Iveco EURO Range User Manual

EURO RANGE

BODYBUILDERS INSTRUCTIONS

EURO RANGE

EDITION 2002

FOLLOW THESE INSTRUCTIONS CAREFULLY IN ORDER TO PRESERVE THE EFFICIENCY AND

RELIABILITY OF ALL VEHICLE COMPONENTS.

OUR PRODUCTS ARE SUBJECT TO CONSTANT DEVELOPMENT; AS A RESULT CERTAIN PARTS

OF THIS PUBLICATION MAY NOT BE FULLY UP TO DATE.

PRODUCED BY SATIZ S.P.A. EDITORIA TECNICA PUBBLICAZIONI TECNICHE C/O IVECO LUNGO STURA LAZIO 49

10156

TORINO ITALY

PUBLICATION EDITED BY IVECO ENGINEERING PUBLICATION NR. 603.42.371 -7THED. PRINTED IN ITALY - 02.2002

Foreword

For the technical information concerning modification of the vehicle, application of bodies and re-

quests for technical documentation, please contact the relevant IVECO Commercial Sector.

These instructions refer to the vehiclesof the EuroCargo, EuroTech, EuroStar and EuroTrakker ranges that are currently in production; for vehicles in these ranges that have gone out of production, please refer to the instructions given in previous editions.

For other current models and ones no longer manufactured by IVECO, refer to the instructions contained in the booklet N

R. 603. 42.141.

Warning

The following symbols are widely used in this manual and the indications to which they refer should be carefully followed.

Danger to people: failure to fully observe these precautions can involve serious danger for personal safety.

Warning/Precautions: failure to fully observe these precautions involves the risk of serious damage to the vehicle (with resulting loss of warranty conditions) and/or persons.

Foreword

The purpose of these instructions is to permit modifications and/or fitting genuine IVECO parts while safeguarding the operation, safet y and reliabilit y of the vehicle and its components. The modifications and fittings made in compliance with the following instructions, except for the contents of point 2.1.1, require no specific IVECO approval. All modifications and fittings not covered in these instructions are to be approved beforehand by IVECO. IVECO shall not be held liable for any modifications or fittings where approval has not been requested or, if it has, where approval has been rejected or not given.

Departments to be Contacted and Documentation to be Submitted

Whenever equipment has to be constructed and this is not taken into consideration by the specifications contained in this manual, the responsible Departments, which can be contacted through the Sales Management of the Company, will provide the pertinent information. In these cases contact the IVECO Office in your zone.

When contacting these bodies two copies of the following documentation must be submitted:

a) Drawing of the vehicle including dimensions of the body or of the modified components or of the new

equipment.

b) A break down of the weights, with indications regarding the centre of gravity where necessary.

c) Description of the auxiliary frame, dimensions, fastenings to the chassis of the vehicle.

d) Distribution of the forces and moments acting on the vehicle as a result of the equipment (cranes, cement

mixers, hoists, concrete pumps etc.).

Reference must be made on the drawings themselves to all the points which differ from these specifications. Furthermore, the use of the vehicle and the conditions under which it is to be used must be briefly described.

IVECO Technical Documentation Available on Computer

The specific IVECO - THB web site contains technical documentation on the product concerning:

- Instructions for bodybuilders;

- Technical descriptions;

- Bodybuilder drawings

- Chassis, transmission, p.t.o. diagrams;

- Type-approval data.

Access information can be requested directly from the above-mentioned IVECO office. This same office will be able to provide you with CD-ROMs with the collection of chassis cab diagrams for the various product ranges in CAD - IGS and/or DXF format.

General specifications

1-5

Authorization and Liabilities

The authorizations issued by IVECO concern solely the technical feasibility of the modification and/or fitting to be made on a genuine IVECO vehicle. The bodybuilder is responsible for the:

- project of the modification or fitting;

- choice and features of the products used;

- workmanship of the modification or fitting;

- compliance of the project and its implementation with all the instructions provided by IVECO;

- compliance of the project and its implementation with all the current regulations in the country where the vehicle is registered;

- operation, safety, reliability and generally the good handling of the vehicle as well as the effects the modifications and fitting may have on the performance and specifications of the vehicle.

Guarantees

The bodybuilder/chassis converter who has built the body or who has modified the chassis must guarantee that the work was undertaken in a professional manner in full compliance with the specifications contained in this manual. IVECO reserves the right to declare void its own warranties for the vehicles where:

- These specifications have not been adhered to or where unauthorised equipment was installed, or

unauthorised modifications were carried out.

- The chassis was used in a way which is not suitable for the equipment or for the intended purpose of the

vehicle.

- The specifications, standards or instructions issued by the Manufacturer for the flawless execution of the

operations have not be heeded.

- Original spare parts or components which the Manufacturer has made available for specific interventions

were not used.

Maintaining Proper Operation of Parts and Vehicle

It is clearly understood that for all authorised modification and applications, the proper functioning of the various parts of the vehicle, the safety of operation and use of the various elements of the vehicle, in compliance with the national and international regulations (EEC Standards) and to the norms pertaining to the prevention of accidents must be guaranteed.

1-6

General specifications

Limits on Modifications

To ensure driving safety and good vehicle operation, the following assemblies in general must not be

modified:

-Axles

- Steering system

- Brakes

- Suspension (springs, brackets, anchor bar)

- Chassis

- Power unit

- Coupling devices (hooks, fifth wheels)

- Cab supports, locking and tilting devices

- Electrical system.

Modifications to the above assemblies, where included in these directives, may only be carried out after

approval has been received from IVECO.

Trademarks and Logos

Trademarks, nameplates and denominations must not be modified or displaced in relation to the original design. The appearance of the vehicle must not be changed or modified. The application of trademarks tied to the transformation or trim levels must be authorised by IVECO. They must not be applied near to the IVECO tradenames or logos.

IVECO reserves the right to withdraw the tradenames and logos if the fitting or conversion fails to conform with requirements. The bodybuilder accepts all responsibility for the entire vehicle.

Instructions for Additional Units

The bodybuilder shall, upon delivering the vehicle, supply the necessary service and maintenance instructions for additional installed units.

General specifications

1-7

Choosing the Chassis

The correct choice of chassis, in the appropriate version, is very important if the o utcome of the

modification is to be successful.

Before proceeding with the modifications, ensure that the vehicle supplied corresponds to the one requested

by checking information given on the order, and in the technical documentation provided by the Manufacturer.

Vehicles Identification

Two examples concerning the identification of the Euro Range of vehicles are given below together with

the meaning of the relevant initials:

Cab Range Model Power Version

CHASSIS

CAB VEHICLES

TRACTOR

EXTERNAL NAMEPLATE ON VEHICLE

LD190 /FPE25

MP 400 /PE83XT

ML

MH

MP LD

FF M

CC

CAB RANGE

ML = Medium light MH= Medium Heavy MP = Multipurpose LD = Long distance FF = Fire fighting M = Military

CC = Chassis cowl

GVW-Vehicles with cab

GVC - Tractors for

semitrailers (:10 in ton)

EURO Engine power

190 E 25

Configuration

C D H K T R V X

(x 10 in HP)

VERSION

C=Combi D = Double cab H = Heavy duty HM = Heavy mission K = Kipper T = Tractor for semitrailers R = Drawbar V=Van X = 6x2COnlytractors Y = 6x2PRoad Z = 6x4 W = All wheel drive

Y Z

W

Gearbox

Suspension

/TN /P /PT /PS /FP /FT /FS /E

1-8

SUSPENSION

/TN = Only for 6 x 2P vehicles, mechanical rear suspension with fixed 3rd axle (twin wheels) /P = 4x2, 6x4, 6x2P vehicles, rear air suspension. 6x2P with fi xed 3rd axle, single wheels /PT = Only for 6x2P rear air suspension with fixed 3rd axle, controlled steering /PS = Only for 6x2P, rear air suspension with fixed 3rd axle (twin wheels) /FP = 4x2, 6x4, 6x2P, 6x2C, full air suspension /FT = Only 6x2P, full air suspension with fixed 3rd axle (twin wheels) /FS = Only 6x2P full air suspension with 3rd single wheel axle, controlled steering /E = Rubber rear suspension (6x4, U.K. market)

General specifications

1.2 Dimensions and weights

1.2.1 General Specifications

The dimensions and maximum permissible mass on the axles are indicated on drawings, on technical specifications and, in greater details, on the official documentation issued by the Company. The kerb weights refer to vehicles with standard equipment. Special equipment may involve considerable modification to the mass and its distribution on the axles. Lights and rear-view mirrors positioning on our vehicles is designed for widths of 2,500 mm. This dimension may also be applied to special body versions with a width of 2,600 mm (e.g. refrigerator vans).

Weighing the Chassis

As a result of production factors there may be a variation in mass of approx. 5%.

It is, therefore, advisable to determine the mass of the vehicle with its cab before fitting the body and equipment and establishing their distribution on the axles.

1.2.2 Determining the Centre of Gravity of the Body and Payload

Positioning on longitudinal plane

To establish the location of the centre of gravity of the body and payload the following examples below may be used as guidelines.

The technical documentation specific to each model (chassis cab drawing) give the positions permitted with the vehicle in its standard form. The masses and positioning of the single components of the vehicle are given in the chassis and weight distribution diagram.

General specifications

1-9

Figure 1.1

Vehicles with 2 axles; vehicles with 3 axles with an equal load on the two rear axles

Rear wheel axle or tandem centre line

Example to determine the position of the centre of gravity of the payload plus body

W = Payload + body

= Share of payload on front axle

W

1

= Share of payload on rear axle (or tandem)

W

2

= Distance of centre of gravity from centre-line

L

1

of rear axle (or tandem centre-line)

L = Actual wheelbase

Figure 1.2

W1xL

=

L

1

W

respectively L

1

=L-

W2xL

W

Vehicles with 3 or more axles with a constant mass distribution ratio on the two rear axles. For these vehicles the ”ideal” values of the wheelbase and centreline between the axles, resulting from mass distribution, is determined by the Manufacturer.

Example to verify compliance of admitted masses on the axles

W = Payload + body

= Share of payload on front axle

W

1

= Share of payload on rear axles

W

2

= Share of payload on first rear axle

W

3

= Share of payloa d on second rear axle

W

4

= Distance of centre of gravity relative

L

1

calculated centreline

L = Calculated wheelbase (ideal)

= Calculated centreline (ideal)

L

2

A = Distance between rear axles

1-10

W

1

W

2

W

3=W2

W

4

WxL

=

=Wx

W2xL

=

x

L

A

1

(L - L1)

L

(A - L2)

A

2

Attention:

On vehicles with three or more axles, with a variable mass distribution ratio on the two rear axles depending on the load, the ”ideal” values of wheelbase and centreline between the axles will have to be calculated on the basis of the information given in the chassis cab diagram, or in the specific documentation specially prepared by IVECO. In this way, for special versions (e.g. cranes on rear overhang) it will be possible to determine the correct positioning of the centre of gravity of the equipment and payload on the basis of the actual load (see point 5.4 in section 5).

General specifications

Figure 1.3

4 axle vehicles with the same loading on both the front and rear axles

Front axle centreline

Example to determine the position of the centre of gravity of the payload plus body

W = Payload + body

= Share of payload on front axles

W

1

= Share of payload on rear axles (tandem)

W

2

= Distance of centre of gravity from centreline

L

1

of rear bogie

L = Actual wheelbase

respectively L

1

L

1

=L-

=

Rear axle (tandem) centre line

W1xL

W

W2xL

W

General specifications

1-11

In order to apportion the payload on the axles, it must be uniformly distributed except when the shape of the loading surface itself entails a different distribution of the load.

As for equipment, the actual location of the centre of gravity is considered.

When building bodies or containers, loading and unloading systems for the transported goods must be devised which preclude excessive variations in the distribution of the load and/or excessive loads on the axles, also giving the relevant instructions to the users.

The bodybuilder will also need to install suitable payload securing systems on the body so that transport can be made with the utmost safety.

Figure 1.4

Uniform distribution of the load Non-uniform distribution of the load due to the

Uniform distribution of the load Non-uniform distribution of the load (beware of

lack of a rear overhang

load on axles and of minimum ratio)

1-12

General specifications

HeightoftheCentreofGravity

The height of the centre of gravity of the chassis cab is given in the technical documentation specific to each model (chassis drawing). For testing the vehicle complete with superstructure, the bodybuilder must check that the height of the centre of gravity of the equipment including the payload, or of the entire vehicle when fully loaded, falls within the maximum permitted values. These limits are defined in compliance with the national or international regulations (e.g. EC Directive 71/320 as amended by the current braking directive regarding breaking) or requested by the Manufacturer to ensure good handling of the vehicle (e.g. transverse stability of the moving vehicle). In order to comply with the current EC Directive, IVECO provides information for the various models (wheelbase and specific body) on computer, regarding:

- Height of centre of gravity of chassis cab (e.g. chassis cab diagram, braking data);

- Maximum height of centre of gravity of complete vehicle at full load

(e.g. national type-approval document);

- Braking capacity of each single axle (e.g. braking data).

Figure 1.5

Verification with full load:

(Wv . Hv) + (Ws . Hs)

Ht =

Wv = Chassis cab vehicle tare weight Hv = Height of centre of gravity of chassis cab vehicle (laden condition) Ws = Payload plus superstructure tare Hs = Height of centre of gravity of body and payload in relation to ground Wt = Vehicle mass when fully loaded Ht = Height of centre of gravity of vehicle with full load

Wv + Ws

[(Wv + Ws) . Ht] − (Wv . Hv)

Hs =

Ws

To check the vehicle with its body but no payload, use above formula but for Ws use only the body tare weight (The position for Hv will depend on the load and deflection of the suspension).

General specifications

1-13

The height of the centre of gravity indicated in table 1.1 represents values which are not to be exceeded for each given equipment level. These values have been calculated only in terms of the transverse stability of the vehicle and are applicable to a mid wheelbase. Any other possible restrictive specification, e.g. braking regulation, should be taken into consideration.

The values given in table 1.1 refer to the superstructure with fixed payload. In versions where the payload tends to move on side (e.g. suspended loads, fluid loads etc.) especially when turning, higher dynamic stress is generated which makes the vehicle less stable. This must be taken into consideration when providing vehicle operating instructions or for possible reduction in the height of the centre of gravity.

Using Stabiliser Bars

Supplementary stabilising or anti-roll bars, where available, spring reinforcements or the application of rubber components (incompliance with point 2.7) may increase the height of the centre of gravity of the payload which must be defined as each occasion arises. The modification must be carried out after careful consideration has been given to the specifications of the version, to the wheelbase and to the distribution of the cross-stresses acting on the suspension both at the front and at the rear of the vehicle. It must be borne in mind that it is often advisable to modify the rear axle only since a modified front axle would give the driver a false sense of stability making it more difficult to perceive the safety limits. Modification to the front axle may be made where the load is positioned behind the cab (e.g. crane) or where the superstructures are very rigid (e.g. van conversion).

Exceeding the Limits

When transporting goods with an exceptionally high centre of gravity (e.g. machinery, indivisible cargo etc.) from a technical point of view it is possible to exceed the values indicated in the table provided that the steering system of the vehicle is suitably adapted to this condition (e.g. reduced speed, running path gradual variations, etc.). Modifications may only be carried out after approval has been received from IVECO.

1-14

General specifications

1.2.3 Observing the Permitted Weights

All limits indicated in our documentation must be adhered to. The mass of the front axle is of particular importance under varying load conditions, in order to ensure the correct steering characteristics on road surfaces of all types.

Particular attention must therefore be paid to vehicles with a weight which is concentrated on the rear overhang (e.g. cranes, tail-lifts, centre axle trailers) and to vehicles with a short wheelbase and a high centre of gravity (e.g. silo vehicles, cement mixers).

When positioning the body and equipment, the loads must be correctly distributed transversally. For each wheel a variation in the rated load (1/2 of the axial load) of 4% is permitted (e.g. admitted load on axle: 10,000 kg load admitted on each wheel: 4, 800 to 5,200 kg) provided that the tyres permit it, without impairing braking or driving stability.

For vehicles with an added rear lift axle it must be remembered that, with the axle in the raised position, the effective wheelbase is reduced, whereas the rear overhang is increased. It is therefore advisable that the centre of gravity of the body and payload is located in front of the centre line of the driving axle. In addition to this it is not advisable to equip a vehicle which has its load concentrated at the rear, with a lifting device. Apart from different specifications for specific individual vehicles, the following may be taken to be the minimum values for the front axle:

- 20% of the total vehicle mass with uniformly distributed loads

- 25% of the total vehicle mass for loads that are concentrated on the rear overhang.

The rear overhang of the body must be built in strict observance of the permitted axle loads, the limitations in length, the positioning of the tow hook and of the underride guard stipulated by the relevant laws and regulations.

Variations in the Permissible Mass

Special exceptions to the maximum permissible mass may be granted for particular applications for which, however, precise limitations regarding the use will be imposed in addition to possible vehicle reinforcements.

Such exemptions, if they exceed the limits imposed by law, must be authorised by the Administrative Authority.

A reduction in admissable vehicle load (downrating) may require interventions on some parts, such as the suspension. In these circumstances, the necessary indications may be supplied.

The request for authorisation must include:

- Vehicle type, wheelbase, identification number, designated use.

- Tare distribution on the axles (e.g. vehicles equipped with crane and body) including positions of the centre

of gravity of the payload.

- Proposals concerning the reinforcement of the vehicle components where necessary.

General specifications

1-15

Table 1.1

gypy(

MP260

Maximum heights in relation to the centre

1)

of gravity

of the payload and cornering stability

MODELS BASIC EQUIPMENT

ML 60; 60P x x 2450

ML 60K x x 2400

ML 65; 75; 80; 65P; 75P; 80P x x 2300

ML 65K; 75K x x 2250

ML 65H x x 2400

ML 80K x x 2350

ML 85H x x 2400

ML 95W x x 2750

ML 100; 100P x x 2200

ML 100K x x 2250

ML 100W x x 2470

ML 120; 120P x x 2400

ML 110EL ; /P x x 2200

ML 120K x x 2550

ML 120H x x 2550

ML 130 x x 2300

ML 130P; 130FP x x 2400

ML 130K; 150K x x 2500

ML 135W x x 2750

ML 140W x x 2500

ML 150 x x 2350

ML 150P; 150FP x x 2400

ML 150H x x 2600

ML 170; ML 180 x x 2550 ; 2400

ML 170P; ML 180; /P x x 2650 ; 2500

ML 170K x x 2600

ML 260KE x - - 2650

MP 180; 180P x x 2650

MP 180FP x x 2590

MH / MP 190 x x 2720

MH / MP 190P x x 2750

MP 190FP x x 2700

MP 190H x x 2720

MP 190W x x 2800

MP 240; 240TN; MH 260; TN x x - 2740

MP 240P; PS; MH 260P; PS x x x 2720

MP 240FP; FS x x x 2690

MP 240PT; MH 260PT x x x 2830

MP 240FT x x x 2850

MP 260

with anti-roll bars

Front Rear

1212

x - - 2650

x SW - 2650

Max. height (approx.) of centre of gravity of payload (includ. body or equipment) in relation to the ground (mm)

1-16

General specifications

Table 1.1 (continued)

gypy(

Maximum heights in relation to the centre

1)

of gravity

of the payload and cornering stability

MODELS BASIC EQUIPMENT

with anti-roll bars

Front Rear

1212

MP 260P x x x 2720

MP 260FP x x x 2680

MP 260H x x - 2780

MP 260W x x - 2890

MP 330H x x - 2600

MP 330W x x - 2620

MP 380H x x - 2510

MP 380W x x - 2520

MP 340H x - x - 2290

MP 410H/HB x - x - 2510

Max. height (approx.) of centre of gravity of payload (includ. body or equipment) in relation to the ground (mm)

Note:

1) = values referred to the transversal stability of the vehicle comply with further possible restrictions imposed b y the regulations in force (e.g. braking system).

x = with standard anti-roll bar

- = without anti-roll bar

SW = anti-roll bar on request

General specifications

1-17

1.3 Instructions for the Correct Functioning of the Parts of the Vehicle and Accessibility for Maintenance

As a rule, when modifying or installing any type of equipment, nothing must be altered which prevents the

correct functioning of assemblies and parts of the vehicle under all operational conditions.

For example:

- Ready access to all parts requiring inspection or maintenance and periodic servicing must be provided. In the case of closed body types suitable opening doors must be provided.

- For tilting cabs, adequate space permitting tilting must be assured. In the case of structures which involve the space above the driver’s cab, adequate space for the passage of intake air must be guaranteed (see fig1.6).

Figure 1.6

1 Retain adequate room for tilting the driver’s cab 2 Retain the free space above the gearbox (for tractors with semitrailers consider the movement between tractor and semitrailer) 3 Cab rotational centre 4 Observe the minimum distance required by the specific documentation

- Service access to chassis/driveline components must be retained. For instance repairing the gearbox or clutch must be possible without necessitating the removal of major components of the added structure.

- The cooling system (radiator cowling, radiator, air passages, cooling circuit etc.), fuel supply (pump position, filters, pipe diameter, etc.) and the engine air intake must not be altered.

- The anti-noise panels must not be altered or moved in order to prevent changes in the approved noise levels of the vehicle. Should it be necessary to make openings (e.g. for the longitudinal runner of the body to pass through) these must be properly closed off using material with inflammability and soundproofing characteristics equivalent to those used originally.

1-18

General specifications

- Adequate ventilation of the brakes and battery case (especially in the case of vans) must be guaranteed.

- The positioning of the mud-guards and wheel-arches must allow free movement of the rear wheels even when chains are being used. Sufficient space must also be ensured with lifting axles. Some of our models have 3rd axle steering which also steers in the raised position; and it is necessary to leave space for this function (see point 2.20).

- When vehicle body building has been completed the adjustment of the headlights must be checked for safety and re-adjusted where necessary. In these circumstances it may be necessary to adjust the screw on the headlights or to check the adjustment range of theadjusting device when the vehicle is laden. The adjustment must be carried out in compliance with the instructions given in the Owner’s Manual in which the new values, if any, will be included.

- In the case of parts which are supplied loose (e.g. spare wheel, chocks) it will be the responsibility of the bodybuilder to position and secure them in an accessible and safe manner in compliance with possible national laws.

1.4 Legal Provisions and Prevention of Accidents

On completing the vehicle the bodybuilder/chassis converter must check the work (modifications, body +

equipment etc.) to ensure that the legal provisions required in the country of registration are observed (e.g. weights, dimensions, braking, noise, emissions etc.). Information regarding these matters may be obtained from the competent Authorities or the IVECO Area Network.

