAN enterprises is being carried out:
|
Plant Munich-Alah |
Factory Salzgitter |
Braunschweig-Querum factory |
Plant Penzberg |
|
production of heavy trucks |
production of medium trucks and all series of buses |
aggregates and accessories |
|
In 1980, there were 39 company-owned sales branches in Germany with 700 employees. There are 299 MAN truck dealers in 19 European countries.
MAN receives the Truck of the Year award for the second time.
Production of the joint constructive series G90 begins.
1982 The MAN/Volkswagen joint program introduces the 8.136 FAE off-road truck with all-wheel drive and split tyres.
A contract was signed for the supply of 390 city buses for Istanbul (MAN / MANASH).
Since January 1987, the production of trucks of the joint MAN/Volkswagen series with a total weight of 6 to 10 tons has been transferred to the MAN Salzgitter plant. Cabin production, as before, is carried out at the Volkswagen plant in Hannover. Also, the G90 9.150F light trucks with a van are included in the MAN/Volkswagen joint production program.
On August 20, 1988, in memory of Heinrich Büssing, a carefully restored memorial is presented to the public: a house in Nordsteimk, where Heinrich Büssing lived and worked.
In 1989, the MAN concern expands its range of diesel V-engines, releasing the V12 model with a volume of 22 liters and a power of more than 1,000 hp.
An NG 272 low-floor articulated bus leaves the conveyors (height of the lower entrance step is 320 mm, passenger capacity is 164 passengers, engine power is 270 hp).
On March 3, 1992, the 500,000th diesel engine rolls off the assembly line at the Nuremberg Engine Plant.
At the 54th IAA Motor Show - a demonstration of the new SLW 2000 city truck and a low-floor medium-sized bus is being demonstrated.
1994 The new F2000 series of heavy trucks is presented at the IAA International Motor Show in Berlin.
Lion's Star intercity bus wins Intercity Bus of the Year award.
In 1995, for the fourth time, MAN was awarded the Truck of the Year award.
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 a local "guide" met me at the entrance to the office building and suggested that I 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 factory visit, 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. The technological feature is 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-based 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 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 the start of 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 company has a driver's staff 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 - a possible failure 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 enterprise was visited by a number of controlling state bodies, no special comments were made on 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.
Stanislav Kovalev, General Director of MAN Truck and Bus Production RUS LLC, gave the guests a tour of the exposition of MAN trucks produced in St. production shop spoke in detail about all stages of the assembly of 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 Autoframos with more than 70 items of external body and structural parts for the entire range Renault Logan. 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 company specializing in heavy engineering, the organization of production will be supported by world leaders in the production of press tooling and stamping parts, 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.
The history of the famous brand goes back to the last century, when machine-building plants were founded in the German cities of Augsburg and Nuremberg, which were not at all connected with cars. The merger of these enterprises took place at the turn of the century, when MAN (Maschinen-fabrik Augsburg-Nurnberg) was born. The first cars were produced under license from the Austrian (with gasoline engine), and after the owners of the company met Rudolf Diesel and his invention, the future of MAN turned out to be directly related to engines of this particular type.
The development of the company was greatly influenced by the work of the engineer Rudolf Diesel (Rudolf Diesel, 1858-1913), who worked for several years at the company in Augsburg. On February 23, 1893, he received a patent for a four-stroke engine. internal combustion who ushered in the era of diesel engines. It wasn't until February 1897 that he managed to put the first "compression ignition" stationary engine into operation. His successor was Anton von Rieppel, who created in 1898 in Nuremberg a light diesel engine with a capacity of 5-6 horses, which could already be used on a self-propelled chassis.
Rudolf Diesel developed this idea by building a high-speed single-cylinder diesel engine for the Swiss company Saurer in 1908. These motors were not developed, but von Rippel met Adolf Saurer, who offered to assemble his cars in Germany. As a result, in 1915, in the town of Lindau, the production of five-ton MAN-Saurer trucks with a four-cylinder forty-five horsepower gasoline engine, a four-speed gearbox and a chain drive began.
