MAN TGX (2026 - ) review

All three engine options for the TGX are Euro 6 compliant and offer power from 325bhp to 631bhp. The range starts with the 9-litre engine, includes the core 12.4-litre engine and a larger 15.2-litre engine for the heaviest duty applications. Like many of its competitors, the TGX’s fuel economy is improved through software systems such as EfficientCruise and PredictiveDrive which use GPS and topographical data to decide the most economical driving style. 4x2 tractor units can be specified with MAN’s 12.7-litre D30 engine which is more efficient than the D26 and D15 engine ranges it replaces in this segment.

The TipMatic gearbox is fitted to TGX and TGS models. As standard, it’s a semi-automatic gearbox with 12 forward gears. The D30 engine can be paired with a 14-speed TipMatic gearbox with two reverse gears. Based on the vehicle’s detected load, the best gear is selected for the conditions to minimise any delays associated with downshifting when power is needed.

MAN calls its largest, extra height sleeper cab GX, the medium height sleeper is GM and the standard height cab is GN. The two larger cabs accommodate sleeping facilities for two drivers while the smaller one is designed for one driver overnight. The GX maximises standing height to 2100mm, so even the tallest drivers will have plenty of room to move around the cab. Depending on the interior specification, the central screen on the dash is a 7-inch or 12.3-inch unit. When the larger system is fitted, a smaller screen to the right of it can be used as a fixed display to keep things like a clock or music always showing while the driver uses the main screen for navigation, for example. Unlike competitors that have introduced touchscreens, MAN’s infotainment display is controlled by a rotary dial. Key functions are navigated with the outer dial and the main dial lets the driver sift through the various menus. Since the dial could be easy to knock as the driver moves around the cab, it has a protective cover which can be folded up when it’s not in use. This doubles as a convenient wrist rest when it’s folded out, so the driver can comfortably operate the infotainment system without needing to hold their arm in the air.

Driver convenience starts before getting in the cab. A row of four buttons along the bottom of the door within easy reaching height can be programmed to operate anything the driver regularly needs but would usually have to climb inside for. Drawers, flat surfaces and overhead lockers provide a variety of different storage options. Cupholders are positioned a little far away to be accessible while the vehicle is moving but they’re right next to the fold out table on the co-driver’s side so the whole table can be used when the driver stops for food or to complete paperwork. The seats feel suitably supportive and comfortable and both doors have soft arm rests.

While many competitor mirror camera systems follow the familiar layout of traditional mirrors, MAN has reimagined the mirror display. Firstly, the screens are wider than equivalent systems in Renault and Mercedes-Benz Trucks models, for example. When the vehicle is travelling under 37mph, the default display screen is divided into four sections with the edges offering wider angle views. If the truck is moving faster, the display automatically switches to combine a standard and wide angle view into one connected image. The perspective of the camera allows the class V curb mirror to be replaced within the standard nearside display. At slow speeds, or if you click a button to bring it up, the class VI mirror shows on the infotainment screen, its new position is the most challenging to reprogramme your brain for. Driver assistance systems can be controlled through a shortcut button on the steering wheel and our test drive didn’t reveal any annoying or overbearing software. The moving off information system shows up on the driver’s display with clear graphics to denote a vulnerable road user in front of the vehicle. Designed for driving at night, the driver can also change the dash layout to a simpler version which shows only essential information to reduce cognitive overload in the dark. Both the TGX tractor unit and rigid 6x2 achieved a three star EuroNCAP safety rating out of a possible five stars.

Gear changes are smooth and the truck seems to have a good understanding of the scenario and its load. EfficientCruise uses topographical and GPS data to analyse the route ahead and prepare the right gear in plenty of time. The TGX features MAN’s BrakeMatic system which helps the driver to maintain a safe speed when travelling downhill. If cruise control is activated, it will automatically engage the engine brake to keep the truck within the set overrun limit. Alternatively, the driver can press the foot brake and when they lift off, the truck will maintain the speed that the driver slowed down to which feels very intuitive. Although the cab doesn’t have a completely flat floor inside, the extra separation from the engine minimises road noise and vibration.

For the greatest fuel savings, MAN offers the EfficientLine+ package which features A-rated tyres, mirror cameras, a more aerodynamic front bumper, a speed limiter at 53mph and a more energy efficient air compressor. When comparing like-for-like TGX tractor units with one equipped with the EfficientLine+ package, MAN estimates up to 8% fuel savings. For a vehicle doing around 150,000km annually, that could save up to £6,600 per truck. The vehicle’s technology can only do so much, so the company also offers driver efficiency training.

The MAN Truck & Bus dealer network spans 68 locations across the UK with a mixture of owned and franchise partners including the likes of North East Truck & Van, Aquila Truck Centres and PCL Group. Repair and maintenance contracts are offered through the network and genuine parts come with a two year warranty as standard. As well as European breakdown support, MAN also has a host of digital services including over-the-air updates, a driver app, live coaching and workshop bookings online.

MAN takes a different approach to many of its competitors with small features that make things easier and more comfortable for the driver. The rotary-controlled infotainment system is much safer to get to grips with, ADAS technology isn’t intrusive and the mirror camera displays give a more cohesive field of view. It feels like reducing driver overload was a key priority when integrating new technology and that ultimately means drivers are more likely to keep safety systems active. Alongside standard equipment designed to reduce fuel consumption, operators can choose more efficient specifications to further cut fuel costs.