The vehicles manufactured at our plant (except some versions for extra-European countries) comply with the EEC directives. Converted vehicles must also comply with these directives. The only permissible exception is granted where local type approval differs from EEC homologation.

Prevention of Accidents

The structures and devices fitted to the vehicles must comply with the current regulations concerning the

prevention of accidents and safety regulations in force in the countries where the vehicle is to be used. All the precautions dictated by technical awareness must be adopted to prevent malfunction and functional defects.

Compliance with these regulations will be the responsibility of the manufacturers of the structures and devices.

Warning

Components such as seats, upholstery, seals, protective panels etc, may constitute a potential fire risk if

exposed to sources of intense heat.

Remove these components before undertaking welding or flame-cutting work.

General specifications

1-19

1.5 Choice of material to use: Ecology - Recycling

Increasingly greater attention should be p aid, at the study and design stage, to the choice of materials to be used. T his is especially the case as regards the aspects connected with ecology and recycling in the light of domestic and international regulations that are constantly being developed in the sector. In this connection:

- Everyone must be aware of the prohibitions on using harmful or potentially hazardous materials, such as

ones containing asbestos, lead, halogen additives, fluorocarbons, etc.

- Use materials whose processing produces limited waste and that permit easy recycling after their first use.

- With composite synthetic materials, use components that are compatible with each other, envisaging also

their possible utilization with the addition of other salvaged components. Affix the markings required in

compliance with the current regulations.

1.6 Quality System management

For some time IVECO has been promoting Quality System development and training for bodybuilders. This is a requirement due not only to compliance with domestic and international regulations on product liability, but also the growing demand for increasingly higher quality levels. The creation of new forms of organization in the various sectors and the quest for increasingly more advanced levels of efficiency. IVECO believes it expedient for bodybuilders to be equipped with an organization where the following are defined and available:

- Organization charts for functions and responsibilities

- Quality system

- Quality goals

- Technical design documentation

- Process and control phases with relevant resources

- Product improvement plan, obtained also with corrective actions

- After sales service

- Staff training

- Manufacturer liability documentation.

1-20

General specifications

1.7 Vehicle delivery

Before delivering the vehicle to the Customer check that:

- The equipment requested has been correctly fitted.

- The vehicle and equipment is completely ready for service and fully operational.

- The functionality and safety of the vehicle and/or equipment has been respected.

- Information/documentation concerning the equipment has been included.

- New data have been entered on the appropriate plates (where applicable)

Concerning the periodical checks on the vehicle, please remember the instructions for correct battery

maintenance referred to on the specific information sheets on the vehicle before delivery to the customer.

The bodybuilder will moreover need to confirm that the operations carried out are in compliance with the latest bodybuilder instructions manual/documentation provided by IVECO and with the requirements of the law.

Guarantee

A guarantee is provided for all our vehicles, under the terms and conditions set out in the relevant documentation. An equivalent guarantee must be provided by the bodybuilder/chassis converter covering the work carried out, by them.

General specifications

1-21

1-22

General specifications

2. CHASSIS MODIFICATIONS

Chassis modifications

2-1

2-2

Chassis modifications

Index

2. Chassis Modifications

2.1 General 2-5

2.1.1 General Specifications and Approval of the Company concerning Modifications of the Chassis 2-5

2.1.2 Specific Precautions 2-6

2.1.3 Protection against Rust and Painting 2-7

2.2 Specific Instructions 2-9

2.2.1 Drilling the Chassis 2-9

2.2.2 Bolts and Rivets 2-9

2.2.3 Characteristics of the Materials to be Used when Modifying the Original Chassis 2-10

2.2.4 Welding the Chassis 2-10

2.3 Modifying the Wheelbase 2-13

2.3.1 General Specifications 2-13

2.3.2 Modifying the Drive Line 2-17

2.4 Modifying the Rear Overhang 2-22

2.4.1 Reducing the Overhang 2-22

2.4.2 Increasing the Overhang 2-22

2.5 Installing a Towing Device 2-24

2.5.1 General Specifications 2-24

2.5.2 Increasing the Towable Mass 2-25

2.5.3 Lowered Rear Cross-Member 2-26

2.5.4 Centre Axle Trailers (Rigid Towbar) 2-28

2.6 Installing a Supplementary Axle 2-45

2.7 Work on the Suspension 2-55

2.7.1 Changing a Mechanical Suspension into a Pneumatic o r Mixed Suspension 2-55

2.8 Modification of the Engine Air Intake and Exhaust Systems 2-56

2.8.1 Vertical Exhaust 2-57

2.9 Modifications of the Engine Cooling System 2-58

2.10 Installation of a Supplementary Heating System 2-59

2.11 Installing an Air Conditioning System 2-60

2.12 Cab Modifications 2-61

2.12.1 General Specifications 2-61

2.12.2 Roof Panel Modifications 2-61

2.12.3 Installation of a Spoiler or Top-sleeper 2-62

2.12.4 Crew Cabs 2-62

Chassis modifications

2-3

2.13 Changing the Size of the Tyres 2-64

2.14 Modifications to the Braking System 2-65

2.14.1 General Specifications 2-65

2.14.2 Brake Pipes 2-65

2.14.3 Vehicles with ABS Devices 2-68

2.14.4 Taking air from the System 2-69

2.14.5 Instructions for Adjusting the Load Apportioning Valve 2-69

2.14.6 Installing a Load Apportioning Valve on Vehicles not so Equipped 2-71

2.15 Electrical system: Modifications and Drawing-off Power 2-72

2.15.1 General Information 2-72

2.15.2 Additional equipment 2-75

2.15.3 Power Draw-off 2-78

2.15.3.1 EuroCargo Range; EuroTech, Star, Trakker Range (Production until June 98) 2-78

2.15.3.2 EuroCargo T

ECTOR range 2-82

2.15.3.2.1 Connection for Engine switching off when a Person is standing on the Footboard and the Reverse gear is engaged 2-91

2.15.3.3 EuroTrakker and EuroTech MH range with Cursor engine EuroTech, Star, Trakker range (production started as of July 1998) 2-92

2.15.4 Additional Circuits 2-96

2.15.5 Harness Modifications due to Changes to Wheelbase or Overhang 2-97

2.15.6 Power Draw-off at a Voltage Different from that of the System 2-97

2.15.7 Battery Main Switch 2-97

2.15.8 Installing Side Marker Lamps 2-97

2.16 Repositioning Parts and Mounting Auxiliary Assemblies and Equipment 2-102

2.17 Transporting Dangerous Goods 2-104

2.18 Retarder Installation 2-105

2.19 Modifications to the Rear Underrun 2-106

2.20 Rear Mudguards and Wheel Boxes 2-107

2.21 Mudflaps 2-108

2.22 Side Guards 2-108

2.23 Chocks 2-109

2-4

Chassis modifications

2.1 General

2.1.1 General Specifications and Approval of the Company concerning Modifications of the Chassis

Any modifications must be carried out according to the criteria detailed in the following paragraphs.

Particular attention must be given to the following points:

- Welding to the bearing structures of the chassis is explicitly prohibited (with the exception of the items described at points 2.2.4, 2.3, 2.4 and 2.6).

- Holes in the flanges of the side members are not permitted (except for the items described at point

3.1.2).

- Where riveted connections exist and can be modified as explained below, these can be replaced by flanged-head screws and nuts of min. class 8.8 or by hex screws of the next greater diameter and self locking nuts. Screws greater than M14 must not be used (max. diameter of hole 15 mm) unless otherwise specified.

- In cases where the original joints were detached and rejoined with bolts or where rivets are replaced with bolts, the bolt torque must be checked after the vehicle has been driven approximately 500 to 1.000 kms.

IVECO Approval

The following modifications may only be performed following IVECO approval:

a) Modifications to the wheelbase following instructions given at points 2.2.3, 2.2.4, and 2.3. b) Modifications to the rear overhang within the limitations imposed by weight and national legislation,

following instructions given at points 2.2.3, 2.2.4 and 2.4.

c) Work on the braking system (see point 2.14) and on the steering system (after appropriate checks). d) Modification to the characteristics of the suspension (see point 2.7). e) Changing mechanical suspension into a pneumatic or mixed suspension (see point 2.7.1.). f) Modifications to the driver’s cab (see point 2.12). g) Modifications to the exhaust system and to the engine air intake (see point 2.8). h) Modifications to the engine cooling system (see point 2.9). i) Modifications to the engine assembly and driving gear (see point 2.3.2). k) Modifications to the front and rear axles l) Installation of supplementary axles following the instructions given at point 2.6. m) Installation of retarder brakes (see point 2.18). n) Installation of power take-offs (in cases where authorisation is required, see paragraph 4). o) Changing the dimensions of the tyres (see point 2.13).

As a general rule, to obtain official approval, the request must contain full documentation illustrating the intended project which must reflect the general and specific specifications contained therein.

It is the responsibility of the bodybuilder to present the intended modification to the proper authorities and to seek their approval whenever called upon to do so by national laws.

Chassis modifications

2-5

2.1.2 Specific Precautions

During the welding, drilling, grinding and cutting operations when working in the proximity of brake lines and particularly if these are of plastic material or electric wiring, care must be taken to ensure their protection. Where necessary they should be removed (follow the instructions given in paragraphs 2.2.3 and

2.15).

Figura 2.1

Regarding the electrical equipment remember to:

a) Take precautions concerning the alternator and the electrical/electronic components. In order to avoid

damaging the diode rectifier, never disconnect the batteries (or open the isolator) when the engine is running. If the vehicle has to be tow started make certain that the batteries are connected. Should it be necessary to quick charge the batteries, disconnect them from the vehicle circuit. In order to run the engine with external means and in order to avoid current peaks which might damage the electric/electronic components, do not use the ”start” function in conjunction with external charge devices if such devices are equipped with this function. Starting will have to be carried out only with the external battery trolley ensuring correct polarity.

b) Checking the earth connections.

As a general rule the original earth connections of the vehicle must not be changed. If it is necessary to move these connections or to implement further earth points use the existing holes on the chassis as far as possible and:

- Remove, mechanically, and/or with an appropriate chemical product, the paint on the chassis side and ontheterminalsidecreatingarestingplanefreefromindentationsorridges.

- Apply appropriate high conductivity paint between the cable terminal and the metal surface (e.g. galvanizing paint IVECO Part number 459622 by PPG).

- Connect the earth cables within 5 minutes from the application of the paint.

Do not use the IVECO standardised M1 (battery earth connection) M2, M 8 (earth connection for starter motor depending onthe driving position) points for the earth connectionsfor control switches (e.g. sensors or low absorption devices): See IVECO Workshop manuals. With regard to the electronic devices, avoid linking earth connections between the devices; only use single wire earths with optimised lengths (as short as possible).

2-6

Chassis modifications

c) Electric wiring.

The wires of the electrical equipment must be connected by waterproof connections of the same type as the original. The additional section of wire must be protected inside an appropriate sheath and suitably attached by clips. The new wiring must not be positioned on the side of the electronic circuits already existing on the vehicle.

For further information regarding the braking and electronic system, refer to chapter 2.14 and 2.15.

2.1.3 Protection against Rust and Painting

All parts of the vehicle (chassis, driver’s cab, body etc.) which have been subject to modification must be protected against oxidation and corrosion.

Protection and painting operations must be carried out with due care on all the parts concerned.

In particular the frame, cab and various parts exposed to atmospheric agents and sunlight must be treated with a cycle which includes:

Ironphosphor - degreasing, anti-corrosion, sealing, primer coat and final coat (the enamel type primer can be replaced with powdered paint, the cab body excluded).

Miscellaneous parts (boxes, protective grills etc.) with complex forms (with boxed parts, joints, overlaps and areas not accessible using the traditional spray application) which are attached to the frame must be treated with a cycle which includes:

Ironphosphor - degreasing, electrophoresis or immersion anti-corrosion, enamel or powdered paint.

When joining surfaces by welding and when the electrophoretic stage is not used, it is extremely important to protect the contact surfaces with the electrically weldable paints.

For those parts which are not directly in contact with atmospheric agents (e.g. inside the cab) reduced cycles are acceptable.

Ironphosphor - degreasing, powdered paints or phosphor - degreasing, electrophoresis or phosphor - degreasing, anti-corrosion.

The phosphor - degreasing process may be replaced by degreasingwith solvents and wash primer (5 to 10 µm).

Other important operations included are: protection of the open or semi-open boxed parts using oil-wax products by injection using suitable probes, sealing of the joints and overlaps of the areas subject to abrasive action (wheel arches, under body, etc.) using specific product (elastomers, acrylics, etc.) after the anti-corrosion protection.

Parts mounted on the outside of the cab (brackets and bolts in general) must be of stainless steel or protected with ”Dacromet”. The coupling elements (hinges, handles etc.) used on the frame and/or body (floor panels, tanks etc) must be protected with ”Dacromet” or with 12 µm min. galvanising. The same quality of the parts used on the cab must in all cases be guaranteed.

Chassis modifications

2-7

Precautions

Suitable precautions must be taken to protect those parts whose conversion and operation could be

damaged by paints such as:

- Rubber or plastic hoses for the air and hydraulic installations.

- Gaskets, parts in rubber or plastic.

- Flanges of the transmission shafts or power take-offs.

-Radiators.

- Shock absorber and hydraulic or air cylinder rods.

- Drainage and bleeder valves (mechanical components, air tanks, cold starting heater plug pre-heating tanks etc.).

- Fuel sediment filter.

- Nameplates and logos.

Engines with electric and electronic components

- On all the engine and vehicle wiring harness, including earth contacts.

- On all connectors on the sensor/actuator side and wiring harness side.

- On all sensors/actuators, on flywheel, on flywheel revs sensor support bracket.

- On the pipes (plastic and metal) of all the diesel fuel circuit.

- On the complete diesel fuel filter base.

- On the control unit and its respective base.

- On the area inside the sound-proof cover (injectors, rail, pipes).

- On the common rail pump complete with regulator.

- On the vehicle’s electric pump.

- On the tank.

- On the front belts and relevant pulleys

- On the power-steering pump and its respective piping.

If the wheels are removed protect the contact surfaces on the drums and hubs, avoid increasing the thickness and especially avoid the build-up of paint on the connecting flanges of the wheel disks and resting points of the fixing nuts. Ensure that the disc brakes are adequately protected.

The electronic components and modules must be removed.

When the painting operation is to be completed by oven drying (max. temp. 80ºC), all parts which may be damaged by exposure to heat must be removed.

When modifing the cab the application of noise deadening and insulating materials must be included inside the cab and under the floor to eliminate vibrations, contain noise levels and to restore the original heat insulation levels.

2-8

Chassis modifications

2.2 Specific Instructions

2.2.1 Drilling the Chassis

When it is necessary to mount assemblies or auxiliary units on the chassis, as a general rule, the existing holes made at the factory should be used. Under no circumstances should the flanges of the sidemember of the vehicle be drilled unless in compliance with the indications given in point 3.1.2.

In those cases (installation of shelves, brackets etc.) where it is necessary to drill new holes, they must be drilled in the vertical web of the side member and must be carefully deburred and reamed.

Position and Size

The new holes must not be made in areas of high stress (such as supports for springs) and at variance with the cross-section of the side member.

The diameter of the holes must be proportional to the thickness of the steel. Under no circumstances must this exceed 15 mm unless otherwise specified. The distance from the centre of the hole to the edges of the side member must not be below 40 mm. The centres of the holes must never be located at a distance of less than 45 mm from each other or in relation to the existing holes. The holes must be staggered as shown in figure

2.2. When relocating spring supports or cross members, the same drilling arrangements must be preserved.

Figure 2.2

2.2.2. Bolts and Rivets

In general, fixings of the same type and class designed for similar fixings of the original vehicle should be used. Use class 10.9 bolts for high-stress fixings (e.g. spring supports, bar connections, shock absorbers etc.). When space permits it use flanged head screws and nuts.

Chassis modifications

2-9

2.2.3 Characteristics of the Materials to be Used when Modifying the Original Chassis

For the modification of the vehicle’s chassis and for the reinforcements applied directly to the side members, the material used must correspond both in quality and thickness to that of the original chassis. If material of the specified thickness is not available standard material of the next greater thickness (e.g. 7 mm instead of 6.7 mm)canbeused.Thematerialtobeusedmustmeettheseminimumstandards.

Vehicles with a weight rating equal to or lower than ML 180, including ML 260 KE (EuroCargo):

Chassis made of high yield steel FeE420 (QSt E 420 TM-BS1499 part I grade 46/40) Tensile strength R Yield point R 0.2 Stretching A 5

≥ 530 N/mm ≥ 420 N/mm ≥ 21%

2

(53 kg/mm2)

2

(42 kg/mm2)

Vehicles with a weight rating equal to or greater than MP 180 (EuroTech/EuroStar/EuroTrakker):

Chassis made of high yield steel FeE490 (QSt E 500TM-BS1449 HS 50/45) Tensile strength R Yield point R 0,2

≥ 610 N/mm ≥ 490 N/mm

2

(61 kg/mm2)

2

(49 kg/mm2)

Stretching A 5 ≥ 19%

As an alternative, only for extending of the rear overhang, Fe510D (QSt 52-3-BS4360, grade 50C) with the following characteristics may be used:

Tensile strength R

≥ 520 N/mm

2

(52 kg/mm2)

Yield point R 0,2 ≥ 360 N/mm2(36 kg/mm2) Stretching A 5

≥ 22%

For the dimensions and thicknesses, see the information given in the relevant documentation.

2.2.4 Welding the Chassis

The welding operations may be carried out only by specialist, trained personnel using equipment that is suitable to ensure high quality workmanship (see specifications EN

287).

Welding is permitted:

- for joining of the side members if they are lengthened or shortened.

- for the application of reinforcing L section flitch on a side member that is to be modified as detailed below

(see Fig. 2.5). For vehicles equipped with electronic devices (e.g. ABS, EDC, ECAS, etc.) disconnect the connectors of the

control units (see wiring diagram in the relevant documentation); see their positioning on the vehicle in section 5 (point 5.2). Should close welding be required, remove the control unit from its position.

During welding earth the welding machine directly to the piece that is to be welded in order to protect the electrical equipment (alternator, batteries). Ensure that the negative pole of the battery has been disconnected.

2-10

Chassis modifications

Plastic pipes must be protected from heat sources and splashes of material during welding. If necessary these parts should be removed.

The surfaces of the leaf springs and air springs must be protected against weld splashes during welding. Do not allow the electrodes or conductors to come into contact with the spring.

As part of the procedure it will be necessary to remove the paint and deoxidise the parts of the chassis that are affected by the welding operation as well as those parts which may have to be covered by possible reinforcements. When work has been completed the modified part must be protected with adequate rustproofing (see point 2.1.3.).

The instructions given below should be followed to ensure that welding is carried out correctly.

a) Cut the side members with a diagonal or vertical cut. (We recommend that the diagonal cut be used

particularly for the section between the wheelbase) Cuts are not permitted in areas in which the profile ofthesidememberaswellasthechassiswidthchangeor in those where there is a high concentration of stresses (e.g. spring brackets). The cuts must not be made through the holes present in the side member (see Fig. 2.3.).

Figure 2.3

NO

YES

b) on the inner side of the side member give the parts that are to be joined a V-shaped chamfer of 60° along

theentirelengthtobewelded(seeFig.2.4).

c) archweld in stretches using carefully dried basic electrodes. The recommended electrodes are:

for FeE420 (BS 1449 HS 46/40): DIN 1913 - E 51 B 1023

FeE490 (BS 1449 HS 50/45): DIN 8529 - EY 4687 Mn 1 Ni B H5

Diameter of the electrode is 2.5 mm, current intensity approx. 90A (max. 40A for each millimetre of diameter of the electrode). Using MIG-MAG welding use a welding rod with the same characteristics as the material to be welded (diameter 1 to 1.2 mm).

Recommended welding rod: DIN 8559 - SG3 M2 5243

gas DIN 32526-M21 or DIN EN 439

For the FeE490 (BS 1449 HS 50/45) material when used with low temperatures, the following are recommended:

PrEN 440 G7 AWS A 5.28 - ER 80S - Ni 1 gas DIN EN439-M21

Avoid current overloading. Welding must be free from marginal cuts and waste material.

d) Repeat the operation on the reverse side by welding as detailed in point c). e) Allow the side members to cool slowly and uniformly. Cooling by air, water or other means is not

permitted.

f) Remove excess material resulting from the welding operations by grinding.

Chassis modifications

2-11

Figure 2.4

g) On the inner side reinforcing L-section flitches should be applied. These should be made of steel and have

the same characteristics as the steel used for the chassis. The minimum dimensions are given in Fig. 2.5. The reinforcements may only be fixed to the vertical web of the side member using welding beads, plug welds, bolts or rivets (Huck rivets may also be used). The cross-section and the length of the weld bead, the number and distribution of the plug welds, bolts or rivets must be adequate to transmit the bending and shearing moment of the section.

Figure 2.5

a ~= 0.3 H b ~= H (min 175 mm) S ~= (0.8 to 1) S1

Closing of existing holes

If, when making new holes, the existing holes are found to be too close (see Fig. 2.2) these may be closed up by welding. To ensure the success of this operation the outer edge of the hole should be chamfered and copper plate used for the inner part.

For holes with a diameter of over 20 mm, chamfered plugs may be used, welded on both sides.

2-12

Chassis modifications

2.3 Modifying the Wheelbase

MT180

t

p

t

S:1-1

3

8000110A:

2,4,6-1

2

2.3.1 General Specifications

As a rule, for each vehicle, modification to the wheelbase must be carried out on the standard wheelbase above or closer to the new wheelbase required. The measurements given in the written authorisations will apply in all cases particularly for extensions made to the longest standard wheelbase. On vehicles with a parallel chassis and constant-section side members, the wheelbase should be modified by repositioning the rear axle (or axles) when the internal reinforcements and their connections to the chassis permit it. The suspensions supports must also be repositioned ensuring that they are positioned where there are crossbars in compliance with the points detailed in 2.2.1. In other cases the chassis may be cut following the instructions given in point 2.2.4. Whenever permitted by the body size, wheelbases should be made equal to those planned in our production. This enables the original transmission shafts and previously defined crossmember positions to be used. When extending a wheelbase beyond the production longest planned, the vehicle used must have the longest production wheelbase to ensure the correct thickness side members are used. Particular care must be taken to comply with the limits set by national regulations particularly with regard to the limits for overall dimensions (where specified).