In 1916, this production was transferred to Nuremberg, where in 1918 about 1000 machines were manufactured. Starting next year, they produced models “2Zc” and “3Zc” with a carrying capacity of 2.5 and 3.5 tons, assembled entirely from German parts and capable of running on gasoline, benzene or kerosene. The successful continuation of MAN's activities in the automotive sector was due to the constant improvement of diesel engines. Back in 1918, engineer Paul Wiebicke successfully conducted bench tests of a light diesel engine in Augsburg, which was based on the Saurer engine of the 1908 model.
Only at the end of 1923 did a workable four-cylinder engine (6.3 liters, 40 Horse power at 900 rpm) with direct fuel injection with two horizontal opposed nozzles. Having increased the power to 45 horses at 1050 rpm, it was installed on the “3Zc” chassis and presented on December 10, 1924 at the Berlin Motor Show. After the German Benz truck, it was the second diesel car in the world. Then there was a five-ton truck "ZK5" with fifty strong 8.1-liter diesel engine, and since 1925.
MAN has already released the world's first series diesel cars with a carrying capacity of 3.5-5 tons (6.2-7.4 liters, 55 horsepower). A year later, the world's first three-axle, six-ton diesel truck "S1H6" (6 × 4) with a six-cylinder engine (9408 cm3, 80 horsepower) appeared. The creators of the new motors were Franz Lang, the future inventor of the Lanova mixing process, and Wilhelm Riehm, who worked under the direction of chief engineer Paul Wiebike. In 1927, a new 200-meter-long workshop for the assembly of trucks and buses was put into operation in Nurnberg, which made it possible to produce up to 3,000 cars a year.
All new cars had a cardan drive, brakes on all wheels with pneumatic tires, electric starter and lighting, and heavy ones - a multi-plate dry clutch, drive axles with unloaded axle shafts and wheel reduction gears. Further activities of MAN were again focused on the modernization of diesel engines. In 1927, their new family appeared with one or two outlet valves and a Robert Bosch vertical nozzle with four to six nozzles. It included four and six-cylinder diesel engines (7.4-12.2 liters, 60-120 horsepower) used on KVB and S1H6 vehicles with a carrying capacity of 5-8.5 tons.
In 1931, he announced the release of the world's most powerful three-axle diesel truck "S1H6", which received a six-cylinder unit "D4086B" (16625 cm3, 150 horsepower). By this time, most machines used ZF gearboxes, double final drive, pneumatic brakes, low profile steel frame with welded spars. Work on gasoline engines stopped in 1932, when the next generation of diesel engines appeared with a nozzle installed at the top of a cone-shaped combustion chamber.
These were well balanced high speed six cylinder engines with 60-150 horsepower at 2000 rpm. The range of cars included 13 models (“D”, “F”, “Z”, etc.) with a carrying capacity of 3-10 tons. In the mid-thirties, MAN produced two-axle series "E1 / E2" and "F2 / F4" with a load capacity of 2.5-8 tons with diesel engines of 65-160 horsepower and new cabs. In the period from 1933 to 38, the annual production of cars increased from 323 to 2568 units, of which 25 percent was exported.
In 1937, a design bureau led by Paul Wiebike developed a film mixing process with sequential evaporation of fuel from the surface of the combustion chamber, which improved mixture formation, reduced heat losses, and increased engine power and efficiency. It was used on engines of the “G” family with a hemispherical combustion chamber in the piston crown, slightly offset from the cylinder axis. The first such six-cylinder engine (9498 cm 3 120 horses) was installed on a five-ton M1 car. Since 1935, MAN began to actively create army trucks, including 6 × 6 options.
In 1941, on the basis of the latest civilian 4.5-ton model “L4500” with a diesel engine “D1046G” (7983 cm3, 110 horses), army trucks “ML4500S / 4500A” (4 × 2 / 4 × 4) were produced. In wartime, MAN produced tanks "T I", "T II", "T III" and "T V Panther" (Panther), and also created an experimental amphibian 8 × 4. In 1944-45, the Nuremberg plant was badly damaged, and since May 8, 1945, it has been repairing American trucks. Only in the fall did he start assembling the pre-war L4500 series, which served as the basis for the new 4.5-ton MK series with a payload capacity of 5-6.5 tons with 120-130 horsepower engines, a five-speed ZF gearbox and a double final drive .