Consequences for steering

The lengthening of the wheelbase, depending on its extent, can affect the steering characteristics. Whenever national regulations require it, the limits on the overall dimensions must be observed as well as the limits concerning the effort applied on the steering wheel and the relevant operation times (e.g. ECE - R 79/01 standard). Table 2.1 shows the permitted wheelbase lengthening values for a standard steering system, the maximum permitted load on the front axle and the specified tyre type. Should longer wheelbase dimensions be needed, for special versions, it will be necessary to envisage various devices aimed at improving the steering characteristics such as a reduction in the maximum permitted load on the front axle or the installation of wheels and tyres with shorter kingpin offset values. The adoption of an additional pump and a dual circuit power steering unit, if not immediately available, will require authorisation and must only be installed by an authorised workshop.

Table 2.1. Maximum permitted wheelbase lengthening depending on the load on the front axle and tyre dimensions (ECE - R79/01 regulation or EC Directive 96/2)

Models Max. load on front axle

ML 60-100 Standard - Standard and optional 500 6300 ML 120-150-170 Standard - Standard and optional 500 6700 ML 60-180 Tector Range - Standard and optional 465 6570 MT 180

MT 190

MH 190

MP 180 MP 190

ML 260 KE 7100 - Standard and optional 500 4190

MH 260/PS 8000

MH 260/P; PT; TN 8000

MP 240/P; FP MP 240/FT; PT MP 240; 240/TN MP 260

MP 240/FS; PS 8000 110

1)

For tyre type see page 2-14.

(observe tyre carrying capacity) (kg)

7500 - S

7500 100

8000 119

8000 110

Kingpin offset (mm)

120

89

72 S: 1

120

Permitted tyres

S: 1-13 A: 2, 4, 6-9 Sp:2,4,6-11

S: 6-15 A: 2, 4, 6-12 Sp:2,4,6-12

S: 1-13 A: 2, 4, 6-12 Sp:2,4,6-12

S: 1-15 A: 2, 4, 6-12 Sp:2,4,6-12

S: 1-11 A: 2, 4 Sp:2,4

S: 1-15 A: 2, 4, 6-12 Sp:2,4,6-12

S: 1-13 A: 2, 4, 6-12 Sp:2,4,6-12

andard and o

1)

ional 500/530 6700

Steering wheel dia. (mm)

465 6210

465 530

500 530 6300

530 5100

500 5100

500

530

500 530

Max wheelbase value between 1st steering axle and 1st driving axle (mm)

5100 6300

5100

6100

4800 5100

4200 5100

Chassis modifications

2-13

Tyre type

Tyrecarryin

g

Type Size Kingpin offset (mm)

Rim

Front dead axle Front driving axle

S A Sp S A Sp

1 12.00 R 24 24-8.5 72 - - 105 - - 8000

2 13 R 22.5 22.5x9.00 76 84 86 108 116 118 7500/8000

3 12.00 R 20 20x8.5 77 - - 109 - - 7500/8250

4 315/80 R 22.5 22.5x9.00 78 86 88 110 118 120 7500/8000

5 11.00 R 20 20-8.5 80 - - 111 - - 6500/6700

6 12 R 22.5 22.5x8.25 82 91 93 113 122 124 6700/7100

7 315/70 R 22.5 22.5x9.00 83 91 93 114 122 124 7100/7500

8 295/80 R 22.5 22.5x8.25 84 93 95 115 124 126 6700/7100

9 305/70 R 22.5 22.5x8.25 88 97 99 118 127 129 6700/7100

10 11 R 22.5 22.5x7.50 88 103 99 119 134 130 6300

11 275/80 R 22.5 22.5x7.50 89 104 100 120 135 131 6300

12 275/70 R 22.5 22.5x7.50 93 108 105 124 139 135 6000/6300

13 10.00 R 20 20-7.5 93 - - 113 - - 6000

14 14.00 R 20 20-10.0W 109 - - 142 - - 9000/10000

15 385/65 R 22.5 22.5x11.75 110 - - 141 - - 8250/9000

16 18 R 22.5 22.5x14.00 130 - - 162 - - 11200

17 425/65 R 22.5 22.5x13.00 132 - - 164 - - 10300

Tyre carrying capacity

S = Steel wheels A = Alcoa aluminium wheels Sp = Speedline aluminium wheels

Chassis Stress Level

When lengthening a wheelbase, in addition to local reinforcement on the side member joint, the bodybuilder must provide sufficient reinforcements to achieve the section moduli of the side member section no lower than that designed by IVECO for the same wheelbase or for next size up. Alternatively, when permitted by local regulations, larger subframe sections can be used.

When prescribed by national regulations the bodybuilder must check that the stress limits are not exceeded. In any event such stress must be no greater than that of a chassis with the original wheelbase assuming that the load is evenly distributed and taking the chassis to be a beam resting on the spring hanger brackets.

When extending out from the longest original wheelbase the reinforcements must depend on the length of the extension, the type of body built and the use to which the vehicle is to be put.

2-14

Chassis modifications

Approval

The alteration of the wheelbase for the 4x2 versions is permitted without specific approval by IVECO in

the following cases:

- if the wheelbase is to be lengthened and the new value is still within the standard range of length with the same side member section. These dimensions can be found in the relevant technical documentation or in the table from 3.9 to 3.10.

- if the wheelbase is to be shortened without falling below the standard minimum values established for each model.

Provided the chassis converter gives sufficient guarantees from the technological and control point of view (qualified personnel, adequate operating processes, etc.).

For the 6x2, 6x4 and 8x4 versions the wheelbase may only be modified following specific approval by IVECO. This also applies to the 4x4 and 6x6 versions (all wheel drive) in which the position of the transfer box must be maintained in relation to the front axle.

The conversion must be carried out in compliance with these instructions and the appropriate adjustments (e.g. LAV adjustment) or adaptations made (e.g. change in the layout of the exhaust pipe) and taking those precautions (e.g. adherence to the minimum rear axle load with unladen vehicle) which are normally taken by IVECO for the corresponding original wheelbases.

Cross Members

The necessity of applying one or more cross members depends on the extent of extension, the location of

the transmission shaft support, the welding area, the introduction points of the forces produced by the body and the condition under which the vehicle is to be used.

Any supplementary cross members must have the same features as those already existing (flexural strength, torsional strength, quality of the material, connection to the side members, etc). Fig. 2.6 shows an example of the application on the models of class 80 or higher of the On-Road Range. A cross member is mandatory for any extension over 600 mm. As a general rule the distance between the two cross members must not be greater than 1,000 to 1,200 mm.

The minimum distance between the two cross members particularly for off-road vehicles must not be less than 600 mm. The light cross member supporting the transmission is excluded from this limitation.

Figure 2.6

Chassis modifications

2-15

Recommended Procedure

To ensure the success of the operations proceed as follows:

- Arrange the vehicle so that the chassis is perfectly level, using the appropriate stands.

- Remove the transmission shafts, brake lines, electrical wires and any devices that may prevent the work from being carried out efficiently.

- Identify the reference points on the chassis (e.g. pilot holes, suspension supports).

- Mark the reference points with a light line of punch marks on the top flange on both side members after ensuring that their joining line is perfectly at right-angles to the longitudinal axis of the vehicle.

- When re-positioning the spring hanger brackets, identify the new position using the reference marks made previously. Check that the new measurements are identical between the left and right sides. Differences no greater than 2 mm should emerge from diagonal checking of the lengths less than 1,500 mm. Unless another tool is available, make new holes by using the supports and gussets of the cross members as a template. Fix the supports and cross members with rivets or bolts. If using bolts, fix the supports by reaming the holes and using class 10.9 calibratedbolts with nuts equipped with a device that prevents them from working loose. When space permits it use flanged-head screws and nuts.

- If cutting the chassis, make a second line of reference points so that the area affected by the modification is included between these and the previous points (in any event ensure a distance of not less than 1500 mm. measured when the work has been completed). Inside these two reference lines make points to mark out the area of the cut then proceed as indicated in point 2.2.4. Before welding, ensure that the side members, including any added portion, are perfectly aligned and take measurements on both sides and diagonally to check, as previously described. Fit the reinforcements as instructed at Point 2.2.4.

Further indications

- Protect the surfaces from oxidation as described in point 2.1.3.

- Restore the electrical and braking systems as described in points 2.14 and 2.15. For vehicles with anti-lock brake systems (ABS) follow the instructions given in point 2.14.3.

- For work on the drive line follow the instructions given in point 2.3.2.

2-16

Chassis modifications

2.3.2 Modifying the Drive Line

Following the modification of the wheelbase, work on the transmission as a general rule, is carried out on the basis of the transmission of a similar vehicle with approximately the same wheelbase. The maximum value of the inclinations of the propeller shafts used for standard production vehicles is to be retained. This rule must also be applied when any modifications to the suspension and rear drive axles are made.

In cases of particular difficulty, the assistance of the company may be sought. A diagram giving the length and inclination of the proposed new transmission must accompany the request.

The purpose of the specifications contained in this manual is to ensure the proper functioning of the transmission, to limit its noise and to avoid the build-up of stress transmitted from the engine assembly. In no way does this diminish the responsibility of the bodybuilder for the work he has completed.

Permitted lengths

The maximum operating lengths obtainable for both the intermediate shaft sections and the sliding shafts ”LG” or ”LZ” (see fig.2.7) can be determined according to the external diameter of the tube existing on the vehicle and the maximum operating rotational speed (see formula). These are specified in table 2.2.

For the propeller shaft length specified in Table 2.2. when the tube diameter is not sufficient, a new shaft section with the same characteristics as the existing shafts must be used. As an alternative, in some cases the transmission shaft with a larger diameter tube can be used. The tube diameter required can be determined in compliance with the required length and the maximum rotational speed, directly from table 2.2.

Figure 2.7

Intermediate

Total length

LZ

Sliding

Total length

LG

Chassis modifications

2-17

The maximum propeller shaft speed is determined on the basis of the following formula (the necessary data

Outer

(mm

)

may be derived from the vehicle specifications and from the data plates on the engine, gearbox or transfer case).

n

max

=

n

G

iGxi

V

n

= Max. prop. shaft speed (rpm)

g

= Max. engine speed (r.p.m.) (see table 4.4)

n

max

= Gearbox ratio at top speed

i

G

= Ratio of power drive transmission in road gear

i

V

(only for shafts downstream of transfer case)

The greater thickness of the tube depends on the class, i.e. on the torque that the original shaft has to transmit and on the design of the driveline (torque, ratios of kinematic chain, power axle load).

A reference value for the thickness of the tube of a general validity cannot be given. When, for example, a tube of a larger diameter is to be used, its thickness should theoretically be reduced until the torsional strength of the original tube is achieved. It should however be noted that, to determine the thickness of t he tube, the following points are to be taken into account: the size of themaleelementofthefork,thepossiblenecessity of adapters and the sizes of the tubes available.

Therefore the thickness of the tube should be agreed upon as each occasion arises with the workshops authorised by the manufacturers of the transmission shaft depending on its dimensions (i.e. size of the universal joint).

The minimum operating length (from flange to flange) must not fall below 800 mm for the sliding sections and 700 mm for the intermediate sections.

Table 2.2. Obtainable propeller shaft characteristics

Outer diameter (mm)

89/90 - - 1750 1720 1695 1665 1640 1620 1595 1575 1555 1535 1515 1495 1475 1455 1435

100 - - 1845 1815 1785 1760 1730 1705 1685 1660 1640 1615 1595 1575 1560 1540 1520

110 - - 1940 1905 1875 1850 1820 1795 1770 1745 1720 1700 1680 1655 1640 - -

120 2090 2060 2030 1995 1965 1935 1905 1880 1855 1830 1805 1780 1760 1735 1715 1695 1675

130 - - 2100 2085 2050 2020 1990 1960 1935 1905 1880 1860 1835 1810 1790 - -

140/142 - - 2100 2100 2100 2100 2070 2040 2010 1985 1955 1930 1910 1885 1860 - -

2800 2900 3000 3100 3200 3300 3400 3500 3600 3700 3800 3900 4000 4100 4200 4300 4400

Max. operating speed of propeller shaft (rpm)

Feasible lengths Lg or Lz (mm)

2-18

Chassis modifications

Determining Driveshaft Positions

Inthecaseofdrivelinewhichconsistofseveralsegments, the individual shafts must all be approximately of the same length. As a general rule, the difference in length between a non sliding and a splined shaft (see Fig.

2.8) must not exceed 600 mm. The difference in length between the shafts must not be more than 400 mm. A margin of at least 25 mm must be left so that the sliding joint can travel when the splined shaft is closed. When fully extended the shaft sliding sleeve should cover the splined stub for a length that should be about twice the diameter of the splined stub itself.

When the required length of the drive line exceeds the permissible length, an additional driven shaft must be provided as illustrated in Fig. 2.8.

Figure 2.8

from

to

1 Engine, clutch, gearbox axis 2 Intermediate shaft (non sliding) 3 Intermediate shaft support 4 Propeller shaft with sliding end 5 Inclination of rear axle case (static load) 6 Inclination of rear axle case (max. compression) 7 Inclination of rear axle case (unladen) 8 Intermediate shaft and axle case axis must have the same inclination

The intermediate shaft and the inclination of the rear axle case must be aligned accurately. The difference in their inclination relative to the engine-clutch-gearbox axis must not vary more than 1°. This may be achieved by placing a wedge between the rear axle case and the spring or, in vehicles equipped with pneumatic suspension and in those with three axles and centre spring, by adjusting the torque arms of the rear axle. The inclination of the rear axle must, however, not be greater than 5.5°.

Chassis modifications

2-19

When, with a loaded vehicle, the rear axle flange is at a level which is lower than that of the gearbox flange, care must be taken to ensure that the inclination of the differential housing and of the driven shaft are greater than the inclination of the engine-gearbox axis. On the other hand, if, with a loaded vehicle, the rear axle flange is at a level which is higher than that of the gearbox flange, the inclination of the differential housing and of the driven shaft must be less than the inclination of the engine-gearbox axis.

When the lengthening of the wheelbase is substantial, it may become necessary to employ a supplementary intermediate shaft as shown in fig. 2.9. In this case the same inclination must be maintained between the engine-gearbox axis, the second intermediate shaft and the axis of the differential housing.

Figure 2.9

1 Engine, clutch, gearbox axis 2 1st intermediate shaft 3 Intermediate shaft support

nd

intermediate shaft

44.2 5 Propeller shaft with splined end 6 Inclination of rear axle case (static load) 7 Inclination of rear axle case (max. compression) 8 Inclination of rear axle case (unladen) 9 Gearbox, 2nd intermediate shaft and rear axle case axis must have same inclination.

The elastic supports must consist of supporting plates with a thickness of at least 5 mm in the case of vehicle destined for road use and of at least 7 mm in the case of yard use as indicated in Fig. 2.10 and should be fitted with cross members with characteristics consistent with the original characteristics.

When reducing the wheelbase it is recommended that theintermediateshaftsberemovedifthelengthofthe splined shaft is less than approximately 800 mm.

2-20

Chassis modifications

Figure 2.10

1 Intermediate shaft 2 Support bracket 3 Backing plate 4 Support of intermediate shaft

If the drive line consists of a single shaft the inclination of the axle housing must be the same as the inclination of the engine-gearbox axis.

When modifying the wheelbase of vehicles with all-wheel drive, onlythe drive line ”downstream” of the transfer case can be modified, In this case the specifications given above concern the inclination of the transfer case instead of the engine-gearbox assembly.

The same holds true also for vehicles with separate gearbox. In addition to this, as a general rule, the wheelbase of such vehicles cannot be reduced beyond the measurement of the shorter wheelbase contemplated for standard production (dumpers for example).

The use of original drive line from IVECO is recommended for these modifications. Should this not be possible

2

however, hardened steel tubes with a yield point of not less than 420 N/mm

(42 kg/mm2) may be used.

Modifications to the universal joints are not permitted.

Whenever the transmission or part thereof, is modified, each modified section must be subjected to careful dynamic balancing.

Important

Since transmission is important to vehicle driving safety, it should be borne in mind that any modification to it must bear maximum operational guarantees. Only very specialised and transmission manufacturer-certified companies should therefore be employed to carry out work of this kind.

Chassis modifications

2-21

2.4 Modifying the Rear Overhang

In modifying the rear overhang it must be borne in mind that such modification entails changes in the distribution of the payload on the axles relative to the loads established by IVECO (see point 1.2). The limitations established by national laws must also be respected as well as the maximum distance from the rear edge of the body and the ground clearance prescribed for the tow hook and the underrun bar. The distance from the extremity of the chassis to the rear edge of the body must not, as a general rule, exceed 350 to 400 mm.

Should the bolted rear cross member be re-positioned, the same standard type of connections should be maintained (i.e. number of screws, dimensions, class of resistance).

When re-positioning rear cross members originally fastened by rivets, these can be replaced by flanged nuts and bolts with same diameter or by class 8.8 hexagonal-headed screws with the next largest diameter. Use self-locking nuts (do not use bolts with a diameter larger than M14).

When the installation of a tow hook is planned an adequate distance (approximately 350 mm) must be left from the rear cross member to the next nearest cross member for mounting and removing the tow hook wherever necessary. If the modifications are carried out competently and in compliance with the specifications contained in this manual, the towable weight originally established may be retained. In any case responsibility for the work rests with those who have carried it out.

Authorisation

The extension of the overhang at the rear of the chassis employing body overhang values up to 60% of the wheelbase and shortening down to the minimum serial value of each model require no specific approval by IVECO on condition that the operations are carried out in compliance with these instructions.

2.4.1 Reducing the Overhang

When reducing the length of the rear overhang of the chassis (e.g. in the case of tippers) the last cross member must be moved forward.

If, when reducing the length of the overhang, the rear cross member is found to be located too near to an existing cross member, the latter must be removed if it does not affect the suspension supports.

2.4.2 Increasing the Overhang

Various methods of increasing the length are given in Figs, 2.11 and 2.12.

The connection of the added section is to be carried out in compliance with the specifications given in point

2.2.4.

The frame may also be cut straight. The minimum dimensions of the reinforcements that are to be applied to the modified section are indicated in Fig. 2.5.

Fig. 2.11 shows a typical method of extension for increases of 300 to 350 mm. In this case the reinforcing L-bars, which also serve to connect the cross member and the chassis frame, must be of the same thickness and width as the original gusset plate. The connection of the cross member and the plates, originally achieved with rivets, may be made with class 8.8 bolts with the next larger diameter.

2-22

Chassis modifications

In those cases where the joint between the cross member and the gusset plate is made by means of a weld, it is permissible to join the gusset plate to the reinforcement by welding (see fig 2.11).

When the increase exceeds 350 mm, Fig. 2.12 shows the procedure to be used.

Figure 2.11

1 Added portion 2 Reinforcing runner 3 Reinforcing runner (alternative solution) 4 Original rear cross member

Figure 2.12

1 Added portion 2 Reinforcing runner 3 Original rear cross member 4 Supplementary cross member (if necessary)

Chassis modifications

2-23

When the extension reaches a certain dimension, it will be necessary to examine on a case by case basis, the feasibility of installing a supplementary cross member to give the frame sufficient torsional rigidity. Adding a supplementary cross member with the same properties as the standard production cross member is necessary whenever the distance between two cross members is greater than 1,200 mm.

2.5 Installing a Towing Device

2.5.1 General Specifications

Without prior authorisation, the installation of a tow-hook is permissible only on those cross members which are intended for that use and on those vehicles which IVECO has intended for towing a trailer.

The subsequent installation of a tow hook in vehicles for which the installation of a tow hook was not originally contemplated, must be authorised by IVECO.

In addition to the permissible towing weight, the authorisation will specify all other possible specifications that are to be adhered to such as the use of the vehicle, the transmission ratio, the type of braking system as well as possible specifications concerning reinforcements to be applied to the rear cross member or the necessity for employing specially intended cross members.

In trailers with one or more axles close together (centre axle trailers), considering the stress resulting in particular from the vertical dynamic load to which the rear cross member is subjected, the instructions given in point 2.5.4 must be taken into account.

The tow hook must be suitable for the permissible load and be of a type approved by National Requirements.

Since tow hooks are important to vehicle driving safety (in some countries they must be specifically certified) they must not be modified in any way.

When mounting the tow hook to the cross member, the specifications of the hook manufacturer as well as the limitations imposed by current standards - such as minimum space required for the brake and electrical connections the maximum distance between the swivel hook axis and the rear edge of the body - must be respected.

This may vary depending on local regulations. In the European Community a maximum of 420 mm can be reached. If higher values are required, check the EC Directive for the conditions to be able to accomplish this.

Should the dimensions of the hook coupling flange not match the holes on the rear cross member of the vehicle, in some case drilling may be authorised on the cross member after mounting adequate reinforcements.

Ball Hooks

When fitting a ball hook IVECO will supply on request, information regarding the points at which the hook structure can be connected to the chassis.

The carrier assembly must conform to current legislative norms and the work carried out will be the responsibility of the bodybuilder. Upon request, IVECO will supply designs for the construction of carrier assemblies specifically planned by IVECO.

2-24

Chassis modifications

Should assembly of a ball-type hook require modification to the underrun bar, such modification must not affect the original stiffness and resistance specifications (local government regulations where these exist should be complied with).

The bodybuilder must, upon request, submit the required documentation to prove compliance with the legal regulations.

Choosing a Hook

When selecting the appropriatehook and for the use of reinforcements (where necessary) for the rear cross member, the effect of the horizontal forces produced by the mass of the tractor and trailer must be taken into account in accordance with the following formulas:

D = 9.81 x

TxR

(T + R) x 1000)

R=

T x D x 1000

(T x 9.81) - (1000 x D)

D = Representative value of the hook class (kN) T = Maximummassoftractor,inkg. R = Maximum mass of trailer, in kg.

2.5.2 Increasing the Towable Mass

For those vehicles which IVECO regards as suitable for towing a trailer, a request may be submitted to evaluate the possibility of authorising a towable mass exceeding that which is normally permitted.

Such authorisation will include the conditions that must be complied with and, where necessary, specifications concerning modifications and work to be carried out on the vehicle.

Among these possible reinforcements to the standard equipment cross member (fig 2.16), instructions concerning the installation of reinforced cross members if available and specifications concerning the braking system (e.g. the addition of an air compressor with a greater capacity) will be included.

The tow hook must be suitable for the new use. Its connecting flange must match that of the cross member.

To fasten the cross member to the chassis frame, the same drilling scheme existing on the gusset plate should be followed.

Flanged head screws and nuts or hex head screws of minimum class 8.8 of the next larger diameter with self-locking nuts should be used.

Chassis modifications

2-25

2.5.3 Lowered Rear Cross Member

If the type of trailer used requires that the tow hook be positioned lower than originally intended, IVECO may issue authorisation for the original cross member to be lowered or for an additional cross member (of the original type) to be fitted in a lower position. Figs. 2.13 and 2.14 give some examples of how this is done.

The installation of the new cross member in its new position must be carried out in the same manner as originally, using the same type (diameter and class) of bolt.

Figure 2.13

1 Original rear cross member 2 Gusset 3Upside-downgusset 4 Connecting angle piece

The thickness of the outer reinforcing angles must not be less than the thickness of the side members of the vehicle. They must cover a length which is at least 2.5 times the height of the side member itself (maximum 600 mm) and be made of material with the properties indicated in point 3.1.1. The angles are to be attached to the web of the side members using all the bolts joining the cross member to the frame, integrating them with the other bolts so that, as a result of their number and location, they will take into account the greater moment transmitted. As a general rule, when the cross member is lowered by an amount equivalent to the height of the side member, the number of bolts is increased by about 40%.

When an additional cross member is installed (see Fig. 2.14) a central joining plate with a thickness commensurate with that of the cross members, must be employed.

A device to prevent the bolts from loosening must be adopted for the joints.

2-26

Chassis modifications

Figure 2.14

Version for chassis with long overhangs

Version for chassis with short overhangs

SPACE FOR REAR

SPRING SUPPORT

1 Original rear cross member 2 Connecting angle piece 3 Connecting plate 4Gussetplate 5 Pressed steel channel sections (same size as chassis)

Assurance should be given that the movements between the tow bar and vehicle conform to current regulations. As a general rule, the original towable mass can be confirmed by IVECO. In any event the responsibility for the work carried out will rest with the bodybuilder.

The vehicle must be presented for inspection if local government regulations require it.

Fig. 2.13 illustrates one example of partial lowering of the cross member. Where the upper gusset plates of the cross member is joined to it, ex-factory, with bolts, the plates can be inverted in the new positions in order to allow the original holes in the side members to be used.

Chassis modifications

2-27

Fig. 2.14 shows an example of a lowered supplementary cross member.

esosoage()(oocass

)

autowabeass(g

)

p

)

120x55(G135op

p.G3)40

0

113

0

450

0

(G150G5950

247

0

950

0

G

5

100

0

296

0

12000

160x100G6

100

0

404

0

18000

)

3

When it is necessary to use this type of construction in vehicles with a short overhang (e.g. tipper) the external connection angles must be suitably adapted at the rear suspension support. This may require dismantling of the supports of the auxiliary leaf spring and its subsequent re-installation, when permitted by local regulations, or the application of the version shown in figure 2.14. Should the brackets of the underrun bar be modified, following the lowering of the rear cross member, the new version will be equivalent to the original in terms of attachment, strength and stiffness and the positioning of the lights checked for compliance with the standards (local standards where applicable).

2.5.4 Centre Axle Trailers (Rigid Towbar)

The use of trailers with centre axles (rigid tow bar trailers with single or tandem axles), with respect to articulated tow bar trailers, entails an increase in bendingstressontherearchassisoverhangaswellasan increased torsional stress of the rear towing cross member resulting from the vertical static and dynamic loads which the tow bar exerts on the hook (for example when braking or on bumpy roads).

On those vehicles on which the towing of trailers is permissible within the values established for each model by IVECO, the mass that may be towed with the centre axle trailer and the vertical loads on the cross member indicated in table 2.3 may be authorised on the basis of the dimensions of the flange located on the vehicle cross member.

In addition to this, where the overhang is relatively long, it may be necessary to fit an auxiliary frame with section irons larger than those normally planned (see table 2.4).

If central axle trailers are to be used, the connection of chassis frame to subframe will be carried out from the rear overhang to the front support on the rear suspension with cleat plates or by strengthening the existing connections with shear-resistant reinforcing. For the vehicles with weight range from 65E to 150E having bodywork longitudinal runners with thickness smaller than the value required in these instructions, the cleat plates shall be further fitted beyond the wheelbase centreline.

The values indicated in table 2.3 however, are subject to confirmation on a case by case basis subject to the conditions which will be specified in the authorisation, such as the use of the vehicle, the adoption of a suitable braking system, the installation of a cross member with a greater capacity or reinforced, or of appropriate tow hooks etc.

Table 2.3

Dimensions of flange (mm) (hook class) Max. vertical loads permitted on hook (kg) Maximum towable mass (kg)

Static Total load*

120x55(G135 o

140x80 (G140 opp. G4) 900 2340 9000

160x100 G6

* Indicative values according to standard ISO/TC22/SC15/WG4 Annex A adopting the formula: Fv = 3 . C . 0.6 + S 1 Permissible for vehicles of class ≥ 80E 2 Feasible with reinforced cross member and suitable tow hook 3 Feasible on some models of the heavy range with reinforced rear cross member and suitable tow hook

81 G5 700G61

.G3

400 1130 4500

1

650

2

1000

3

1000

3

1000 1000

(static+dynamic)

1

1690

2

2960

3

4040

3

4400 5120

for centre-axle trailers

1

6500

2

12000

3

18000

3

20000 24000

2-28

Chassis modifications

The value of the maximum vertical load (static + dynamic load transmitted by the trailer to the towing hook) is determined with the following ISO formula:

Fv = a ⋅ x

2/l2

⋅ C ⋅ 0,6 + S

Fv = Max vertica l load (static + dynamic) transmitted by the trailer to the tow hook (kN) a = Vertical acceleration in the drawbar/towing hook coupling area; depending on the rear

suspension of the tractor for semitrailer, use the following values:

2

- a=1.8m/sec

- a=2.4m/sec

for vehicles with pneumatic suspension (or equivalent)

2

for vehicles with other suspension types x = Total length in mms of the loading area of the trailer (m). l = Length of the trailer wheelbase (distance between drawbar towing eye centre and axle

centre or trailer axle centre line) in m. C = Total mass of the trailer (in tons) the S static support load excluded. S = Static support load (kN) 0,6 = Deceleration factor

Figure 2.15

Chassis reinforcement for central axle trailers adopting the combined reinforcement solution (Fig. 3.4)

1 Combined reinforcement 2 Shear resistant connections 3 Auxiliary frame longitudinal runner 4 Vertical load on tow hook

Chassis modifications

2-29

Table 2.4

W

heel

Rear

Longitudinal runner profiles of the subframe for central axle trailers

MODELS

(Chassis section) (mm)

ML 60 (180,5x65x4)

ML 60/P (180,5x65x4)

ML 65 (180,5x65x4)

ML 65/P (180,5x65x4)

ML 65H (182,5x65x5)

ML 75 (180,5x65x4)

ML 75/P (180,5x65x4)

ML 80 (203x65x4)

ML 80/P ML 80/FP

ML 85H (203x65x4)

ML 95W ML 100W

ML 100 (203x65x4)

ML 100/P (205x65x5)

ML 110EL ML 120EL

ML 110EL/P

ML 120 (250x70x5)

ML 120/P ML 120/FP

(182,5x65x5)

(205x65x5)

(203x65x4)

(205x65x5)

(250x70x5)»3240

(205x65x5)

6)

(205x65x5)

6)

(207x65x6)

6)

(205x65x5) (207x65x6)

(252x70x6)

(253,4X70X6,7)

(255,4X70X7,7)

(250x7x5)

(252x70x6)

» » » » »

» »

» » » » »

» »

» » »

» » » »

» »

» » »

» »

» » »

» »

» » » » »

»

» »

base (mm)

2700 3105 3330 3690 4185 4455 4815

3690 4185 4455 4815

2700 3105 3330 3690 4185 4455 4815

3690 4185 4455 4815

2700 3105 3690 4185

3105 3330 3690 4185 4455 4815

3690 4185 4455 4815

2700 3105 3330 3690 4185 4455 4815

3690 4185 4455 4815

3105 3690 4185 4455

3690CC

2700 3105 3330 3690 4185 4455 4815

4185 4455 4815

3105 3330 3690

4185 4455 4815

3690 4185 4455 4815

3105 3690 4185 4455 4815 5175 5670 6570

5175 5670 6570

4185 4455 4815 5175 5670 6570

Cab

-

C

C C+L C+L

-

C

C+L C+L C+L

-

C+L

C+L C+L

-

overhang (mm)

1290 1313 1830 1830 2145 2280 2505

1830 2145 2280 2505

1290 1313 1830 1830 2145 2280 2505

1830 2145 2280 2505

1290 1313 1830 2145

1313 1830 1830 2145 2280 2505

1830 2145 2280 2505

1313 1313 1830 1830 2145 2210 2505

1830 2145 2210 2505

1313 1830 2145 2280

1042 1358

1313 1313 1830 1830 2145 2280 2505

2145 2280 2505

1313 1830 1830

2145 2280 2505

1830 2145 2280 2505

1313 1740 2055 2190 2460 2685 3000 3495

2685 3000 3495

2055 2190 2460 2685 3000 3495

Trailer load (R) & static drawbar load (S) of the central axle trailer (kg)

R ≤ 4 500 S ≤ 400 Minimum value of subframe section modulus Wx (cm3) as a function of the yie ld point of the material (N/mm2)

Fe360=240 Fe510=360 240 360 240 360 240 360 240 360 240 360 240 360

A

1)

21 21 36

21 36 36 46

A A A A 31 31 36

36 46 46 57

A A A 21

A 19 19 36 46 46

46 89 89 89

A A A A A 31 36

36 46 57 57

A A A A

A A

A A 21 A 36 36 57

89 89 89

A A A

36 36 57

36 89 89 89

1)

16

1)

19

1)

16

1)

16

1)

16

1)

19

1)

16 A

A A A

1)

16

1)

21

1)

16

161)

191)

1)

21

191) A

A A

1)

16 A

1)

16

1)

16

1)

16

1)

16

1)

19

1)

16 31 36 31

A A A A A

1)

16

1)

16

1)

16

1)

19

1)

21

1)

19 A

A A A

A A

1)

19 A

1)

16

1)

16

1)

19

1)

21

1)

31 36

A A A

1)

16

1)

16

1)

19

1)

16

1)

21

1)

31 36

-

89 105 135

1)

19 36 46

-

R ≤ 6 500 S ≤ 650

A A A 21 36 36 57

36 89 89 89

A A 21 21 46 57 89

57 89 89 89

A A A 31

A 36 36 57 89 89

89 89 105 105

A A 21 21 A 57 89

46 89 89 89

A A 31 36

A A

A A 31 57 57 89 89

89 105 135

A

1)

21

1)

21 57

89 89

46 89 105 135

A A A 36 57 89 89 89

135 150 173

46 36 89 105 135 105

2)

A A A 16 19 21 19

161) 31 36 21

A A 16 16 19 21 21

19 31 36 36

A A A 16

A 16 16 31 31 31

31 46 57 46

A A 16 16 A 19 19

19 31 46 31

A A A A

A A

A A 21 46 19 19 31

36 46 57

A 16 16

19 19 31

19 36 46 57

A A A 16 19 21 31 31

36 89 89

16 19 21 36 36 36

2)3)

R ≤ 9 500 S ≤ 950

1)

1) 1

1)

A

A A 46 46 57 57 105

89 105 135 135

A 31 57 57

A A

A A 89 89 89 105 135

135 150 173

A 57 57

89 105 135

89 135 150 173

A A 46 89 89 135 150 135

150 208 245

89 89 135 150 150 135

A

1)

16

1)

16

36

46

57

89

57

A

1)

21

1)

21

A

31

46

36

46

57

89

A

1)

19

1)

19

36

46

57

46

57

89

A

1)

16

1)

19

1)

31

46

57

89

105

1)

21

1)

21

46

57

89

57

1)

R ≤ 10 500 S ≤ 1 000

A A 57 57 57 74 119

89 119 135 135

A A

3)

A A

1)

19

1)

19 36 46 46

46 89 89 57

A A

-

R ≤ 12 000 S ≤ 1 000

A 31 89 89 135 150 173 150

89 89 150 173 208 173

3)

R ≤ 14 000 S ≤ 1 000

A

A 36 89 105 150 173 208 173

105 135 150 208 208 208

A 16 21 36 57 89 89 89

36 46 89 105 89 89

1)

16

1)

19

1)

21 46 89 89 89

1)

31 36 57 89 89 89

3)

Notes: see page 2-41

2-30

Chassis modifications

Table 2.4 (continued)

W

heel

Rear

Longitudinal runner profiles of the subframe for central axle trailers

MODELS

(Chassis section) (mm)

ML 120H (250x70x5)

ML 130 (250x70x5)

ML 130/P ML 130/FP

ML 135W ML 140W

ML 150 (250x70x5)

ML 150/P ML 150/FP

ML 150H (229x80x6)

ML 170 (229,5x80x6)

ML 170/P (232,9x80x7,7)

ML 180 (274,5x80x6)

» »

(252x70x6)

» » » » »

» » » » » » »

(253,4x70x6,7)

»

(255,4x70x7,7)

(250x70x5)

»

(252x70x6)

» »

(253,4x70x6,7)

»

(255,4x70x7,7)

(252x70x6)

» »

(252x70X6)

» » » » »

(253,4x70x6,7)

»

(255,4x70x7,7)

(252x70x6)

» » » » »

(253,4x70x6,7)

»

(255,4x70x7,7)

» (230,9x80x6,7) (232,9x80x7,7)

»

(230,9x80x6,7)

» (232,9x80x7,7)

»

(275,9x80x6,7) (277,9x80x7,7)

»

base (mm)

3105 3690 3690 4185 4185 4455 4455 4815 4815

3105 3690 3690 4185 4185 4455 4455 4815 5175 5670 6570

4185 4185 4455 4455 4815 5175 5670 6570

3240 3690 3915

3105 3690 3690 4185 4185 4455 4455 4815 4815 5175 5670 6570

4185 4185 4455 4455 4815 4815 5175 5670 6570

3105 3690 4185 4590 4815

3690 4185 4185 4590 4590 4815 4815 5175 5175 5670* 5670* 6210* 6570*

4590 4590 4185 4815 5185 5185 5670* 5670* 6210* 6570*

3690 4185 4590 4815 5175 5670 6210 6570

Cab

C C L C L C L C L

C L C L C L C C+L C+L C+L C+L

L C C L C+L C+L C+L C+L

C C C

C L C L C L C L C C+L C+L C+L

L C C L L C C+L C+L

-

C C+L C+L C+L C+L

C L C L C L C L C L

-

C L C L C L C L

-

C C+L C+L C+L C+L C+L C+L C+L

overhang (mm)

1313 1740 1313 2055 1740 2190 1920 2460 2033

1313 1313 1740 1740 2055 1920 2190 2460 2685 3000 3495

1740 2055 2190 1920 2460 2685 3000 3495

1042 1358 1358

1313 1313 1740 1740 2055 1920 2190 2033 2460 2685 3000 3495

1740 2055 2190 1920 2033 2460 2685 3000 3495

1133 1133 1313 1650 1853

1133 1313 1133 1650 1313 1813 1539 2123 1538 2235 1650 2235 2775

1650 1313 1813 1538 2123 1539 2235 1650 2235 2775

1133 1313 1650 1853 2123 2235 2235 2775

Trailer load (R) & static drawbar load (S) of the central axle trailer (kg)

R ≤ 6 500 S ≤ 650

Minimum value of subframe section modulus Wx (cm3) as a function of the yie ld point of the material (N/mm2)

R ≤ 9 500 S ≤ 950

3)

R ≤ 12000 S ≤ 1000

3)

R ≤ 14 000 S ≤ 1 000

3)

R ≤ 16 000 S ≤ 1 000

3)

R ≤ 18 000 S ≤ 1 000

Fe360=240 Fe510=360

240 360 240 360 240 360 240 360 240 360 240 360

A

A A A A A A A 74 A

A A A A 36 A 36 89 89 105 135

36 859 89 36 105 89 135 135

A A A

A A A A A A 46 A 89 89 135 105

36 89 89 36 89 135 135 150 105

A A A A A

A A A A A A A A A A A A A

A A A A A A A A A A

A A A A A A A A

A A A A A A 16 A

A A A A

161) A 16 19 19 36 46

16 19 31 19 36 31 46 57

A A A

A A A A A A 16 A 19 21 46 46

16 19 21 19 19 36 46 89 57

A A A A A

A A A A A A A A A A A A A

A A A A A A A A A A

A A A A A A A A

A

A A 74 A 74 31

1)

105 57

A A A A 57 36

1)

89

1)

105

1)

135 150 173

1)

57

1)

89

1)

89

1)

57 135

1)

135 173 173

A A A

A A 36 A 89 46

1)

89 57

1)

135

1)

135 173 150

1)

89

1)

105

1)

105

1)

89

1)

89 150 173 208 150

A A A A A

A A A A A A A A A A A A 89

A A A A A A A A A 89

A A A A A A A 35

36

A

1)

19

74

A

1)

19

74

A

74

31

119

1)

19

74

A

36

A

36

1)

19

89

1)

16

57

1)

19

89

46

135

36

150

89

208

89

245

1)

16

89

1)

31

105

36

105

1)

21

89

57

150

46

150

89

208

89

145

A

1)

16

46

A

1)

19

89

1)

16

89

1)

19

89

1)

16

89

36

150

46

173

89

245

57

208

1)

19

89

1)

31

135

1)

31

135

1)

21

89

1)

21

105

89

173

89

208

89

245

74

208

A

74

A

74

31

89

A

74

A

74

36

89

A

16

A

16

A

35

16 A 19 A 21 16 46 19

A A 16 16 21 19 31 57 57 89 105

19 36 36 31 89 89 89 105

A A A

A A 16 A 21 19 31 19 57 89 89 74

19 36 36 36 36 89 89 119 74

A A A A A

A A A A A A A A A 31 A 31 46

A A A A A A 36 A 36 46

A A A A A A A A

1)

A

A A 46 46 89 89 105 150 150 208 245

89 135 135 105 173 173 245 245

A A A

A A 57 46 89 89 135 89 150 208 245 208

89 135 135 135 135 208 245 286 208

A A A A A A A A A 89 A 89 105

A A A A A A 89 A 89 105

A A A A A 35 35 51

A

16

31

19

46

89

135

21

46

36

89

105

135

A

19

16

21

19

36

21

89

119

105

21

46

36

89

135

105

A

31

A

31

46

A

36

A

36

57

A

1)

-

A

A A 89 57 105 89 135 105 173 208 286 245

89 150 150 135 135 208 245 286 245

A A A A A A A A A 105 A 105 135

A A A A A A 105 A 105 135

A A A A A 51 51 81

A

19

16

36

21

46

36

89

135

105

31

57

46

57

89

105

135

105

A

46

A

46

57

A

57

A

57

A

16

1)

A A 89 89 135 89 150 135 208 245 317 245

105 150 150 150 150 245 286 317 245

A A A A A A A A A 135 A 135 135

A A A A A A 135 A 135 150

A A A A A 81 81 81

-

A A 21 19 36 31 57 36 89 105 150 119

36 89 89 57 89 105 135 150 119

A A A A A A A A A 57 A 57 89

A A A A A A 74 A 74 105

A A A A A 16 16 35

1)

3)4)

1)

Notes: see page 2-41

* Chassis equipped with internal reinforcing.