In the early fifties, MAN resumed promising developments, as a result of which, already in 1951, the first German turbocharged diesel engine developed by Professor Siegfried Meurer appeared. Meirer's most important invention was the creation of a new cylinder head with a spherical combustion chamber in the bottom of the piston, a nozzle with a two-hole atomizer and forced lubrication of a cylinder-plunger pair, an inlet port of a spiral configuration. This made it possible to create a strong vortex flow in the cylinder, which contributed to good mixing of the fuel with air.
By the name of the inventor, this system received the index “M” and was called “Process M”. The new motors were characterized by smooth operation, high efficiency and economy. They turned out to be so attractive that in the fifties and sixties many firms in Europe, Asia, America and Australia acquired licenses for them. During the transition to the “M” system in the early fifties, a new family of six and eight cylinder “M-engines” (8276 and 10644 cm3, ISO-155 horses) was created, followed by a new range of trucks.
In their digital indices, the carrying capacity and rounded power were encrypted. At first, the range included five base machines from five ton one hundred fifteen strong model “515L1” to 8.5 ton truck “830L”. The first production car with a turbocharger in 1954 was a seven-ton "750TL1" with a six-cylinder engine "D1246M" (8276 cm3, 155 horses at 2000 rpm). By the mid-fifties, the demand for MAN trucks had become so high that Nuremberg's production capacity was no longer enough.
So in April 1955, the company acquired the former BMW aircraft engine plant in Munich. On November 15, the assembly of trucks of the new “L” series with an all-metal cab and a panoramic windshield, a wide short hood and streamlined fenders with built-in headlights began there. By 1959, the “L” series included 25 base chassis with a carrying capacity of 4-8.5 tons (models from “415L1” to “860L”) with six-cylinder engines of the “M” series (100-160 horsepower), including options with cab above the “L1F” engine. The enterprise itself was expanded and became the parent company.
In 1962, when its staff increased from 2,270 to 10,000 people, about 10,000 trucks were produced there. After another reorganization and commissioning of a new assembly shop 300 meters long, the production volume increased to 12,400 chassis per year. At the old plant in Nuremberg, the manufacture of engines, axles and various castings continued. New for 1963 was the “10.212” series with a new six-cylinder engine with 212 horsepower. In 1965-66, the MAN program included two and three-axle bonneted and cabover vehicles with a payload capacity of six to fourteen tons (models from “520H” to “21.212DK”) with engines of 115-230 horsepower that met the requirements for safety and efficiency.
In 1963, cooperation began with the SAVIEM company, which three years later granted MAN the right to produce its own cars with a carrying capacity of 1.5-3.5 tons, which received the brand (models “270”, “475”, “485”, etc.). As a result, by 1967, the range of MAN increased to 22 models (from “5.126” to “22.215”), on which a new angular cabin was installed above the engine and a modified indexing was officially introduced: the first digit indicated the rounded gross vehicle weight, the numbers behind the dot - on engine power.
Licenses for cars and engines MAN at that time were purchased by a Hungarian company (Raba) and the Brasov Automobile Plant in Romania. Assembly plants began to operate in Turkey, Portugal, Yugoslavia, South Africa, India and South Korea. At the same time, less noticeable cooperation was carried out with the Daimler-Benz concern on engines, air suspension and planetary wheel gears. The result of this work in 1970 was the “D2858” V8 engine (15450 cm3, 304 horses) for mainline tractors.
Back in 1968, MAN acquired a 25 percent stake in Bussing, one of the largest German truck manufacturers, taking it over completely in 1971. So on the radiator lining under the inscription “MAN” a growling “Bussing” lion appeared. In 1972 MAN offered 30 basic models with motors with a capacity of 70-320 horsepower and a load capacity of 1.8-18.8 tons (models from “470F” to “30.256DH”). The accession of the Austrian company OAF in 1970 made it possible to organize in Vienna a department for the production of special multi-axle chassis, heavy dump trucks and fire engines with engines up to 760 horsepower.