Chassis modifications

2-31

Table 2.4 (continued)

W

heel

b

Rea

r

Longitudinal runner profiles of the subframe for central axle trailers

MODELS

(Chassis section) (mm)

MH 190 MP 180; 190 11,5 t on rear axle

(302,4/212,4x80x6,7) MH 190

MP 190 13 t on rear axle

(302,4/212,4x80x6,7) MH 190/P

MP 180; 190/P MP 180; 190/FP 11,5 t on rear axle

(302,4/212,4x80x6,7) MH 190/P

MP 190/P MP 190/FP 13 t on rear axle

(302,4/212,4x80x6,7)

ase

3818 4223 4223 4493 4493 4808 5123 5123 5123 5123 5708 5708 6293 6293 6293

Rear overhang

1825 1195 2050 1285 1780 2455 1555 1960 2185 2365 1960 2185 2005 2365 2770

1847 1217 2072 1307 1802 2477 1577 1982 2207 2387 1982 2207 2027 2387 2792

heelbase

(m) (mm) (mm) 240 360 240 360 240 360 240 360 240 360 240 360 240 360 240 360

3,8 4,2 4,2 4,5 4,5 4,8 5,1 5,1 5,1 5,1 5,7 5,7 6,3 6,3 6,3

Trailer load (R) & static drawbar load (S) of the central axle trailer (kg)

R ≤ 9 500 S ≤ 950 Minimum value of subframe section modulus Wx (cm3) as a function of the yie ld point of the material (N/mm2)

Fe360=240 Fe510=360

A A 46 A A 46 A 46 46 46 46 46 46 46 88

46 A 46 A 46 104 46 46 73 88 46 73 57 104 171

46 A 46 A 46 46 46 46 46 46 46 46 46 57 88

46 46 57 46 46 104 46 73 88 104 73 104 88 116 171

R ≤ 12 000 S ≤ 1 000

A

46

A

46

A

46

A

46

A

46

57

46

104

46

A

46

57

A

46

104

A

46

57

46

88

46

104

46

57

46

88

46

57

46

116

88

184

A

46

A

46

A

46

57

A

46

57

46

57

46

88

46

104

46

57

A

46

88

A

46

57

118

46

88

46

104

57

118

46

88

46

104

46

88

57

134

88

184

A A A A A 46 A 46 46 46 46 46 46 46 46

46 A 46 A 46 57 A 46 46 57 46 46 46 57 104

A A 46 A 46 46 A 46 46 46 46 46 46 46 57

46 A 46 A 46 73 46 46 57 57 46 57 46 73 104

R ≤ 14 000 S ≤ 1 000

46 A 46 A 46 57 A 46 46 57 46 46 46 73 116

46 A 57 A 46 118 46 57 104 116 57 104 73 118 184

46 A 46 46 46 88 46 46 57 73 46 73 57 88 118

57 46 88 46 57 149 46 88 116 134 104 118 104 171 184

A A 46 A A 46 A 46 46 46 46 46 46 46 57

46 A 46 A 46 57 A 46 46 57 46 46 46 73 118

46 A 46 A 46 46 A 46 46 46 46 46 46 46 57

46 A 46 A 46 88 46 46 57 73 46 57 46 88 116

R ≤ 16 000 S ≤ 1 000

46 A 46 A 46 88 46 46 57 73 46 57 46 88 134

46 A 73 A 46 134 46 73 104 118 73 104 88 149 205

46 A 46 46 46 88 46 57 73 88 57 88 57 104 134

73 46 104 46 73 171 46 104 118 171 104 134 104 171 243

A A 46 A A 46 A 46 46 46 46 46 46 46 73

46 A 46 A 46 88 A 46 46 73 46 57 46 88 118

46 A 46 A 46 46 46 46 46 46 46 46 46 46 88

46 A 46 46 46 88 46 46 73 88 46 73 57 88 118

R ≤ 18 000 S ≤ 1 000

46 A 46 A 46 88 46 46 57 88 46 73 57 104 171

46 A 88 A 46 171 46 88 116 149 88 118 88 171 243

46 46 57 46 46 104 46 57 88 104 73 88 73 116 171

88 46 104 46 88 171 57 104 134 171 116 149 118 184 243

A A 46 A 46 46 A 46 46 46 46 46 46 46 88

46 A 46 A 46 88 46 46 57 88 46 57 46 88 149

46 A 46 A 46 46 46 46 46 46 46 46 46 57 88

46 A 57 46 46 104 46 57 88 88 57 88 57 104 149

4)

R ≤ 20 000 S ≤ 1 000

46 A 46 A 46 104 46 46 88 104 57 88 57 104 171

57 A 88 A 57 171 46 88 118 171 88 134 104 171 243

46 46 57 46 46 104 46 73 88 104 88 104 88 118 171

88 46 116 46 88 184 57 116 171 184 118 171 134 184 243

46 A 46 A 46 46 A 46 46 46 46 46 46 57 104

46 A 46 A 46 104 46 46 73 88 46 73 46 104 171

46 A 46 A 46 57 46 46 46 57 46 46 46 73 104

46 46 57 46 46 104 46 57 88 104 57 88 73 104 171

4)

R ≤ 22 000 S ≤ 1 000

46

A

57

46

A

46

116

57

46

A

57

46

88

46

104

57

46

88

46

73

46

118

57

184

104

57

46

A

104

46

A

57

46

184

104

46

104

46

134

88

171

104

46

149

88

104

57

184

104

243

171

46

A

73

46

A

57

46

118

73

46

88

46

104

46

118

57

88

46

104

57

104

46

134

73

184

104

46

118

73

46

104

46

184

116

73

46

118

73

171

88

184

104

134

73

171

104

149

88

184

116

243

171

4)

R ≤ 24 000 S ≤ 1 000

46 A 57 A 46 118 46 57 104 118 73 104 88 134 205

73 A 104 46 73 184 46 104 171 184 104 171 118 184 243

57 46 88 46 57 134 46 88 116 134 104 118 104 171 184

104 46 134 46 104 205 88 134 184 184 149 184 171 205 243

46 A 46 A 46 73 A 46 46 57 46 46 46 73 118

46 A 57 A 46 116 46 57 88 104 57 88 57 116 184

46 A 46 A 46 88 46 46 57 73 46 57 46 88 118

46 46 88 46 57 118 46 88 104 116 88 104 88 118 184

4)

Notes: see page 2-41

2-32

Chassis modifications

Table 2.4 (continued)

(

)

Longitudinal runner profiles of the subframe for central axle trailers

MODELS

Chassis section

(mm)

(Chassis section) (mm)

MH 260P/PS 19 t on rear axles

(302,4/212,4/80x6,7)

MH 260/P/PS 21 t on rear axles

(302,4/212,4/80x6,7)

MH 260/PT 19 t on rear axles

(302,4/212,4x80x6,7) (304,4x80x7,7)

MH 260/PT 21 t on rear axles

(302,4/212,4/80x6,7) (304,4x80x7,7)

Wheelbase (mm) overhang

(m) (mm) (mm)

3,8 4,2 4,2 4,2 4,5 4,5 4,5 4,5 4,8 4,8 4,8 5,1

4,2 4,2 4,2 4,5 4,5 4,5 4,5 4,8 4,8 4,8 5,1 5,7

3796 4201 4201 4201 4471 4471 4471 4471 4786 4786 4786 5101

4201 4201 4201 4471 4471 4471 4471 4759 4759 4759 5101 5686

Rear

1757 1127 1622 2117 1217 1622 1802 2072 1487 1712 2072 1802

1127 1622 2117 1217 1622 1802 2072 1487 1712 2072 1802 2432

Trailer load (R) & static drawbar load (S) of the central axle trailer (kg)

R ≤ 9 500 S ≤ 950

Minimum value of subframe section modulus Wx (cm3) as a function of the yie ld point of the material (N/mm2)

Fe360=240 Fe510=360

240 360 240 360 240 360 240 360 240 360 240 360 240 360 240 360

104 46 104 171 57 104 134 171 104 118 171 149

149 73 134 184 88 149 171 205 118 171 243 184

A 46 73 46 46 46 73 46 46 88 57 46

46 46 104 46 46 73 104 46 57 104 88 57

57 46 57 88 46 57 73 88 46 73 104 88

88 46 73 118 46 88 104 118 73 88 118 104

A 46 46 A 46 46 46 46 46 46 46 46

A 46 46 A 46 46 46 46 46 57 46 46

R ≤ 12 000 S ≤ 1 000

118 57 116 184 73 118 171 184 104 149 184 171

171 88 171 243 104 171 184 243 134 184 243 184

A 46 88 46 46 57 88 46 57 104 57 46

46 57 116 46 57 88 116 46 73 118 88 73

57 46 57 104 46 57 88 104 57 88 104 88

88 46 88 134 46 88 104 134 88 104 149 116

A 46 46 A 46 46 46 46 46 46 46 46

A 46 57 A 46 46 57 46 46 57 46 46

R ≤ 14 000 S ≤ 1 000

134

73

57

46

118

73

184

104

88

46

134

73

171

88

184

116

118

57

171

88

205

118

171

104

171

104

88

46

171

88

243

149

104

46

171

104

184

116

243

149

171

88

184

104

243

171

205

118

46

A

46

104

46

A

46

57

46

104

46

57

46

104

46

73

46

57

46

A

57

46

118

57

46

A

57

46

88

46

118

73

46

88

46

134

73

104

46

73

46

R ≤ 16 000 S ≤ 1 000

149

88

73

46

134

88

205

118

88

46

149

88

171

104

205

118

73

171

104

243

134

184

104

184

104

88

46

184

104

243

171

104

57

184

104

205

118

243

171

88

184

116

243

171

243

134

46

A

46

104

57

46

A

57

46

73

46

104

57

46

73

46

116

57

88

46

73

46

A

73

46

134

73

46

73

46

104

46

134

73

57

46

88

46

149

88

104

57

73

46

R ≤ 18 000 S ≤ 1 000

171

88

46

171

88

243

134

88

46

171

88

184

104

243

134

88

184

104

243

149

184

116

184

116

104

46

184

104

243

171

116

57

184

104

243

134

243

171

104

205

118

243

184

243

149

46

A

57

46

116

57

46

A

57

46

88

46

116

57

46

73

46

118

57

88

46

73

46

A

73

46

149

88

46

88

46

104

57

149

88

57

46

104

46

171

88

104

57

88

46

4)

R ≤ 20 000 S ≤ 1 000

171 88 171 243 104 171 184 243 171 184 243 205

205 104 184 243 118 184 243 243 184 243 243 243

46 57 118 46 57 88 118 46 88 134 104 73

46 88 171 46 88 116 171 57 104 171 118 104

104 46 88 149 46 104 116 149 88 104 171 118

118 57 116 184 57 118 149 184 104 134 184 171

A 46 73 A 46 46 73 46 46 73 46 46

A 46 88 46 46 57 88 46 46 104 57 46

4)

R ≤ 22 000 S ≤ 1 000

184

104

88

46

171

104

243

171

104

57

184

104

205

118

243

171

88

184

116

243

171

243

134

243

134

104

57

205

118

243

184

134

73

205

118

243

171

243

184

104

243

149

243

184

243

171

46

A

73

46

134

73

46

73

46

104

46

134

88

57

46

88

46

149

88

104

57

73

46

88

46

171

104

46

88

46

118

57

171

104

73

46

104

57

184

104

118

73

116

46

4)

R ≤ 24 000 S ≤ 1 000

184 104 184 243 116 184 243 243 171 205 243 243

243 116 243 243 134 243 243 313 184 243 344 243

46 88 149 46 88 104 171 57 104 171 116 88

46 104 184 46 104 118 184 88 116 184 134 116

116 46 104 171 57 104 134 171 104 118 184 149

149 57 118 184 88 134 171 184 116 171 205 171

A 46 88 46 46 57 88 46 46 88 57 46

46 46 104 46 46 73 104 46 57 104 88 57

4)

Notes: see page 2-41.

Chassis modifications

2-33

Table 2.4 (continued)

W

(

)

W

heel

b

Longitudinal runner profiles of the subframe for central axle trailers

MODELS

Chassis section

(mm)

(Chassis section) (mm)

MH 260/TN 19 t on rear axles

(302,4x80x6,7)

MH 260/TN 21 t on rear axles

(302,4x80x6,7)

MP 240 MP 240/TN (on road) 19 t on rear axles

(302,4x80x6,7)

MP 240 MP 240/TN (on road) 21 t on rear axles

(302,4x80x6,7)

ase

3218 4208 4208 4208 4478 4478 4478 4478 4793 4793 4793 5108 5693

3218 4208 4208 4478 4478 4478 4478 4793 4793 4793 5108

Rear overhang

820 1135 1630 2125 1225 1630 1810 2080 1495 1720 2080 1810 3025

820 1135 1630 1225 1630 1810 2080 1495 1720 2080 1810

heelbase

(m) (mm) (mm)

3,2 4,2 4,2 4,2 4,5 4,5 4,5 4,5 4,8 4,8 4,8 5,1 5,7

3,2 4,2 4,2 4,5 4,5 4,5 4,5 4,8 4,8 4,8 5,1

Trailer load (R) & static drawbar load (S) of the central axle trailer (kg)

R ≤ 9 500 S ≤ 950

Minimum value of subframe section modulus Wx (cm3) as a function of the yie ld point of the material (N/mm2)

Fe360=240 Fe510=360

240 360 240 360 240 360 240 360 240 360 240 360 240 360 240 360

A 46 46 73 46 46 73 73 46 57 88 73 243

A 46 73 116 46 73 88 116 57 73 116 88 313

A A A A A 74 89 A A 89 57

A A 74 A 57 74 135 A 74 135 74

A A 46 46 A 46 46 46 46 46 46 46 116

A A 46 73 46 46 46 73 46 46 73 46 171

A A A A A A 46 A A 46 A

A A A A A A 46 A 46 46 46

R ≤ 12 000 S ≤ 1 000

A

46

A

46

104

46

A

57

46

73

46

104

46

73

46

104

46

73

46

284

149

A

46

A

73

46

149

73

46

73

46

104

46

149

73

46

88

46

149

73

104

46

344

205

A

57

A

74

A

105

46

A

74

A

105

46

74

A

74

A

AS

74

A

89

46

150

46

A

74

A

135

46

89

46

R ≤ 14 000 S ≤ 1 000

A 46 73 116 46 73 73 116 46 73 116 88 284

A 46 73 149 46 73 116 149 73 104 149 116 344

A A 74 A 57 74 135 A 74 135 74

A A 74 A 74 105 150 57 74 150 105

A A 46 57 A 46 46 57 46 46 57 46 149

A A 46 73 46 46 57 73 46 46 73 57 205

A A A A A A 46 A A 46 A

A A 46 A A 46 46 46 46 46 46

R ≤ 16 000 S ≤ 1 000

A 46 73 116 46 73 88 116 57 73 116 104 313

A 46 88 149 46 88 116 171 73 116 171 116 375

A A 74 A 74 89 135 A 74 135 74

A A 74 A 74 135 150 74 89 150 105

A A 46 73 46 46 46 73 46 46 73 46 171

A 46 46 73 46 46 73 73 46 57 88 73 243

A A A A A 46 46 A A 46 46

A A 46 A A 46 57 A 46 57 46

R ≤ 18 000 S ≤ 1 000

A

46

A

73

46

149

73

46

73

46

104

46

149

73

46

88

46

149

73

116

46

344

205

A

46

104

46

171

88

46

104

46

116

73

171

88

73

46

116

73

205

104

149

73

407

243

A

74

A

74

A

105

46

150

46

57

A

74

A

150

46

89

46

A

89

46

A

89

A

135

46

173

74

A

105

46

173

74

135

46

4)

R ≤ 20 000 S ≤ 1 000

A 46 73 149 46 73 116 149 73 104 149 116 344

A 46 104 205 46 116 149 205 88 116 205 149 407

A A 74 A 74 105 150 74 89 150 105

A A 105 A 105 135 208 74 135 173 135

A A 46 73 46 46 57 73 46 46 73 57 205

A 46 46 104 46 57 73 104 46 73 104 73 284

A A A A A 46 57 A 46 57 46

A A 46 A 46 46 74 A 46 74 46

4)

R ≤ 22 000 S ≤ 1 000

A

46

88

46

149

73

46

88

46

116

73

149

73

46

116

57

171

88

116

73

375

243

46

A

46

116

57

205

116

57

46

116

73

149

73

205

116

104

46

149

73

205

116

149

73

440

284

A

89

46

A

74

46

135

46

173

74

A

105

46

150

74

135

46

A

135

46

A

105

46

150

46

208

74

A

135

46

208

74

150

46

4)

R ≤ 24 000 S ≤ 1 000

A 46 104 171 46 104 116 171 73 116 205 149 407

46 46 116 243 73 116 171 243 104 149 243 171 475

A A 105 A 89 135 173 74 135 173 135

A A 135 A 135 150 208 89 135 208 150

A 46 46 88 46 46 73 88 46 73 104 73 243

A 46 73 116 46 73 73 116 46 73 116 88 284

A A 46 A 46 46 74 A 46 74 46

A A 46 A 46 57 74 46 46 74 46

4)

Notes: see page 2-41.

2-34

Chassis modifications

Table 2.4 (continued)

W

Wheelbase

g

Longitudinal runner profiles of the subframe for central axle trailers

MODELS

(Chassis section) (mm)

MP 240/P; /FP; /FS; /PS (on road) 19 t on rear axles

(302,4/212,4x80x6,7)

MP 240P; /FP; /FS; /PS (on road) 21 t on rear axles

(302,4/212,4x80x6,7)

MP 240/FT; /PT (on road) 19 t on rear axles

(302,4/212,4x80x6,7)

MP 240/FT; /PT (on road) 21 t on rear axles

(302,4/212,4x80x6,7)

MP 260 (on road) 19 t on rear axles

(302,4x80x6,7)

MP 260/P; /FP (on road) 19 t on rear axles

(302,4x80x6,7)

Trailer load (R) & static drawbar load (S) of the central axle trailer (kg)

R ≤ 9 500 S ≤ 950

Minimum value of subframe section modulus Wx (cm3) as a function of the yie ld point of the material (N/mm2)

Fe360=240 Fe510=360

46 135 74 135 150 173 89 135 173 135

74 135 74 135 173 208 135 150 208 173

A A A A 74 89 A 57 89 74

A 57 A 57 74 135 A 74 135 74

A A A A A A A 74 74 A A 89 135

A A A A A 57 74 A A 74 135

4201 4201 4471 4471 4471 4471 4786 4786 4786 5101

3218 3533 3803 3803 4208 4208 4208 4208 4478 4793 4793 4793 4793

3796 3796 4201 4201 4201 4201 4471 4786 4786 4786 4786

Rear overhan

1127,5 1622,5 1217,5 1622,5 1802,5 2072,5 1487,5 1712,5 2072,5 1802,5

1127,5 16225 1217,5 1622,5 1802,5 2072,5 1487,5 1712,5 2072,5 1802,5

1127,5 1622,5 1217,5 1622,5 1802,5 2072,5 1487,5 1712,5 2072,5 1802,5

1127,5 ,16225 1217,5 1622,5 1802,5 2072,5 1487,5 1712,5 2072,5 1802,5

820 1405 1135 1495 1135 1495 1630 1855 1990 1495 1720 2125 2440

1127,5 1487,5 1127,5 1487,5 1622,5 1847,5 1982,5 1487,5 1712,5 2117,5 2432,5

heelbase

(m) (mm) (mm) 240 360 240 360 240 360 240 360 240 360 240 360 240 360 240 360

4,2 4,2 4,45 4,5 4,5 4,5 4,8 4,8 4,8 5,1

4,2 4,2 4,5 4,5 4,5 4,5 4,8 4,8 4,8 5,1

3,2 3,5 3,8 3,8 4,2 4,2 4,2 4,2 4,5 4,8 4,8 4,8 4,8

3,8 3,8 4,2 4,2 4,2 4,2 4,5 4,8 4,8 4,8 4,8

A 46 A 46 57 74 46 46 74 57

A 57 46 57 74 105 46 74 105 74

A A A A A 46 A A 46 A

A A A A 46 46 A 46 46 46

A A A A A A A A A A A 46 46

A A A A A A A A A A 46

R ≤ 12 000 S ≤ 1 000

74 135 74 135 150 208 105 150 208 150

74 150 89 150 173 245 135 173 245 173

A 57 A 57 74 119 A 74 119 74

A 74 A 74 89 135 A 74 135 89

A A A A A A A 74 89 A 57 105 150

A A A A A 74 74 A 57 105 150

A 57 46 57 74 89 46 74 89 74

46 74 46 74 74 119 57 74 119 74

A A A A 46 46 A A 46 46

A A A A 46 57 A 46 57 46

A A A A A A A A 46 A A 46 46

A A A A A A A A A 46 46

R ≤ 14 000 S ≤ 1 000

74

46

150

74

46

150

74

173

74

245

105

135

46

150

74

245

105

173

74

46

173

74

89

46

173

74

208

89

245

135

150

57

173

74

245

135

208

89

A

74

A

74

A

89

46

135

46

A

74

46

135

46

74

46

A

74

46

A

74

46

105

46

150

74

57

A

89

46

150

74

105

46

A

57

A

74

A

105

46

A

74

A

135

46

150

74

A

57

A

74

A

89

46

A

74

A

135

46

150

57

R ≤ 16 000 S ≤ 1 000

74

46

150

74

89

46

150

74

208

74

245

135

57

173

74

245

135

208

74

89

46

173

74

105

46

173

74

208

105

286

135

150

74

208

89

286

135

208

105

A

74

46

A

74

46

89

46

135

57

46

A

74

46

135

57

89

46

A

74

46

A

74

46

119

46

150

74

A

89

46

150

74

105

46

A

74

89

105

135

A

74

135

150

173

208

A

a

A

74

A

89

46

105

46

a

A

74

A

135

46

173

74

R ≤ 18 000 S ≤ 1 000

74

46

173

74

105

46

173

74

208

89

286

135

150

74

208

74

286

135

208

89

105

46

208

89

135

46

208

89

245

105

286

150

173

74

208

105

286

150

245

105

A

74

46

A

74

46

105

46

150

74

57

A

89

46

150

74

105

46

A

89

46

A

89

46

135

46

173

74

46

105

46

173

74

135

46

A

46

A

46

74

A

57

A

57

A

74

A

105

46

135

46

57

A

74

A

150

46

208

74

4)

R ≤ 20 000 S ≤ 1 000

89 173 105 173 208 286 150 208 286 208

105 208 135 208 245 317 173 245 317 245

A 74 A 89 135 150 74 105 150 119

A 105 A 105 135 173 74 135 173 135

A A A 57 A 57 74 105 135 57 74 150 208

A 74 A 74 74 135 135 74 89 150 208

46 74 46 74 105 135 74 89 135 105

46 89 46 89 135 150 74 105 150 135

A 46 A 46 46 74 A 46 74 46

A 46 A 46 57 74 46 46 74 57

A A A A A A A 46 46 A 46 57 74

A A A A A 46 46 A 46 57 74

4)

R ≤ 22 000 S ≤ 1 000

105

46

208

89

135

46

208

89

245

119

286

150

173

74

208

105

286

150

245

119

135

46

245

105

135

57

245

105

286

135

317

150

208

89

245

135

317

150

286

135

A

89

46

A

89

46

135

46

173

74

46

105

46

173

74

135

46

A

105

46

A

105

46

150

57

208

89

74

46

135

46

208

89

150

57

A

74

A

74

A

74

A

135

A

150

46

74

46

89

A

150

46

245

74 89

A

74

A

74

A

89

46

135

46

150

46

74

A

105

46

175

74

245

89

4)

R ≤ 24 000 S ≤ 1 000

105 208 135 208 245 317 173 245 317 245

135 245 150 245 286 343 208 245 343 286

A 105 A 105 135 208 74 135 208 135

A 135 A 135 150 208 89 135 208 150

A 57 A 74 A 74 89 135 150 74 105 173 245

A 74 A 74 105 150 150 74 135 208 245

46 89 46 89 135 150 74 105 150 135

46 119 74 105 135 173 89 135 173 135

A 46 A 46 57 74 46 46 74 57

A 46 A 46 74 105 46 57 105 74

A A A A A A 46 46 57 A 46 74 105

A A A A 46 46 57 A 46 74 105

4)

Notes: see page 2-41.

Chassis modifications

2-35

Table 2.4 (continued)

Whe

elbas

e

W

heel

b

Rea

r

Longitudinal runner profiles of the subframe for central axle trailers

MODELS

(Chassis section) (mm)

MP 260 (on road) 21 t on rear axles

(302,4x80x6,7)

MP 260/P; /PF (on road) 21 t on rear axles

(302,4x80x6,7)

Notes: see page 2-41.

Trailer load (R) & static drawbar load (S) of the central axle trailer (kg)

Rear

ase

overhang

(m) (mm) (mm) 240 360 240 360 240 360 240 360 240 360 240 360 240 360 240 360

3,2

3218 3533 3803 3803 4208 4208 4208 4208 4478 4793 4793 4793 4793

3796 3796 4201 4201 4201 4201 4471 4786 4786 4786 4786

820 1405 1135 1495 1135 1495 1630 1855 1990 1495 1720 2125 2440

1127,5 1487,5 1127,5 1487,5 1622,5 1847,5 1982,5 1487,5 1712,5 2117,5 2432,5

3,5 3,8 3,8 4,2 4,2 4,2 4,2 4,5 4,8 4,8 4,8 4,8

3,8 3,8 4,2 4,2 4,2 4,2 4,5 4,8 4,8 4,8 4,8

R ≤ 9 500 S ≤ 950

Minimum value of subframe section modulus Wx (cm3) as a function of the yie ld point of the material (N/mm2)

Fe360=240 Fe510=360

A A A A A A 57 74 105 A 74 135 173

A A A A A 74 89 A 57 105 150

R ≤ 12 000 S ≤ 1 000

A

74

A

89

46

135

A

74

46

135

74

208

A

74

A

74

46

105

A

74

46

135

46

173

A A A A A A A 46 46 A A 46 74

A A A A A 46 46 A A 46 74

R ≤ 14 000 S ≤ 1 000

A A A 57 A A 74 105 135 A 74 150 208

A 46 A 46 74 105 135 57 74 135 208

R ≤ 16 000 S ≤ 1 000

A

A A A 74 A 57 74 135 135 57 89 150 245

A 74 A 74 74 135 135 74 89 150 208

A A A A A A A 46 46 A 46 57 74

A A A A A 46 46 A 46 46 74

A A A A A A 46 46 A A 46 74

A A A A A 46 46 A A 46 74

R ≤ 18 000 S ≤ 1 000

A

57

A

74

A

74

A

74

46

135

46

150

46

74

A

105

46

173

74

245

89

A

74

A

74

A

89

46

135

46

150

46

74

A

105

46

150

74

245

74

4)

R ≤ 20 000 S ≤ 1 000

A 74 A 74 A 74 89 135 150 74 105 208 245

A 74 A 74 89 135 150 74 135 173 245

A A A A A A 46 46 57 A 46 74 105

A A A A A 46 57 A 46 74 89

4)

R ≤ 22 000 S ≤ 1 000

A

74

A

74

A

74

A

105

46

150

46

173

74

A

135

46

208

74

286

135

A

74

46

A

74

46

105

46

150

46

173

74

46

135

46

208

74

286

105

4)

R ≤ 24 000 S ≤ 1 000

A 74 A 89 A 74 135 150 173 74 135 208 286

A 89 A 89 135 150 208 89 135 208 286

A A A 46 A 46 46 57 74 46 46 74 135

A 46 A 46 46 57 74 46 46 74 135

4)

2-36

Chassis modifications

Table 2.4 (continued)

Whe

elbas

e

W

heel

b

Rea

r

Longitudinal runner profiles of the subframe for central axle trailers

MODELS

(Chassis section) (mm)

MP 190H (off road) 11,5 t on rear axle

(304,4x80x7,7)

MP 190H (off road) 13 t on rear axle

(304,4x80x7,7)

MP 190W (off road) 11,5 t on rear axle

MP 190W (off road) 13 t on rear axle

(214,4/304,4x80x7,7)

MP 260H (off road) 19 t on rear axles

(304,4x80x7,7)

MP 260H (off road) 21 t on rear axles

(304,4x80x7,7)

Trailer load (R) & static drawbar load (S) of the central axle trailer (kg)

Rear

ase

overhang

(m) (mm) (mm) 240 360 240 360 240 360 240 360 240 360 240 360 240 360 240 360

3,8

3818 4223 4493 4493 5123 5123 5123 5123 5708 5708

3818 4223 4493 4493 5123 5123 5123 5123 5708 5705

3818 4223 4493 4493

2813 3218 3218 3218 3533 3533 3533 3803 3803 4208 4478 4793

1195 1195 1285 1780 1555 1960 2185 2365 1960 2185

1195 1195 1285 1780

865 730 865 1225 730 865 1495 1045 1495 1135 1990 1495

4,2 4,5 4,5 5,1 5,1 5,1 5,1 5,7 5,7

3,8 4,2 4,5 4,5 5,1 5,1 5,1 5,1 5,7 5,7

3,8 4,2 4,5 4,5

2,8 3,2 3,2 3,2 3,5 3,5 3,5 3,8 3,8 4,2 4,5 4,8

R ≤ 9 500 S ≤ 950

Minimum value of subframe section modulus Wx (cm3) as a function of the yie ld point of the material (N/mm2)

Fe360=240 Fe510=360

A A A A A A A A A A

A A A A

A A A A A A A A A A 74 A

A A A A A A A A A A 105 A

A A A A A A A A A A

A A A A

A A A A A A A A A A A A

R ≤ 12000 S ≤ 1 000

A A A A A A A A A A

A A A A

A A A A A A A A A A 89 A

A A A A A A A A A A 135 A

R ≤ 14 000 S ≤ 1 000

A

105

A

57

A

57

A

46

135

A

R ≤ 16 000 S ≤ 1 000

A

A A A A A A A A A A

A A A A

A A A A A A A A A A 135 A

A A A A A A 74 A 74 A 150 74

A A A A A A A A A A

A A A A

A A A A A A A A A A 46 A

A A A A A A A A A

A A A A A A A A A A

A A A A

A A A A A A A A A A A A

A A A A A A A A A A 46 A

R ≤ 18 000 S ≤ 1 000

A

150

46

A

74

A

74

A

150

46

74

A

4)

R ≤ 20 000 S ≤ 1 000

A A A A A A A A A A

A A A A A A A 74 A A

A A A A

A A A A A A A A A A 150 A

A A A A A A 74 A 74 A 150 74

4)

A A A A A A A A A A

A A A A

A A A A A A A A A A 46 A

A A A A A A A A A A 57 A

R ≤ 22 000 S ≤ 1 000

A

57

A

74

A

150

46

A

74

A

74

A

173

74

A

4)

R ≤ 24 000 S ≤ 1 000

A A A A A A A 74 A A

A A A A

A A A A A A A A A A 150 A

A A A A A A 74 A 74 A 208 74

4)

A A A A A A A A A A

A A A A

A A A A A A A A A A 57 A

A A A A A A A A A A 74 A

Notes: see page 2-41.

Chassis modifications

2-37

Table 2.4 (continued)

Whe

elbas

e

W

heel

b

Rea

r

Longitudinal runner profiles of the subframe for central axle trailers

MODELS

(Chassis section) (mm)

MP 260W (off road) 19 t on rear axles

(304,4x80x7,7)

MP 260W (off road) 21 t on rear axles

(304,4x80x7,7)

MP 260W (off road) 19 t on rear axles

MP 260W (off road) 21 t on rear axles

(304,4x80x7,7)

MP 330H (off road) 19 t on rear axles

MP 330H (off road) 26 t on rear axles

(304,4x80x7,7)

Trailer load (R) & static drawbar load (S) of the central axle trailer (kg)

Rear

ase

overhang

(m) (mm) (mm) 240 360 240 360 240 360 240 360 240 360 240 360 240 360 240 360

3,5

3528 3528 3528 3798 3798

2813 3218 3218 3218 3218 3533 3533 3533 3803 3803 3803 4208 4208

725 860 1490 1040 1490

865 865 1225 1495 1720 865 1495 1855 1495 1855 2080 2080 2305

3,5 3,5 3,8 3,8

3,5 3,5 3,5 3,8 3,8

4,2 4203 1490 A A A A A A A A A A 57 A 74 A 74 A

4,2 4203 1490 A A A A 57 A 74 A 74 A 74 A 74 A 74 A

2,8 3,2 3,2 3,2 3,2 3,5 3,5 3,5 3,8 3,8 3,8 4,2 4,2

R ≤ 9 500 S ≤ 950

Minimum value of subframe section modulus Wx (cm3) as a function of the yie ld point of the material (N/mm2)

Fe360=240 Fe510=360

A A A A A

A A A A 57 A A 74 A 74 105 89 135

A A A 74 135 A 74 150 74 150 208 208 245

A A A A A

A A A A A A A A A A A A 46

A A A A 46 A A 46 A 46 74 74 105

R ≤ 12 000 S ≤ 1 000

A

74

A

74

A

74

A

135

46

135

46

150

46

A

89

A

135

46

A

89

A

150

57

89

A

150

57

245

74

245

74

286

135

R ≤ 14 000 S ≤ 1 000

A A A A A

A A 57 A 57

A A A A 74 A A 89 A 89 135 135 150

A A A 89 150 A 89 173 89 173 245 245 286

A A A A A

A A A A A A A A A A 46 46 57

A A A A 46 A A 74 A 74 89 89 135

R ≤ 16 000 S ≤ 1 000

A A A A A

A A 74 A 74

A A A A 74 A A 105 A 105 135 135 173

A A 57 105 150 A 105 208 105 208 245 245 317

AA A A A A

A A A A A

A A A A A A A A A A 46 46 57

A A A A 46 A A 74 A 74 89 89 135

R ≤ 18 000 S ≤ 1 000

A

74

A

74

A

57

A

74

A

57

A

105

46

57

A

105

46

150

46

150

46

208

74

A

74

A

135

46

150

57

A

135

46

208

74

135

46

208

74

286

105

286

105

343

135

4)

R ≤ 20 000 S ≤ 1 000

A 57 A 57 A

A A 74 A 74

A A A 74 89 A 74 135 74 135 150 150 208

A A 74 135 173 A 135 208 135 208 286 286 343

A A A A A

A A A A A A A 46 A 46 57 57 74

A A A 46 74 A 46 74 46 74 135 135 150

4)

R ≤ 22 000 S ≤ 1 000

A

74

A

74

A

74

A

74

A

74

A

105

A

74

A

135

46

74

A

135

46

173

74

173

74

245

74

A

74

A

135

46

208

74

A

135

46

245

74

135

46

245

74

286

135

286

135

374

150

4)

R ≤ 24 000 S ≤ 1 000

A 74 A 74 A

A A 89 A 74

A A A 74 135 A 74 150 74 150 173 173 245

A A 74 135 208 A 135 245 135 245 317 317 374

A A A A A

A A A A 46 A A 46 A 46 74 74 89

A A A 46 74 A 46 89 46 89 135 135 150

4)

Notes: see page 2-41.

2-38

Chassis modifications

Table 2.4 (continued)

Whe

elbas

e

W

heel

b

Rea

r

Longitudinal runner profiles of the subframe for central axle trailers

MODELS

(Chassis section) (mm)

MP 330W (off road) 19 t on rear axles

(304,4x80x7,7)

MP 330W (off road) 26 t on rear axles

(304,4x80x7,7)

MP 340H (off road) 19 t on rear axles

(304,4x80x7,7)

MP 340H (off road) 21 t on rear axles

(304,4x80x7,7)

MP 380H (off road) 19 t on rear axles

(309x80x10

MP 380H (off road) 22 t on rear axles

(309x80x10

MP 380H (off road) 32 t on rear axles

(309x80x10)

Trailer load (R) & static drawbar load (S) of the central axle trailer (kg)

Rear

ase

overhang

(m) (mm) (mm) 240 360 240 360 240 360 240 360 240 360 240 360 240 360 240 360

3,5

3528 3528 3528 3798 3798 3798

4208 5018 5018 5828 5828 5828

3218 3218 3218 3533 3533 3533 3803 3803 3803 4208 4208 5693

860 1490 1850 1490 1850 2075

685 865 1495 685 1045 1225

1225 1495 1720 865 1495 1855 1495 1855 2080 2080 2305 2710

3,5 3,5 3,8 3,8 3,8

3,5 3,5 3,5 3,8 3,8 3,8

4,2 5,0 5,0 5,8 5,8 5,8

3,2 3,2 3,2 3,5 3,5 3,5 3,8 3,8 3,8 4,2 4,2 5,7

R ≤ 9 500 S ≤ 950

Minimum value of subframe section modulus Wx (cm3) as a function of the yie ld point of the material (N/mm2)

Fe360=240 Fe510=360

A A 74 A 74 105

A 74 150 74 150 208

A A A A A A

A A A A A A A A 74 74 105 E

A A 57 A A 74 A 74 105 105 150 E

A 105 150 A 105 208 105 208 245 245 343 E

A A A A A A

A A 46 A 46 74

A A A A A A

A A A A A A A A A A A E

A A A A A 74 A 74 89 89 135 E

R ≤ 12 000 S ≤ 1 000

A A 74 A 74 135

A 89 150 89 150 245

A A A A A A

A A A A A 57 A 57 74 74 135 E

A A 74 A A 74 A 74 135 135 150 E

57 135 173 A 135 208 135 208 286 286 343 E

A A A A A 46

A A 57 A 57 74

A A A A A A

A A A A A A A A A A A E

A A 57 A A 74 A 74 105 105 150 E

R ≤ 14 000 S ≤ 1 000

A

89

A

89

A

135

46

A

89

A

173

74

89

A

173

74

245

89

A

57

A

74

A

74

A

89

A

89

A

135

A

E

A

74

A

89

A

89

A

135

A

135

A

173

57

E

74

A

135

A

173

74

A

135

A

245

74

135

A

245

74

286

135

286

135

374

150

E

R ≤ 16 000 S ≤ 1 000

A

105

A

105

A

135

46

A

105

A

208

74

105

A

208

74

245

89

A

74

A

57

A

74

A

74

A

105

A

105

A

150

A

E

A

74

A

105

A

105

A

150

A

150

A

208

74

E

74

A

135

A

208

74

A

135

A

245

74

135

A

245

74

317

135

317

135

374

150

E

R ≤ 18 000 S ≤ 1 000

A

57

A

105

46

57

A

74

46

150

46

A

135

46

208

74

135

46

208

74

286

105

A

57

A

74

A

74

A

74

A

74

A

135

A

135

A

150

A

E

A

57

A

89

A

57

A

135

A

57

A

135

A

150

A

150

A

208

74

E

74

A

150

A

208

74

A

150

A

245

89

150

A

245

46

317

135

317

135

406

173

E

4)

R ≤ 20 000 S ≤ 1 000

A 74 135 74 135 150

A 135 208 135 208 286

A A 74 A A A

A A 74 A A 89 A 89 135 135 173 E

A 74 105 A 74 135 74 135 173 173 245 E

74 150 208 A 150 245 150 245 343 343 406 E

A A 46 A 46 57

A 46 74 46 74 135

A A A A A A

A A A A A A A A A A 46 E

A A A A A A A A 57 46 74 E

A A 74 A A 89 A 89 135 135 173 E

4)

R ≤ 22 000 S ≤ 1 000

A

74

A

135

46

74

A

135

46

173

74

A

135

46

245

74

135

46

245

74

286

135

A

74

A

74

A

74

A

105

A

105

A

150

A

150

A

173

74

E

A

74

A

105

A

74

A

135

A

74

A

135

A

173

74

173

74

245

74

E

74

A

150

A

245

74

A

105

A

286

105

150

A

286

105

343

150

343

150

474

208

E

4)

R ≤ 24 000 S ≤ 1 000

A 74 150 75 150 208

A 135 245 135 245 317

A A 74 A A A

A A 89 A A A

A A 74 A A 105 A 105 150 150 208 E

A 74 135 A 74 150 74 150 208 208 245 E

89 150 245 A 150 286 150 286 374 374 474 E

A A 46 A 46 74

A 46 89 46 89 135

A A A A A A

A A A A A A A A A A 74 E

A A A A A A A A 74 74 89 E

A 46 74 A 46 105 46 135 150 150 208 E

4)

Notes: see page 2-41.

Chassis modifications

2-39

Table 2.4 (continued)

Whe

elbas

e

W

heel

b

Rea

r

Longitudinal runner profiles of the subframe for central axle trailers

MODELS

(Chassis section) (mm)

MP 380W (off road) 19 t on rear axles

MP380W (off road) 22 t on rear axles

MP 380W (off road) 32 ton rear axles

(309x80x10)

MP 410/H; /HB (off road) 19 t on rear axles (309x80x10)

MP 410/H; /HB (off road) 22 t son rear axles (309x80x10)

MP 410/H; /HB (off road) 32 t on rear axles (309x80x10)

Trailer load (R) & static drawbar load (S) of the central axle trailer (kg)

Rear

ase

overhang

(m) (mm) (mm) 240 360 240 360 240 360 240 360 240 360 240 360 240 360 240 360

3,5

3528 3528 3528 3798 3798 3798

4208 5018 5018 5828

860 1490 1850 1490 1850 2075

685 865 1495 1225

3,5 3,5 3,8 3,8 3,8

3,5 3,5 3,5 3,8 3,8 3,8

4,2 5,0 5,0 5,8

R ≤ 9 500 S ≤ 950

Minimum value of subframe section modulus Wx (cm3) as a function of the yie ld point of the material (N/mm2)

Fe360=240 Fe510=360

A A A A A 74

A A 74 A 74 105

A 105 208 105 208 245

A A A A

A A 105 105

R ≤ 12 000 S ≤ 1 000

A

57

A

57

A

74

A

74

A

74

A

135

A

135

74

208

A

135

74

208

89

286

A

135

A

135

A A A A A A

A A 74 A 74 105

A A A A

R ≤ 14 000 S ≤ 1 000

A A 74 A 74 89

A A 89 A 89 135

A 135 245 135 245 286

A A A A

A A 135 135

A A A A A A

A A 74 A 74 135

A A A A

R ≤ 16 000 S ≤ 1 000

A A 74 A 74 105

A A 105 A 105 150

A 135 245 135 245 317

A A A A

A A 135 135

A A A A A A

A A 74 A 74 135

A A A A

R ≤ 18 000 S ≤ 1 000

A

74

A

74

A

135

A

57

A

135

A

57

A

135

A

150

A

150

A

245

89

150

A

245

89

317

135

A

46

A

46

A

150

A

150

A

4)

R ≤ 20 000 S ≤ 1 000

A A 89 A 89 135

A 74 135 74 135 173

A 150 2145 150 245 343

A A A A

A A 74 74

AA A 150 150

A A A A A A

A A A A A 57

A A 89 A 89 135

A A A A

4)

R ≤ 22 000 S ≤ 1 000

A

105

A

105

A

150

A

AA

A

74

A

135

A

74

A

135

A

173

74

A

150

A

286

105

150

A

286

105

343

150

A

AA

A

74

A

74

A

150

A

150

A

4)

R ≤ 24 000 S ≤ 1 000

A A 105 A 105 150

A 74 150 74 150 208

A 150 286 150 286 374

A A A A

A A 74 74

A A 150 150

A A A A A A

A A A A A 74

A 46 105 46 105 150

A A A A

A A 46 46

4)

Notes: see page 2-41.

2-40

Chassis modifications

Table for selection of runner profiles (see Table 2.4)

(seeFig.2.15)

Recommended section (or other section with equal

Section modulus Wx (cm3)

16 80x50x4 135 200x80x7

19 80x50x5 150 200x80x8

21 80x60x5 173 220x80x8

31 100x60x5 208 250x80x8

36 100x60x6 245 250x100x8

46 120x60x6 286 280x100x8

57 140x60x6 317 300x100x8

74 140x70x7 343 320x100x8

89 160x70x7 374 340x100x8

105 180x70x7 406 360x100x8

119 200x80x6 474 400x100x8

A = The chassis runner profile designed for the relevant body is sufficient ( e.g. table 3.1 for normal bodies) C = Normal (short) cab L=Longcab E = To be checked case by case

1) = Use runners with greater section modulus when the body requires it (e.g. table 3.1)

2) = For modelsof class ML60, ML 65 and ML75, possible onlyafter fitting a suitablefinal crossmember andan appropriate towingdevice (modification of chassis end).

3) = For models of class ML 95W, ML 100W, ML 120, ML 130, 135W, ML 140W and ML 150, possible only if fitting a sturdier final cross member and an appropriate towing device. For models ML 150 E27, ML 170 and ML 180, possible up to 9,000 kg using a standard cross member.

4) = For towing central axle trailers featuring high overall mass, particularly in the case of vehicles fitted with a long rear overhang, we recommend that a proper rear cross member be installed in a lowered and forward position (next to the rear suspension rear mountings) in consideration of the high stress exerted on the chassis and the dynamic forces affecting the tractor (load reduction on the front axle).

5) = Should the height of the runner profile be reduced using shear resistant connections, combined section runner profiles can be adopted instead of the specified channel profiles (moment of resistance indicated on table 2.4). Combined section runner pro files can be used (see table below) on condition that flange width and thickness dimensions are not smaller than the corresponding values tabulated on the runner profile section table. These are instructions of a general nature applying to the materials covered by this manual. Materials with higher mechanical specifications call for the measurement of the overall chassis and subframe bending moment. However, we recommend that minimum specified values of reinforcement sections for the different types of equipment be observed (for example, see table 3.1 for standard bodies).

6) = In the MLL version, use a section with W min no less than 57 cm

moment of inertia and resistance) (C-shaped section) (mm)

5)

Section modulus Wx (cm3)

3

.

Recommended section (or other section with equal moment of inertia and resistance) (C-shaped section) (mm)

5)

Combined section reinforcement runner profiles (figure 3.4)

A B CorD E F G

Material yield point (N/mm2) ≤ 320 ≤ 320 ≤ 240 ≤ 240 ≤ 360 ≤ 360

Max. runner profile height reduction (mm):

Combined reinforcements length (see Fig. 2.15) LV: L

:

H

Example: Combined section as an alternative to the channel section C250x80x8 (mm)

Actual height reduction (mm):

The continuity of combined reinforcement runners can be interrupted only in special cases and is subject to authorisation. Similarly, when it is difficult to apply an external reinforcing L section (items F and G figure 3.4) - owing to the presence of suspension mountings or air spring connection brackets

- and the recessing to be performed could excessively reduce the section’s resisting capacity, the adopted solution will require special authorisation.

40 60 100 120 100 120

0,5.L

U

0,6.L

U

210x80x8 190x80x8 150x80x8

40 52 85 97 92 104

0,5.L 0,6.L

U U

0,8L

U

0,95L

U

+ straight section 15x80

0,85L

U

1,0.L

U

130x80x8 + straight section15x80

0,8.L

U

0,95.L

U

150x80x8

+ angle section

0,85.L 1,0.L

130x80x8 + angle section

U

Chassis modifications

2-41

Central axle trailers: towing cross member in lowered and forward positions (short coupling)

Vehicles designed to tow central axle trailers for which a final cross member located in a lowered or forward position (next to the rear suspension rear mountings or air springs) is evisaged, do not require particular chassis reinforcing devices. For the subframe, the runner profile dimensions indicated for the different types of equipmen t (e.g. see table 3.1 standard bodies) will be sufficient. The bodybuilder will accurately work out the size and position of the chassis connection structure (see items 2.21 and 2.5.3 and 2.15.3) and make use of a suitable cross member and an appropriate towing hook.