In the mid-seventies, MAN abandoned the production of V-engines, focusing on six-cylinder engines, and began to introduce a modular design principle. Particularly successful was the third generation of five and six-cylinder turbocharged “D25” engines (9511 and 11413 cc). Shown at the show in Frankfurt am Main in the autumn of 1977, the 8.5-ton car “19.280F” with a six-cylinder diesel engine “D2566T” with 280 horsepower was recognized as the most economical for its time. For the first time in the history of MAN, he was awarded the title "Truck of the Year 1978".
On a number of production models since 1976, mechanical boxes gears from remote control firms ZF, and automatic Allison. In 1978, the total production of MAN vehicles was 21,337 units. In 1979, MAN began cooperation with a company (Volkswagen) on medium class trucks, which received the MAN-VW brand. The first "G" series included five basic models (from "6.90F" and "10.136F") with a carrying capacity of 2.7-6.5 tons with a new cab over the engine and MAN diesel engines of the "D02" series (3791 and 5687 cm h, 90 and 136 horses). The chassis for them was designed and assembled at Volkswagen.
Since 1985, they have been produced at the former Büssing plant in Salzgitter, which significantly reduced the share of Volkswagen's participation in the implementation of the agreement. Introduced in 1987, the second generation of the “G90” also included five models (from “6.100” to “10.150”) with a new six-cylinder engine of the “D08” series (6871 cc). A few years later, Volkswagen broke off cooperation with MAN, and the product of their joint development became the basis of the new generation L2000. In 1980, the car "19.321FLT" was awarded the title "Truck of the Year". It was equipped with a six-cylinder turbocharged engine of the “D25” series (11413 cm3, 230-320 horsepower), which in the eighties in various versions became the main power unit of MAN.
Five years later, his successor “D2866” was created with a turbocharger (11967 cm3, 260-360 horses). In 1985, the cargo department of the MAN AG concern was spun off into an independent company, MAN Nutzfahrzeug AG, which employed more than 20,000 people in Germany alone. In 1986, the production of a new series of heavy vehicles "F90" began. gross weight more than eighteen tons, which won the title of "Truck of 1987". A year later, the medium range "M90" with a gross weight of 12 to 24 tons was added to it.
The cars had inline six-cylinder turbocharged and intercooled engines ranging from 150 to 360 horsepower, multi-speed gearboxes, front disc brakes, anti-lock braking system (ABS), hypoid final drive and new planetary wheel reduction gears. The cabins met the new safety and ergonomic requirements. Special versions of Silent had an elastic cab suspension and enhanced sound insulation. In the late eighties, they also produced truck tractors“UXT” series with 4×2 and 6×2 wheel arrangements with horizontal engines located under the chassis frame.
The most powerful multi-axle chassis and tractors were equipped with MAN-Daimler-Benz V-engines with a capacity of 365-760 horsepower. In 1990, the production of the so-called ecological variants of diesel engines of the “D08” and “D28” series began, which included in-line four, five and six-cylinder engines, as well as a turbocharged V10 engine with power from 190 to 500 horsepower. In the same year, MAN completely bought out the Austrian company (Steyr), and as a result, the total production for the first time exceeded the milestone of 30 thousand pieces.
In the nineties, MAN switched to the new 2000 range, which includes numerous models with a gross weight of 6 to 50 tons, and as part of road trains - up to 180 tons. This family consisted of light, medium and heavy families, "M2000" and, respectively, replacing the "G90", "M90" and "F90" series. These trucks widely use electronic devices to control the operation of the engine, air suspension, driver's seat position, air conditioning operation, as well as anti-lock and traction control systems, etc. All cars have front ventilated disc brakes, hydraulic booster steering, pneumatic two-circuit brake system, brake linings wear sensors.