The tow hook position will be such to permit any movement between tractor and trailer drawbar according to the various conditions of use, to comply with the required safety margins and the standards and legal regulations in force (where applicable). In these cases the standard underrun bar cannot be used, and the bodybuilder will investigate the possible permitted departures from specifications or the specific solutions to adopt (e.g. underrun bar of the tilt type).

Reinforcement of Standard Rear Cross Member

When it is necessary to reinforce the standard cross member and when original cross members are not available, the bodybuilder will provide suitable reinforcements for which he shall be responsible.

These reinforcements may consist of C-sections mounted on the inside of the cross member. Care must be taken to ensure that the connections between the cross member and the side members are also reinforced following the procedures recommended below, whenever stronger enforcements are required:

2-42

Chassis modifications

1) The mounting of a channel section on the inside of the cross member and joining it to the vertical web of

the side member or to the following cross member of the chassis, if it is situated in close proximity, in compliance with the procedures illustrated in Fig. 2.16.

Figure 2.16

1 Original cross member 2 Reinforcing rail 3 Connecting angle pieces or plates

2) Mounting a box section of suitable dimensions underneath the cross member, anchored at the extremities to the vertical web of the side members and joined at the centre of the cross member as shown in Fig. 2.17. In vehicles with a short rear overhang, and when auxiliary frame used (e.g. tippers or vehicles having the underrun bar device located below chassis longitudinal member lower flange), the box-section may be mounted on the inside of the sections of the auxiliary frame above the cross member and connected to it by means of a plate, as shown in fig. 2.14.

Should box-section assembly require modification to underrun bar plates the original requirements for fastening, resistance and stiffness must be met (comply with local government regulations if any).

Chassis modifications

2-43

Figure 2.17

1 Original rear cross member 2Boxsection 3 Connecting plate 4 Ribbing plate

Tow hooks for Central Axle Trailers

The use of central axle trailers implies the use of tow hooks suitable for this purpose.

The values of the trailer loads and of the permissible vertical loads are contained in the technical documentation of the manufacturer of the tow hook or on the production data plate (e.g. DIN 74 051 and DIN 74 052).

There are also tow hooks with special type approval, whose values are greater than the ones mentioned in the above standards. These hooks may in any case be subjected to restrictions depending on the trailers used (e.g. drawbar length). In addition to this they can imply that the rear cross member should be further reinforced and a subframe runner of larger size be fitted.

Remarks about the Payload

It should be ascertained that the static drawbar load does not cause the allowable load on the rear axle or

axles to be exceeded and that the required minimum load acting on the front axle is adhered to (see point 1.2.1).

2-44

Chassis modifications

2.6 Installing a Supplementary Axle

General Specifications

On certain models IVECO authorises, upon request, the installation of a supplementary axle and,

consequently, an increase in the total mass of the vehicle.

The modification must respect the mass limitations and the conditions imposed by IVECO as well as all other conditions that may be imposed by national laws and such that are necessary to ensure the safety and proper functioning of the vehicle.

Diagrams of the installation procedure may be submitted for inspection. These proposals must indicate the parts necessary to connect the axle to the chassis as well as the reinforcements to, and modifications of the chassis.

The specifications given in points 2.2 and 2.3 are to be followed for all modifications of the chassis.

In view of the increased stresses due to the increase in permissible load, and in consideration of the different phases of the dynamic stresses in operation as a result of the different reactions on the chassis when the axle is added, it is necessary to provide appropriate reinforcements to the chassis.

These reinforcements must in all cases satisfy all provisions of local applicable laws. The chassis that has thus been modified must not be subject to flexural stresses greater than those of the original chassis in the corresponding sections.

Figure 2.18

1 Bracket 2Plate 3 Screws, rivets or dia. 20 to 30 mm holes to be filled with welding.

Chassis modifications

2-45

Chassis Frame Reinforcement

Fig. 2.18 illustrates possible ways of modifying the chassis. The reinforcements must be continuous and must

span the length of the entire frame of the vehicle up to the driver’s cab. For their attachment to the side member

- when using L-bars - class 8.8 rivets or reinforcement bolts must be used and their diameter and distribution must be such to enable the section iron to provide the required strength.

Where an auxiliary frame is required as reinforcement (see point 3.1), the body mounting brackets on the chassis (if any) should be used for the attachment. An alternative method of attachment is shown in section

3.1.2 and those that follow it.

We recommend using a shear resistant connection in the area of the rear overhang up to approximately the mid wheelbase (in any case up to no more than 2 m from the front axle) (see fig. 2.19).

The fitting of reinforcing plates directly onto the flanges of the side members, using holes filled with welded material is not permitted. This is to avoid affecting the strength of the original sections caused by poor welding.

This procedure is only permitted in special cases with specific IVECO authorization when there are proven difficulties in subsequent body applications.

The reinforcement on the chassis can be omitted provided the following static stress values are not exceeded:

Models

ML 60 ÷ ML 170; ML 260KE 120 80

MP 180 ÷ MP 410H 150 100

Static stress admitted on chassis (N/mm2)

on road off road

Any limitations, imposed by national laws must be complied with.

If the fitting of such reinforcement is unavoidable, then because of the deterioration of the characteristics of the material following welding, in measuring the stressinthevarioussectionsitisnecessarytoassumea reductioninthecharacteristicsofthe material by approximately 15%.

As a general rule the thickness of the reinforcing plate must not exceed that of the flange of the original chassis. The mounting must be carried out by skilled personnel and the bodybuilder will be responsible for any damage to the frame resulting from poor workmanship.

Installing a Rear Supplementary Axle

The installation of a rear supplementary axle generally implies that the chassis overhang should be lengthened, the extension must be carried out in compliance with the specifications given in point 2.4.2. relating to the modifications of the chassis, leaving the reinforcements mentioned above unaffected.

When an additional axle is added to the overhang with a section depth smaller than the depth within the wheelbase area the adjustment of the section to give a higher value could be a solution towards reducing the stress arising from the conversion.

2-46

Chassis modifications

Fig. 2.19 shows an example of the installation of a rear axle with an extension of the rear overhang.

Figure 2.19

1 Added supplementary axle 2 Extension to the overhang 3 Reinforcements for the modification of the chassis 4 Connections 5 Reinforcing runner

Chassis modifications

2-47

Application of the third rear axle for EuroCargo TECTOR

For models EuroCargo Tector ML150E.. and ML180E.., option 4667 (arrangement for application of the third rear axle) is available. This provides vehicles built with specific components (e.g. four-channel ABS control unit, axle combined brake cylinder, ABS electropneumatic valve, etc.). Installation of a third axle to vehicles not built with option 4667 must be carried out according to the indications of the diagrams below:

DIAGRAM — BRAKING SYSTEMS WITH OPTION 4667

(It is recommended that the axle solenoid valves are inserted in such a way that one solenoid valve controls the right wheel of the driving axle and additional axle, and the other controls the left side)

Figure 2.20 MODELS: 150/EP/EFP option 4667 isolated

1. Quick-discharge valve or proportional reduction valve 1:1,5 (optional) — 2. Axle membrane brake cylinder (type 18 with R 19.5 tyres; type 20 with R22.5 — R20 tyres — 3. Knorr SB6 axle disc brake, ∅ 377 mm, braking surface: 301 cm per wheel — 4. ABS electropneumatic valve — 5. Self-limited, Knorr DX65 7.6 bar brake control Duplex distributor (**) — 6. Parking brake safety valve (optional) — 7. Self-limited, 7.5 bar parking brake control hand distributor — 8. 6.5 bar low pressure indicator switch — 9. Single-control servodistributor — 10. Quick-discharge valve (optional) or single-control servodistributor (optional) — 11. Combined brake cylinder (type 14/7300 with R 19.5 tyres; type 16/7900 with R22.5 — R20 tyres — 12. Rear axle drum brake - ∅ 360 mm, width: 170 mm, braking surface: 988 cm jaw control wedge: 12° - 13. Services safety valve (optional) — 14. Axle air tank (15 l) — 15. Rear axle air tank (15 l) —

16. Manual condensate drain valve — 17. A.P.U. (Drier with 11 bar regulator — Four-way 7.5/6.5 bar protection valve) Knorr ZB45 (**) LA81 (**) AE46 (**) — 18. Single-cylinder compressor, 225/359 cm3compressor revs/engine ratio —

19. Pressure control takeoff — 20. Knorr anti-lock electronic control unit (types0 486 104 or B 486 104 072 — 21.Electric pressure gauge — 22. Pneumatic pressure gauge for 6.5 bar low pressure indicator switches — 23. Stop lights — 24. Parking brake luminous indicator — A. To the pneumatic suspension system — B. Services. (**) The numeric characters that come after the code refer to features not essential under braking directives.

2-48

2

per wheel, full angle of

Chassis modifications

2

Figure 2.21 MODELS: 150/EP/EFP option 4667 trailing

1. Quick-discharge valve or proportional reduction valve 1:1,5 (optional) — 2. Axle membrane brake cylinder (type 18 with R 19.5 tyres; type 20 with R22.5 — R20 tyres — 3. Knorr SB6 axle disc brake, ∅ 377 mm, braking surface: 301 cm per wheel — 4. ABS electropneumatic valve — 5. Self-limited, Knorr DX65 7.6 bar brake control Duplex distributor (**) — 6. Back-pressure valve — 7. Parking brake safety valve (optional) — 8. Parking brake control hand distributor (optional) — 9. 6.5 bar low pressure indicator switch — 10. Trailer brake control servodistributor, Knorr AC597 (**) WABCO 937 009 (**) pred. 0.2 bar — 11. Combined brake cylinder (type 14/7300 with R 19.5 tyres; type 16/7900 with R22.5 — R20 tyres — 12.Rear axle drum brake - ∅ 360 mm, width: 170 mm, brakingsurface: 988 cm

2

per wheel, full angle of jawcontrol wedge: 12° — 13. ISO trailersemicoupling —14. Single-control servodistributor — 15. Pressure control takeoff— 16. Trailer pressure reductor, 8.5 bar — 17. Services safety valve (optional) — 18. Low pressure indicator switch, 6.5 bar (optional) — 19. Trailer + springs air tank (15 l) — 20. Axle air tank (20 l) — 21. Rear axle air tank (20 l) — 22. Manual condensate drain valve — 23. A.P.U. (Drier with 11 bar regulator — Four-way 7.5/6.5 bar protection valve) Knorr ZB45 (**) LA81 (**) AE46 (**) — 24. Single-cylinder compressor, 225/359 cm

3

compressor revs/engine ratio — 25. Pressure control takeoff — 26. Knorr anti-lock electronic control unit (types 0 486 104 or B 486 104 072) — 27. Trailer services low pressure luminous indicator (optional) — 28. Electric pressure gauge — 29. Low pressure indicator switch pneumatic pressure switch, 6.5 bar — 30. Stop lights — 31. Parking brake luminous indicator — A. To the pneumatic suspension system — B. Services. (**) The numeric characters that come after the code refer to features not essential under braking directives.

Chassis modifications

2

2-49

Figure 2.22 MODELS: 180/E/EP option 4667 isolated

1. Quick-discharge valve or proportional reduction valve 1:1,5 (optional) — 2. Axle membrane brake cylinder (type 22)

2

—3.KnorrSB6axlediscbrake,∅ 436 mm, braking surface: 392 ÷ 408 cm

per wheel — 4. ABS electropneumatic valve

— 5. Self-limited, Knorr DX65 7.6 bar brake control Duplex distributor (**) — 6. Parking brake safety valve (optional) —

7. Self-limited,7.5 bar parking brake control hand distributor— 8. 6.5 bar low pressure indicator switch — 9. Single-control

2

servodistributor — 10. Rear axle drum brake - ∅ 381 mm, width: 178 mm, brakingsurface: 1,400 cm

per wheel, full angle of jaw control wedge: 12° — 11. Rear axle combined brake cylinder, type 12/720 — 12. Services safety valve (optional) — 13. Axle air tank (20 l) — 14. Rear axle air tank (20 l) — 15. Manual condensate drain valve — 16. A.P.U. (Drier with 11 bar regulator — Four-way 7.5/6.5 bar protection valve) Knorr ZB45 (**) LA81 (**) AE46 (**) — 17. Single-cylinder compressor, 225/359 cm

3

compressor revs/engine ratio — 18. Pressure control takeoff — 19. Knorr anti-lock electronic control unit (types 0 486 104 or B 486 104 072 — 20. Electric pressure gauge — 21. Low pressure indicator switch pneumatic pressure switch, 6.5 bar — 22. Stop lights — 23. Parking brake luminous indicator — A. To the pneumatic suspension system — B. Services. (**) The numeric characters that come after the code refer to features not essential under braking directives.

2-50

Chassis modifications

Figure 2.23 MODELS: 180/EP/EFP option 4667 trailing

1. Quick-discharge valve or proportional reduction valve 1:1,5 (optional) — 2. Axle membrane brake cylinder, type 22

2

—3.KnorrSB6axlediscbrake,∅ 436 mm, braking surface: 392 ÷ 408 cm

2

mm, braking surface: 384 cm

per wheel — 4. ABS electropneumatic valve — 5. Self-limited, Knorr DX65 7.6 bar brake

per wheel; Bendix axle disc brake, ∅ 430

control Duplex distributor (**) — 6. Back-pressure valve — 7. Parking brake safety valve (optional) — 8. Parking brake control handdistributor (limit.8.5 bar) — 9. 6.5 bar lowpressure indicator switch— 10. Trailerbrake control servodistributor, Knorr AC597 (**) WABCO 937 009 (**) pred. 0.5 bar — 11. Rear axle drum brake - ∅ 381 mm, width: 178 mm, braking surface: 1,400 cm

2

per wheel, full angleof jaw control wedge: 12° — 12. ISO trailer semicoupling — 13. Rear axle combined brake cylinder, type 12/20 — 14. Single-control servodistributor — 15. Trailer pressure reductor, 8.5 bar — 16. Services safety valve (optional) — 17. Low pressure indicator switch, 6.5 bar (optional) — 18. Trailer + springs air tank (15 l) — 19. Axle air tank (20 l) — 20. Rear axle air tank (20 l) — 21. Manual condensate drain valve — 22. A.P.U. (Drier with 11 bar regulator — Four-way 7.5/6.5bar protection valve) KnorrZB45 (**) LA81 (**) AE46 (**) —23. Single-cylindercompressor, 225/359 cm

3

compressor revs/engine ratio — 24. Pressure control takeoff — 25. Knorr anti-lock electronic control unit (types 0 486 104 or B 486 104 072) — 26. Trailer serviceslow pressure luminous indicator (optional)— 27. Electricpressure gauge — 28. Low pressure indicator switch pneumatic pressure switch, 6.5 bar — 29. Stop lights — 30. Parking brake luminous indicator — A. To the pneumatic suspension system — B. Services. (**) The numeric characters that come after the code refer to features not essential under braking directives.

Chassis modifications

2-51

Installing an Intermediate Supplementary Axle

The installation of an additional axle in a forward (intermediate) position relative to the drive axle may require a possible reduction in the rear overhang (see point 2.4.1.) in order to obtain the proper distribution of the weights (see Fig. 2.24).

Figure 2.24

1 Added supplementary axle 2 Reinforcing runner 3 Connections 4 Reduction in the rear overhang

Steering Axles

Steering axles can be installed both intermediately and at the rear. They can be of the self-steering or force-steering types and be designed and installed in such a way that the required dependability and road safety are guaranteed. The self-steering axles will be fitted with a device controlled from the driver’s seat which is able to render them rigid when reversing.

The installation of an axle whose force-steering is obtained by means of the original steering system of the vehicle requires specific authorisation from IVECO in relation to the suitability of the original components for the conversion in question. In this case, it will be necessary for diagrams of the supplementary system to be submitted for our inspection.

Components and Suspension

Manufacturing quality of all components used (axle, suspension, braking units, systems etc.) must be ensured in order to guarantee driving safety and good vehicle operation.

Particular care and attention must be paid to the designing and construction of the suspension in consideration of its importance for the proper performance and handling of the vehicle on the road.

The designed suspension may be either of the mechanical leaf-spring type, pneumatic with air actuated springs or of a mixed type. Whatever type is used it must not negatively affect the handling characteristics of the vehicle and its components in terms of driving quality, comfort, road holding, working angle of the transmission and its working space in the case of an intermediate supplementary axle.

2-52

Chassis modifications

The use of a compensating suspension, in particular off-road vehicles whether constant total or partial, is to be preferred because of its ability to maintain the load distribution on the two rear axles. Thus ensuring that both axles are able to react to both static and dynamic loads in the manner contemplated by the builders and in compliance with the regulations in force where applicable (e.g. axle misalignment).

Where the additional axle has its own independent suspension, the suspension characteristics must be proportional to those of the original rear suspension in relation to the static loads applied to the two axles.

Stabilisers

When pneumatic suspension is used for the added axle, depending on the solution adopted, it may be further

necessary to fit a antiroll bar in particular when a body with a high centre of gravity is used.

Similar devices must be adopted with mixed suspension on supplementary axle installations to ensure stability when tipper bodies are fitted and it is important that the specifications detailed in section 3.4. are adopted.

Connection to the Chassis Frame

The connections of the added axle to the chassis must be such as to be able to withstand all longitudinal

and transverse stress forces without transmitting them to the drive axle.

At the points in which the forces are introduced (spring supports, air spring brackets etc.), appropriate cross members or suitable frame reinforcements must be provided.

Ensure that the added axle is at right angles and aligned properly in relation to the longitudinal axis of the vehicle and the live axle. Check using the appropriate equipment available in the market.

Braking System

The braking system, considering its importance relative to the active safety of the vehicle, must be extremely well developed and constructed.

Braking units, hoses and joints of the same type as on the original vehicle must be used.

Whenever possible the auxiliary axle should be equipped with the same brake components as those provided for the front axle.

Use flexible pipes to form the connection between the fixed parts (chassis) and moving parts (axles).

The braking torque must be proportional to the static and dynamic loads in order to provide an even distribution of the braking action to all the axles of the vehicle.

The total braking capacity of the modified vehicle must, as a general rule, be proportional to that of the original vehicle, allowing for the different total mass that is now applicable. The performance of the braking system (service, emergency and parking) must in all cases satisfy the current government regulations in terms of deceleration, behaviour when hot, response time, efficiency of engine braking and so forth.

Chassis modifications

2-53

If the Technical Control Authority demands that the technical documentation regarding the braking system be submitted (e.g. adhesion curves, compatibility range diagram) this must be provided by the company in charge of the conversion or the the manufacturer of the auxiliary axle.

Upon request, technical documentation with characteristics and attainable performances of the braking system of the original vehicle may be made available.

For the construction of the braking circuit for the additional axle it is advisable to employ equipment and circuits specially provided for each single model by the Manufacturer of the equipment in use on the original vehicles.

These circuits also determine the dimensions of the tubing to be used and the required capacity of the air cylinders. When the additional axle is equipped with independent suspension, a good solution is to design an independent circuit with adequate load apportioning valve, to be protected by a system pressure valve and controlled by the brake circuits of the front and rear axle through a relay valve. It should be borne in mind that the solution must not alter the balance of response times and pressures in the original circuits.

Arrangements are also permitted whereby the direct connection is achieved between the braking sections of the added axle and that of the live axle. It should be ascertained that the capacity of the air reservoir is adequate to the size of the additional brake cylinders. If necessary an additional air reservoir should be installed.

Current government regulations regarding emergency and parking brakes must be respected. We recommend that the parking brake be constructed to act on the added axle as well.

Warning

For general instructions concerning both the braking system and the anti-lock brake system (ABS) for those vehicles equipped with such systems, refer to point 2.14.

For the electrical system, follow the instructions given at point 2.15.

Raise Device

The additional axle may be equipped with a raise device and may also be used in specific cases where permitted by government regulations, to increase the adhesion of the drive axle to the ground under certain conditions (starting uphill, slippery or snow/ice covered roads) provided that:

- this modification is made conditional to the issue by IVECO of a permit in which the maximum permitted

load on the overloaded axle is specified.

- the device is used only for driving short distances for the uses stated above, and at the maximum speed set

down on the specific authorization. Some national regulations permit the use of the raise device at normal speeds provided that the homologated

maximum load established for the drive axle is not exceeded.

In such cases the indications given in point 1.2.2 should be heeded concerning the centre of gravity of the body plus the payload.

Approval of and Responsibility for the Operations Carried Out

Following conversion, the vehicle will be submitted to local authority technical control for approval (e.g. single inspection or type approval).

The authorisation given by IVECO to install an auxiliary axle and the passing of the approval inspection do not free the bodybuilder/converter from responsibility for the conversion in question, or its effect on the vehicle

For the added assemblies, the required service or maintenance operations with relevant schedule, consistent with the operations and relevant schedule planned for the original vehicle must be defined and entered in the specific documentation.

2-54

Chassis modifications

2.7 Work on the Suspension

Company authorisation must be obtained to re-work the suspension systems and springs (e.g. additional spring leaves, different cambering etc.) since these are important components for the operationofthevehicle.

As a general rule no modification of the parabolic springs is permitted. On vehicles equipped with these springs, installation of elastic rubber components may be authorised for special versions or uses in order to increase the stiffness of the suspension. In very specific cases, and for specific uses, the possibility may be evaluated of adding an extra leaf to the parabolic spring. This operation should be carried out by a specialised firm following approval by IVECO.

The use on the same axle of one parabolic spring and one trapezoidal spring is not allowed.

In vehicles equipped with load apportioning valve (LAV) for the braking system, modification of the rear suspension requires adjustment of the compensator (see point 2.14.5).

2.7.1 Changing a Mechanical Suspension into a Pneumatic or Mixed Suspension

Modifications of this kind are generally authorised for the rear axle only. Modification proposals presented

by bodybuilders to the Company may be examined upon submission.

The responsibility for thedimensions of the air actuated springs and theirinstallation, for the counteracting bars, the effectiveness of the suspension and their effect on the behaviour of the vehicle and the pneumatic supply system rests solely with the firm that has carried out the modification. Suspension and anchoring components are very important to vehicle safety so that the firm carrying out the modification must undertake the necessary design and testing.

On vehicles which are equipped with a load apportioning valve , this must be replaced with a pneumatically controlled LAV actuated by the pressure of the air in the springs. It must be calibrated in order to create the same braking performance in relation to the load on the axle, as that on the original vehicle. The bodybuilder must ensure that the respective values are indicated on the plate made for that purpose.

The auxiliary air tank for the suspension must be connected to the circuit of the vehicle in compliance with the specifications given in point 2.14.4.

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2.8 Modification of the Engine Air Intake and Exhaust Systems

Modification which would alter the characteristics of the air intake and exhaust systems may not be carried out without prior authorisation.

Any work done must not alter the existing vacuum values of the intake or the exhaust back pressure.

The routing of the tubing must be as even as possible. Bends must not have an angle of over 90° and the radii should not be lower than 2.5 times the external diameter. Avoid kinks and use cross-sections which are no smaller than those corresponding to the original system. Any connections on the intake duct must guarantee resistance of the tube to penetration by water or dust.

Sufficient clearance should be maintained (min. 150 mm) between the exhaust pipe and the electrical system, plastic hoses, the spare wheel etc. Lower values (e.g. 80 mm) may be permitted if suitable sheet metal shielding is used. Further reductions require the use of heat insulation and t he substitution of the plastic tubes with steel pipes.

Any work done on the exhaust system of the vehicle requires that the vehicle be homologated again with regard to noise and smoke wherever government regulations require it.

The air intake must be positioned to avoid the intake of hot air from the engine and/or of dusty air or snow and rain. The apertures for the intake of air which may have to be made in the bodies of vans, must have a working surface of not less than two and a half times that of the master hose located upstream of the filter. These apertures (e.g. openings in the grill) must be of such a dimension that they do not become obstructed .

It is not permissible to modify or substitute the original air filter or exhaust system without prior consent from IVECO. Modifications to the equipment (fuel injection pump, regulator, injectors etc.) are not permissible as this may alter the correct functioning of the engine and adversely affect the emissions of gases from the exhaust.

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Chassis modifications

2.8.1 Vertical Exhaust

Apart from the general matters discussed in the above point, ensure that:

- The exhaust is far enough away from the inlet area.

- A suitable supporting structure duly braced and fixed to the vehicle chassis, is made for the vertical section of the pipe.

- A section of flexible hose is fitted to free the silencer elastically from the rest of the added pipe.

- Arrangementsaremadetopreventthedirectentry of water into the end part of the pipe.

- Fig. 2.25 shows two examples of possible systems: one with a silencer in the area of the chassis frame and the other with a silencer in a vertical position behind the cab.

Figure 2.25

On vehicles fitted with a vertical silencer (typically used on four axle vehicles) the silencer support bracket

should be bolted to the chassis using the nuts provided on the bracket. On models with 12.00R24 tyres the spacing between the fixings on the bracket is greater and both fixings must be used. Where the sidemember is less than 190mm in depth the upper connection must be made using a bracket bolted to the subframe.

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2.9 Modifications of the Engine Cooling System

As a general rule, the proper functioning of the cooling system designed by IVECO, especially in connection with the radiator, the free surface of the radiator and hoses (dimensions and layout) must not be tampered with. Whenever modifications must be made which entail work on the cooling system (e.g. modification to the driver’s cab), the following points must be considered:

- The useful area for the passage of air for the cooling of the radiator must not be less than that which is

available on vehicles with the standard cab. Maximum venting of air from the engine compartment must be

ensured and care must be taken - possibly using shields or baffles - to avoid stagnant air pockets or back

flow of air. The performance of the fan must not be altered as this affects the original design.

- If it is necessaryto re-position the hoses this must be done without affectingthe complete filling of the system

(which must occur at a continuous flow of 8 to 10litres/min. without forming blockages at the mouth) or

the normal flow of water. The maximum stabilising temperature of the water must not bealtered even under

the most severe operating conditions.

- Hoses must be located so that air pockets are not formed (i.e. avoiding siphonings and providing appropriate

bleeding points) that could hinder the circulation of water. Check therefore, that the p riming of the water

must not pump, when the engine is first started and subsequently running at the lowest speed, is

instantaneous even when the circuit is not pressurised. Accelerate briefly if necessary. In addition to this

check that the delivery pressure of the water pump, when the engine is running under no load and at

maximum RPM, is not lower than 1 bar.

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Chassis modifications

2.10 Installation of a Supplementary Heating System

When the installation of a supplementary heating system is deemed necessary, it is advisable to use the types

recommended by IVECO.

For vehicles on which IVECO has not anticipated the use of supplementary heaters, the installation should be carried out in compliance with the supplier’s instructions (i.e. heater arrangement, piping, electrical system etc.) and following the directions given below.

All national rules and regulations relevant to the matter should be adhered to (i.e. inspections, particular installation for dangerous cargo transportation etc.). The supplementary heating system must not make use of the equipment which is specific to the vehicle which is subject to approval if the use is liable to impair or alter the performance of the equipment.

Furthermore:

- Ensure correct operation of the vehicle components and equipment (i.e. cooling system).

- Check the electrical system to ensure that the battery capacity and alternator output is sufficient for the higher current requirements (see point 2.15). Provide the new circuitry with a protection fuse.

- Connect the intake of the newly added fuel system to the reservoir connected to the engine fuel return line. Direct feed from the vehicle fuel tank is permitted only if this is independent from the engine fuel system and the new circuit is perfectly leakproof.

- Trace pipe and cable paths, the location of brackets and hoses bearing in mind that the overall dimensions and heat affect the various units on the chassis. Avoid runsand arrangements that could lead to hazards when the vehicle is running. Use shields or armouring if necessary.

- When, installing a water heater, original vehicle heating and engine cooling circuits are involved (see point

2.9), it is advisable to follow the instructions listed below to ensure reliability of the heating system and safe operation of the original system:

- specify in detail the connecting points of the newly added system to the original one. Agreements with

the company may be obtained if necessary;

- determin a rational arrangement for piping, avoid neckings and siphonings;

- install proper venting valve (bleeding points) to ensure proper filling of the system;

- supplementary plugs should be installed to ensure draining of the system, if necessary;

- proper insulation should be used to prevent heat dissipation.

- When air heaters are used and when the installation is to be made directly in the cab, make sure that the engine exhaust system does not touch the added installation (to prevent contamination) and have the correct warm air distribution by avoiding direct air flows.

- The complete installation should be designed to ensure good accessibility for quick and easy servicing.

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2.11 Installing an Air-Conditioning System

When the installation of an air conditioning system is deemed necessary, it is advisable to use the types

recommended by IVECO.

If this procedure is not applicable, the installation must be carried out in accordance with the supplier’s instructions and the following points:

- The installation must not interferewiththecorrectoperationofthevehicle components and of equipment which may be connected with the installation.

- Check the electrical system to ensure that the battery capacity and alternator output is sufficient for the higher current requirements (see point 2.15). Provide the new circuitry with a protection fuse.

- With the agreement of IVECO, establish a method for installing the compressor, if fitted on the engine (see point 4.5).

- Trace pipe and cable paths, the location of brackets and hoses bearing in mind that the overall dimensions and heat affect the various units on the chassis. Avoid runsand arrangements that could lead to hazards when the vehicle is running. Use shields or armouring if necessary.

- The complete installation should be designed to ensure good accessibility for quick and easy servicing. At vehicle delivery, the bodybuilder will supply all service and maintenance instructions which are deemed necessary.

Furthermore, according to the system operations: a) Equipment installed inside the cab

- The condenser should not impair the original engine cooling system features (reduction in the radiating area oftheengineradiator).

- The best arrangement is for the condenser not to be combined with the engine radiator but in a separate compartment, suitably ventilated.

- The arrangement of the evaporator-blower unit in the cab (if not anticipated by IVECO) should be designed to make sure that the accessibility control and operating equipment is not impaired.

b) Equipment fitted on the cab roof

- When the equipment (condenser, evaporator, blower) is fitted on the cab roof, make sure that its mass is not higher than that permitted for roof installation.Furthermore, the bodybuilder should providefor proper reinforcement to the roof frame if necessary, in relation to the mass of the unit and the extent of the modification introduced (see point 2.12.).

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2.12 Cab Modifications

2.12.1 General Specifications

Any work on the driver’s cab must be authorised previously by IVECO.

Modifications must not prevent operation of the control devices located in the area affected by the modifications (e.g. pedals, linkages, switches, pipes etc) or alter the strength of the load- bearing elements (uprights, reinforcement sections etc.). Due care must be taken when carrying out work that may affect the cooling system and air inlet pipes of the engine.

The variations in the weight of the cab as well as its different depth must be considered when positioning the payload, in order to ensure correct distribution of the permitted weights on the axles (see point 1.2).

For o perations that require the removal of sound deadening panels or internal protective elements (panelling, padding) restrict the removal to the absolute minimum, taking care to restore the protective elements to their original condition, ensuring the previous operating capability.

Controls and equipment (power take-off engagement control, external operating cylinder control etc.) may be fitted in the cab provided that:

- They are positioned rationally, properly and are easily accessible to the driver.

- Safety, control and warning devices are fitted which meet the requirements of use and safety of the vehicle and its equipment as well as the requirements of national legislation.

Ensure that the pipes and wires are correctly positioned particularly when the cab is tilted. Use the necessary fixings taking care to observe the appropriate distances from the engine, heat sources and moving parts.

Provide the necessary protection from corrosion for all modifications to the structure (see point 2.1.3.).

Ensure that the seals are fitted correctly and apply sealant to those areas which require it.

Ensure that a perfect seal is provided against the infiltration of water, dust and fumes.

The b odybuilder must check that after modification, the cab satisfies legal requirements regarding both the inside and outside of the vehicle.

2.12.2 Roof Panel Modifications

Installation and modification work to achieve specific refurbishments must be carried out with great care

to safeguard the strength of the cab and ensure that its operation and protection are maintained.

When fitting assemblies or systems onto the roof (e.g. air conditioning systems, spoilers, top- sleepers), check that the weight of the appliance does not exceed that permitted for the cab. These limits will be provided upon request depending on the assembly or system to be fitted.

The cabs are provided with anchorage points along the roof sides (8 points for normal cabs, 10 points for crew cabs) having threaded holes M8X1 protected by appropriate plastic plugs.

Should it be necessary to make an opening to form a roof compartment, ensure that:

- The connection radii are not less than 50 mm.

- Do not modify any ribs that may be present.

- Do not change the curvature of the roof.

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2.12.3 Installation of a Spoiler or a Top-sleeper

Upon request, the various versions designed by IVECO can be delivered with relevant instructions for

installation. It is recommended that these versions are used as they are specifically checked.

The installation of other versions will be carried out in the same way as prescribed for the original ones by using the anchorage points placed on the roof sides resting on devices of adequate dimensions. Moreover, the instructions of the manufactures of the add-on assemblies are also to be met.

Their positioning must not impair the correct operation of the engine air intake system when this is placed behind the cab.

Whenever national regulations require it, these installations will be inspected by the responsible agencies.

2.12.4 Crew Cabs

When making crew cabs, cabs for special vehicles, for municipal use, fire fighting etc. check whether the cab’s suspension requires uprating due to the increase in weight, also taking into account any extra seating arrangements made. Before work of this type can be started on tilting cabs, IVECO’s approval is required to confirm whether the original suspension, tilting and locking devices are suitable.

As a rule, solutions equivalent to those designed by IVECO for similar versions may be adopted.

In order to help preserve the integrity and rigidity of the cab, we recommend that, as far as possible, the rear structures are kept intact. The cut may be made at the side, taking care that the door opening remains intact.

The bodybuilder must make the necessary connections to the load- bearing structure, comprising the longitudinal runners and uprights and connect the new floor to the existing structure. Provide inspection panels if necessary.

Take particular care when preparing the surface of the elements to be welded by applying a zinc primer, taking the necessary precautions to ensure that the primed surface is properly prepared for subsequent painting (see point 2.1.3).

Whenever the cab has to remain of the tilting type, the following points will be taken into consideration depending on the increase in cab weight:

- Modify the hydraulic tilting devices.

- Restore the cab locking devices.

- Decrease the tilting angle.

- Adapt the suspension. For the cab tilting system, a cylinder of greater capacity with relevant resting devices can be installed or a

supplementary one fitted taking care to maintain the required clearance from the adjacent components.

The area affected by the thrust of the hydraulic devices must be such to avoid an excessive concentration of stress. For this purpose ensure that:

- The lifting points are positioned as far back as possible.

- There are suitable anchorage points both on the cab floor and vehicle chassis.

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If the tilting cab exceeds the upper point of equilibrium, ensure that the added hydraulic device enables the cab to be held in the end-of travel, if it does not, fit a safety cable.

Adopt the necessary measures to ensure that the cab locks properly on lowering.

The original cab safety lock and warning light arrangement must remain unaltered.

The cab suspension system must be adjusted to suit the added weight and new dimensions. This must be done rationally without affecting the normal movements of the cab.

When working out a suitable cab suspension system, the following points must be observed:

- The cab’s attitude, designed for the standard vehicle, must not be altered.

- The added part with its weight must not affect the original portion of the cab with its suspension.

- Ensure normal oscillation of the cab along the vertical, longitudinal and transverse plane.

If the cab has to be converted to a fixed cab, use similar suspension systems as those used on tilting cabs. Take care to provide a removable cowling, hatches and panels to enable inspection and maintenance work on the parts underneath.

To ease workshop operations we recommend that a rear anchorage point be provided for lifting, or that it should be possible to fit a safety bar.

A cab modification may affect components such as the air inlet and filter. Using standard parts fitted to other models such as sleeper cab variants may offer a good solution and enable legal requirements to be met.

Precautions

Modifications of this type influence the operation and safety of the vehicle (suspension, tilting operations)

which means that they must be carried out carefully and undertaking all the necessary steps to ensure safety.

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2.13 Changing the Size of the Tyres

IVECO’s approval must be sought prior to replacing the tyres with others of a different size of load capacity from those which were approved at the time the vehicle was homologated.

Changing the size of the tyres may involve replacing the wheels with others of a correspondingly greater loading capacity. In this case check whether the spare wheel carrier needs to be changed.

Mounting tyres of different sizes or types of construction on the same axle is prohibited.

Changing the size of the tyres may affect the ground clearance of the rear underrun guard, therefore the compliance with the national legal requirements must be verified. Its supporting brackets, where necessary, may be replaced with other appropriate, type-approved brackets.

The use of larger tyres always necessitates verification of the safety margins for the mechanical parts, wheel arches etc., under all dynamic conditions of steering and bump travel. In certain cases the use of wider tyres may entail a check on the axles to assess the space required for the suspension components and the length of wheel studs etc.

Inthecaseofheavyvehicles,caremustbetakentoremain within the limits set for overall width by the various government regulations.

The use of tyres with a different outside diameter affects the performance of the vehicle in terms of speed, maximum gradability, pulling force, braking power etc. The tachograph must be recalibrated by an authorised workshop. The load capacity and the relative reference speed must always be compatible with the performance of the vehicle. When the tyres with a load capacity or speed limit are chosen for a given vehicle, the permissible loads of the vehicle or its performance, must be reduced accordingly. On the other hand, the use of tyres with a greater load capacity does not automatically increase the maximum permissible mass on the axles.

The size and load capacity of the tyres are established on the basis of international and national norms (ETRTO, DIN, CUNA etc.) and are listed in the manuals of the respective tyre manufacturers.

Specific performance characteristics may be established by government regulations for special use in the case of fire-fighting vehicles, vehicles for winter duty, airport tankers, buses etc.. Whenever so required by government regulations the vehicle must be presented to the respective government agency for inspection of the parts that have been replaced and entry of the respective modifications in the vehicle documents.

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2.14 Modifications to the Braking System

2.14.1 General Specifications

The braking system and its components are very important to traffic safety and vehicle dependability.

Modification to equipment such as governor, brake and control valves, brake cylinders, load apportioning valve etc. are not permitted as these parts are held to be safety elements.

Any modification to the braking system (modifying pipes, adjusting or replacing the load apportioning valve, fitting additional operating cylinders etc.) requires our authorisation. This does not apply to the installation of an air drier carried out by IVECO.

For new equipment we recommend the same make as those fitted to the original vehicle.

When required by national regulations, the vehicle must be submitted for testing to the respective authority.

In the event of the regulating valves, air drier etc., being moved, reinstate the same type of installation as originally envisaged, verifying correct operation. In addition, operations carried out on the air drier must not affect cooling of the air supplied by the compressor.

EuroCargo T

ECTOR vehicles

Repositioning the Brake Fluid Reservoir is permitted provided it is not moved more than 200mm from its

original position and also its vertical position on the sidemember remains the same.

2.14.2 Brake Pipes

When the wheelbase or rear overhang of the chassis are modified, the brake pipes concerned must be replaced by a single length of new pipe. Where this is not possible the connectors used must be of the same type as those used originally on the vehicle. When replacing observe the minimum internal dimensions of the existing pipes.

Pipes must never be welded.

The new pipes must have the same characteristics and be of the same material as those used originally on the vehicle. The installation must be carried out so that the piping is protected and the correct function of the system ensured.

For the supply and fitting of material we recommend that you contact our Service Centres or specialised workshops.

Metal Pipes

For the hydraulic system pipes and those between the air compressor and adjustment units, any additions and replacements must be as follows:

- Brake pipes (material, size, connectors) : according to ISO 4038 Standard

- Compressor pipes (material, size, connectors) : according to DIN 3901

- Curvature radii (referred to pipe centreline) : minimum 2 x outer dia.

- Tightening torque

brake pipe dia. 6x4 (connectors M 12x1) : 20 Nm

Compressor pipes dia. 19x15 (connectors M26x1.5) : 90 Nm

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Plastic Pipes

When fitting new pipes or replacing others, plastic must not be used for the following:

- in areas where the temperature inside/outside the pipe could exceed 80°C (e.g. closer than 100 mm to the engine exhaust system).

- between fixed and moving parts, in this case special hoses are to be used

- on the hydraulic lines.

During modification the following must be observed:

- Material and dimensions : Standard DIN 74324 (Iveco Standard 18-0400, 18-2715)

(max. operating pressure 11 bars)

- Radii of curvature : min. 6 x outer dia. (referred to the pipe centreline)

Preparation and installation (Iveco Standard 17-2403)

Cut the pipe at right angles (max. permissible variation 15°) using thecorrect tools to avoid flaws which could

impair tightness.

Mark the portion of the length L (see Fig. 2.26) to be inserted in the connector with indelible ink or adhesive tape to ensure tightness. Mark the pipe to avoid confusion while it is being installed for subsequent modifications.

Figure 2.26

End of stroke mark

dmm

Marking

10

12

16

Lmm

6

8

19,8

20,5

24

25

27,1

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As a rule quick coupling connectors should be used. We recommend that the same makes present on the original vehicle be used. When necessary (e.g. near bends), connectors with metal inserts may be used. Before inserting the pipe into the connector the latter must be screwed into its threaded seat on the component (e.g. pneumatic valve) adopting the tightening torques indicated below.

Thread Tightening torque (Nm ± 10%)

M 12 X 1.,5 mm

M14X1.5mm

M16X1.5mm

M22X1.5mm

24

28

35

40

Insert the portion of the length L, previously marked, of the pipe into the connector applying force for 30 to 120 N depending on the dimension of the pipe.

The replacement of the components (valves etc.) is made possible since the coupling and connector may be internally rotated while screwing or unscrewing.

Precautions

Should piping be replaced, use new connectors. After opening, connectors must not be

reused.

Installation

New pipes must be thoroughly cleaned inside before use (e.g. by blowing through with compressed air).

Pipes must be fixed in their correct position. The fixing elements must go right round the pipe. They may be of plastic, metal or rubber.

Observe adequate distances b etween the various fixing elements. As a rule a maximum distance of 500 mm for plastic pipes and 600 mm for metal pipes is applicable.

For plastic pipes, in order to prevent distortion and tension on the connectors when fitting them, take the necessary precautions when working out on the run and fitting the fixing elements onto the chassis. Flawless fitting of the fixing element will ensure that the pipes do not rub against the fixed parts of the chassis.

Observe the necessary safety distances from moving parts and heat sources.

When a pipe has to pass through the chassis frame (side or cross members) appropriate precautions must be taken to avoid damage.

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A solution which can be used such as a bulkhead connection for a straight or angled run is given in the diagram below.

Figure 2.27

1Pipe 2 Bulkhead connector 3 Chassis

Important

After completing any work either on the system or the equipment, the braking system must be checked to

ensure its efficiency.

For air systems, build up the pressure to its maximum value. Check for leaks in the areas affected by the work carried out.

To ensure that the connections have been made correctly, the air reservoir for one axle may be discharged. This check can be performed by reading the on-board gauge and, by working the brake pedal, by checking the pressure in the remaining brake section (or sections).

In hydraulic circuits, on completing the work, the normal air bleeding operation must be performed.

2.14.3 Vehicles with ABS Devices

When modifying the wheelbase on vehicles with systems fitted with ABS anti-locking devices (automatic adjustment of the braking force), the original position of the adjustment modulators in relation to the rear wheel axle must be maintained. The electrical wires between the sensors on the rear axle and the control unit and between the unit and modulators must be modified accordingly by using new wires or extensions with appropriate connectors should there be insufficient length in the originals. Brake pipes upstream of the modulators must be similarly modified. In systems where the adjustment devices act only on the live axle, keep the original position of the control assembly (sensor, unit, modulator), in relation to the rear wheel axle, unchanged.

When fitting an additional axle on vehicles with a Category 1 ABS system (adjustment on all wheels), the braking force on the added axle must be suitably adjusted. Given the various types of axles available on the market, featuring different solutions for the suspension, braking systems etc., it is not possible to provide the necessary general information. The solution to be adopted therefore, must be assessed for each individual case by consulting IVECO and the supplier of the ABS system.

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Iveco EURO Range User Manual

Specifications and Main Features

Frequently Asked Questions

User Manual

EURO RANGE

BODYBUILDERS INSTRUCTIONS

Foreword

Contents

1.1 General Specifications

1.2 Dimensions and weights

1.3 Instructions for the Correct Functioning of the Parts of the Vehicle and Accessibility for Maintenance

1.4 Legal Provisions and Prevention of Accidents

1.5 Choice of material to use: Ecology - Recycling

1.6 Quality System management

1.7 Vehicle delivery

2. CHASSIS MODIFICATIONS

2.2 Specific Instructions

2.3 Modifying the Wheelbase

2.4 Modifying the Rear Overhang

2.5 Installing a Towing Device

2.6 Installing a Supplementary Axle

2.7 Work on the Suspension

2.8 Modification of the Engine Air Intake and Exhaust Systems

2.9 Modifications of the Engine Cooling System

2.10 Installation of a Supplementary Heating System

2.11 Installing an Air-Conditioning System

2.12 Cab Modifications

2.13 Changing the Size of the Tyres

2.14 Modifications to the Braking System