Since 1994, the light range “L2000” has been produced, which includes two-axle vehicles with a gross weight of 6-11.5 tons with four and six-cylinder turbocharged engines (113-220 horsepower), mechanical five and six-speed gearboxes, rear air suspension. For urban distribution operations, a five-speed automatic transmission and hypoid final drive, as well as a diesel-electric transmission. The medium range "M2000" appeared in the spring of 1996. It consists of 42 variants 4×2, 4×4 and 6×2 with a gross weight of 12-26 tons, as part of a road train - up to 32 tons.
From a technical point of view, it is a combination of the light series “L2000” and the heavy series “F2000”. In the M2000 range, engines with a capacity of 155-280 horsepower, six, nine or sixteen-speed gearboxes, rear disc brakes are used. The heavy series “F2000” with a gross weight of 19-50 tons won the honorary title of “Truck of 1995”. It is offered in 65 variants with wheel arrangements from 4x2 to 10x4, normal and low frame arrangement, different cabs and a wheelbase in the range of 2600-5700 millimeters. In 1997, a joint venture MAZ - MAN was established on the territory of the former Soviet Union for the production of these trucks, buses and other equipment on the expanses of Russian roads, as well as the supply of spare parts for cars already traveling on them.
In 1998, the second generation F2000 Evolution appeared with a redesigned front cab lining. The machines use highly economical engines with turbocharging, intercooling and electronic control two six-cylinder "D2866" and "D2876" (11967 and 12816 cc, 310-460 horses) and the new most powerful in Europe "D2640" V10 (18273 cc, 600 horsepower, one or two disc clutches, sixteen-speed boxes , front ventilated disc brakes with electronically controlled magnitude braking force, suspension with parabolic springs or pneumatic elements, Voith hydraulic retarder.
The new cabin is offered in four versions with one or two berths, with an internal length of up to 2205 millimeters and a height of up to 2170 millimeters. The especially comfortable version of Topaz is equipped with a second heater, a heated driver's seat, a refrigerator, and is trimmed with leather and wood. In addition to the standard options, the “F2000” series includes many special versions powered by liquefied natural gas, with bodies with a capacity of 40-50 m3 for the transport of light loads, dump trucks and off-road tractors. Since the end of 2000, a new “high-tech” heavy family or Trucknology Generation has been produced that complies with Euro-3 standards.
It consists of numerous models with new diesels (11.9 and 12.8 liters, 310-510 horsepower), mechanical sixteen-speed or automated twelve-speed electronically controlled gearbox, all disc brakes, three computer systems and five cab options with internal height 1880-2100 millimeters. This range was awarded the title "Truck of the Year 2001". At the same time, MAN began introducing a new simplified marking, in which the “L”, “M” and “F” series in the “Evolution” version received the indices “LE”, “ME” and “FE” with a digital indicator of the rounded engine power.
The MAN military program also consists of several families of all-wheel drive vehicles and tractors with wheel arrangements from 4 × 4 to 10 × 10, with engines ranging from 110 to 1000 horsepower. They are widely used to create airfield fire trucks. With a full load, cars reach top speed 120-140 km/h, from standstill to 80 km/h can accelerate in 22-25 seconds and have a guaranteed service life of 20 years. In 2000, MAN acquired an English company (ERF) and a Polish factory (Star). Now about 32 thousand people are employed at its enterprises.
In 1999, another record was set - MAN plants manufactured 56.3 thousand vehicles with a gross weight of more than 6 tons, which accounted for 3.5% of world production. At the beginning of 2000, the one millionth MAN truck was assembled. On average, MAN accounts for 13.5% of the truck market in Western Europe. In 2002, MAN introduced the new Lion's Star touring bus, which in turn wins the reddot award: product design.
In 2004, the world premiere of the new generation of D20 engines with common rail injection took place in Nurnberg in February 2004, and in the same year, the information technology association ITVA from Germany awarded MAN Nutzfahrzeuge for a film about this new engine called "Heartbeat". In the same year, a new low-bed bus MAN LIONS City was released, which in turn is awarded the title of “Bus of the Year 2005”. In the middle of the 2000s, the MAN Nutzfahrzeuge AG corporation opens assembly plants in India and the CIS.
©. Photos taken from publicly available sources.
The country of origin "MAN" (Maschinenfabrik Augsburg Nürnberg) is Germany. The concern specializes in the production of trucks various types, buses, diesel turbines and motors. 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 creating a company, as well as short description the most popular cars 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 on 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, the German concern bought out part of its eastern partner, after which a subsidiary representative 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 combining the purchases of consumables 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 modern model range There are several types of machines, the brief parameters of which will be discussed below. Let's start with the THC series.
Specified vehicles optimally suited for long-distance transportation, they differ in overall dimensions from each other. The cab of the machine is characterized by good visibility, the top hatch opens with a spoiler. The largest driver's seat is 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. Next, we will briefly study the features of the cargo tractor of the TGA line. 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 performance. 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 wheel bases(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. The “engine” with four cylinders, a volume of six liters and power indicators from 150 to 206 horsepower acts as a power unit.
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, previously developing 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.
In recent years, Russia has become a major assembler of cars from the world's leading brands. Ford, General Motors, Hyundai, Toyota cars have been assembled and are being assembled in our country - the list, as they say, can be continued. And there was no lull in the market of manufacturers of commercial vehicles. The most active player among truck assemblers was Volvo company Trucks, in June 2007, Volvo and the region's authorities entered into an investment agreement to build a plant on a 55-hectare area in Kaluga-South. Investments in the project amounted to over 100 million euros. Against the background of the Swedes, MAN looks much more modest - almost 30 thousand m2. And what is now called the plant was, until recently, a warehouse complex belonging to the nearby auto giant GM. The Germans did not invest in the building by acquiring it, renting it. The term of the lease, alas, was not disclosed, and we hope that the budding enterprise will not suffer the fate of the previous exploiter of real estate. The St. Petersburg plant added to the already considerable empire of MAN, which in 2014 had about 38,500 employees worldwide. Germany has four production sites in Munich, Nuremberg, Salzgitter and Plauen. In addition to them, the company has factories in the cities of Steyr (Austria), Poznan, Starachowice and Krakow (Poland). In addition to Europe, MAN production facilities operate in Ankara, Pithampur (India) and in the cities of South Africa - Olifantsfontein and Pinetown. Cumulative segment sales commercial transport amounted to 11 billion euros and 120,000 trucks, buses and bus chassis MAN, Volkswagen and Neoplan. MAN Truck & Bus, headquartered in Munich, achieved 16.4% and second place in the European market for trucks over 6 tonnes. In the bus segment, 10.8% of all new registrations in Europe were for MAN and Neoplan vehicles. This result puts MAN Truck & Bus in third place among the largest European manufacturers of buses over 8 tons. São Paulo-based subsidiary MAN Latin America, with a market share of 27%, has maintained its leading position in the 5t truck market for the eleventh year in a row.
For the first time, the plans of the German concern MAN to build a plant in St. Petersburg were discussed in 2011. By the next year, a production site was looked after in Shushary and the MAN plant began to work in a test mode. In St. Petersburg, the MAN plant is part of the network of production enterprises of the concern. Technical equipment complies with the same standards. There is no significant difference between the production lines of the plant in Munich and St. Petersburg. Now the volume of production is such that up to 45 trucks are stored in disassembled form on its premises. These car kits come in boxes, mostly from Germany and Austria. There, in Salzgitter, brackets are prepared for shipment, engines in Nuremberg, cabins in Steyr, etc. A similar method of producing cars in Russia is used by many foreign manufacturers. The only large unit coming to the MAN plant and localized with us is the ZF gearbox. Recall that the joint venture between KAMAZ OJSC and Zahnrad Fabrik was established in January 2005. It produces 9- and 16-speed manual transmissions Ecomid (9S1310 TO) and Ecosplit (16S1820 TO). In 2016, it is planned to master the production of automated CP Ecomid Add-on. Today, the main consumer of the JV products is KAMAZ OJSC (more than 95%), in 2012 the production of transmissions for AZ URAL OJSC (9S1310 TO) and MAN in Russia (16S2520) started. In 2016, it is planned to manufacture gearboxes for MAZ OJSC (16S1820 TO and 9S1310 TO).
Inside the buildings
In fact, in terms of equipment, the plant can assemble the entire MAN line, for which only minor retrofitting would be required. But so far there are only a couple of models (TGS and TGM), and TGS dominates in various variations (2, 3, 4 axles) - both truck tractors and chassis. According to the internal schedule, the parts that come to the factory are already assigned to a specific truck - this creates some problems if a spare part turns out to be damaged. It will not work to take a new one from the shelf, but you will have to order and wait with the next delivery, sometimes up to a month. The situation is similar with fixing small things (also supplied from Germany) - of course, it is not tied to a specific vehicle, but it comes with a tiny margin of 5%. This production process management, or MAN Production System, is nothing more than a slightly modified Toyota Production System. There, in order to minimize stocks of finished goods, the production system is mostly oriented towards production based on orders. That is why a "pull" system is used, in which subsequent processes refer to the previous ones in order to take the necessary products.
The production plan, which indicates the required car models, their quantity and production time, is sent to the final assembly line. The material transfer method then rotates 180 degrees. In order to obtain units for final assembly, the final assembly line refers to the assembly line of units with the strictly necessary name and number of units and their delivery dates. So the production process moves from the finished product stage to the raw material procurement department. Each link in the just-in-time process chain is connected and synchronized with the others.
According to this principle, trucks are assembled on two lines - frame manufacturing and final assembly, which consist of five and six stations (assembly sites), respectively, which is almost five times shorter than, for example, at a plant in Germany. The length of the line and, accordingly, the number of stations is directly proportional to the performance. The resource for the production of the plant in Shushary is only 6,000 trucks per year in two shifts. In terms of possible daily achievements, this is 15-16 trucks, but in reality, the plant now produces four trucks a day.
On the frame assembly line, a Russian vin number is applied to it, the last four digits of which are consecutively numbered - and just a month ago, the thousandth copy came out of the gates of the enterprise. For ease of installation of brackets and other equipment, the frame is assembled with the axes up. The frame is connected to the crossbars with rivets with a riveting force of at least 30 tons. A bolted connection is easier to install, but more expensive to use. They don’t completely refuse bolts and nuts - they are used when a defective rivet is found. The nuts are tightened (and not only on the frame) - with calibrated impact wrenches with an undertightening error of 15%. After them, the connection is additionally checked with torque wrenches of the limiting type. Although wrenches are used with an accuracy of up to 2% for particularly critical parts (spring ladders and steering gear mounts), after tightening them, additional broaching is not required. Components and assemblies arriving at the plant may be painted or not have protective coating. Despite this, the assembled chassis (without cabs, wheels and wiring) are additionally coated with a layer of water-based paint. According to MAN standards, the coating layer cannot be less than 90 microns. It is the painting booth, so to speak, that slows down the lines, the “tact time” of which is 27 minutes - it is impossible to paint the incoming chassis faster.
The applied coating dries at a temperature of 80 degrees Celsius in special drying chambers. According to MAN technology, different requirements for appearance are imposed on different parts of the chassis. The fact that in plain sight (for example, an underrun bar) brings shine and gloss, which will be envied by car bodies when issued to a client.
After painting, for three stations, pneumatic and electric "braids" are assembled, where the assemblers show their creative abilities, because there are drawings, but there is no clear tracing of their laying. Employees are guided by standards for length, bends, distance between clamps, etc.
MAN equips its TGS in various variations with Euro-5 engines using AdBlue. The installation of more environmentally friendly versions is not yet in the plans of the plant. Diesel engines"Marry" with boxes ZF Chelny production. But in case of order automatic transmission it will be brought from Germany. Cabins come from Austria in almost assembled form to the plant - they only install aeropacks, washer tanks and other small things. At the end of the assembly, a person with a computer connected to the machine contacts the main plant in Germany to obtain permission and programs to fill in the control units. electronic systems truck.