MAN L20001992-2005, M2000 1992-2005, F2000 1992-2005 User Manual

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L2000 M2000 F2000 construction period 1992-2005 (according to model)

PUBLISHER

MAN Nutzfahrzeuge AG

ESC Department

Engineering Services

Consultation (formerly TDB)

Dachauer Str. 667

D - 80995 Munich

E-Mail:

esc@man.eu

Fax:

+ 49 (0) 89 1580 4264

We reserve the right to make changes in the course of technical development.

Reprinting, reproduction or translation, even of excerpts, is not permitted without the written permission of MAN. All rights, in particular under copyright, are strictly reserved by MAN.

Trucknology

Where designations are trademarks they are, even without the

and MANTED® are registered trademarks of MAN Nutzfahrzeuge AG

or ™ sign, acknowledged as the proprietor‘s protected marks.

L2000 M2000 F2000 construction period 1992-2005 (according to model)

1. Applicability of the Guide

2. Vehicle designations

2.1 Model ranges

2.2. Model number, model code, vehicle identiﬁ cation number, basic vehicle number,

vehicle number

2.3 Wheel formula

2.4 Vehicle designation

2.4.1 Vehicle designation for the L2000, M2000, F2000, and E2000 model ranges

2.4.2 Model numbers, model codes

2.5 Engine designations

3. General

3.1 Legal agreements and approval procedure

3.1.1 Preconditions

3.2 Responsibility

3.3 Quality assurance (QA)

3.4 Approval

3.5 Submission of documents

3.6 Warranty

3.7 Liability

3.8 Type approval

3.9 Safety

3.9.1 Functional and operational safety

3.9.2 Manuals for MAN trucks

3.9.3 Manuals from body and conversion companies

3.10 Limitation of liability for accessories/spare parts

3.11 Special-case approvals

3.12 Change of tyre type

3.13 Increasing the permissible trailer load

3.14 Increasing the permissible axle load

3.15 Increasing the permissible gross weight

3.16 Reducing the permissible gross weight

3.17 Deﬁ nitions, dimensions and weights

3.17.1 Axle overload, one-sided loading

1 1 1 2 2 2 2 2 5

9 10 10 10 11 11 12 12 13 14 14 15 15 16 17 17 17 18 20 20 21 21 21 22

L2000 M2000 F2000 construction period 1992-2005 (according to model) I

3.18 Minimum front axle load

3.19 Permissible overhang

3.20 Theoretical wheelbase, overhang, theoretical axle centreline

3.21 Calculating the axle load and weighing procedure

3.22 Weighing vehicles with trailing axles

4. Modifying the chassis

4.1 Safety at work

4.2 Corrosion protection

4.3 Storage of vehicles

4.4 Materials and frame data

4.4.1 Materials for frames and subframes

4.4.2 Frame data

4.5 Modifying the frame

4.5.1 Drill holes, riveted joints and screw connections on the frame

4.5.2 Cut-outs in the frame

4.5.3 Welding the frame

4.5.4 Modifying the frame overhang

4.6 Modiﬁ cations to the wheelbase

4.7 Retroﬁ tting equipment

4.8 Retroﬁ tting of leading and trailing axles

4.9 Propshafts

4.9.1 Single joint

4.9.2 Jointed shaft with two joints

4.9.3 Three-dimensional propshaft layout

4.9.3.1 Propshaft train

4.9.3.2 Forces in the propshaft system

4.9.4 Modifying the propshaft layout in the driveline of MAN chassis

4.10 Central lubrication system

4.11 Modifying the cab

4.11.1 General

4.11.2 Extending the cab

4.11.3 Spoilers, aerodynamics kit

4.11.4 Roof sleeper cabs and raised roofs

4.11.4.1 Fundamentals for the installation of roof cabs

4.11.4.2 Roof openings

4.12 Axle location, suspension, steering

4.12.1 General

4.12.2 Stability, body roll

23 24 24 27 27 28 28 28 29 29 29 29 34 34 37 38 40 43 46 46 46 46 47 48 49 50 50 51 51 51 51 52 52 52 54 55 55 55

L2000 M2000 F2000 construction period 1992-2005 (according to model) II

4.13 Add-on frame components

4.13.1 Underride guard

4.13.2 Sideguards

4.13.3 Spare wheel

4.13.4 Wheel chocks

4.13.5 Fuel tanks

4.13.6 Liqueﬁ ed gas systems and auxiliary heaters

4.14 Gas engines: Handling of high-pressure gas installations

4.15 Modiﬁ cations to the engine

4.15.1 Air intake, exhaust gas path

4.15.2 Engine cooling

4.15.3 Engine encapsulation, noise insulation

4.16 Coupling devices

4.16.1 General

4.16.2 Trailer coupling, D value

4.16.3 Rigid drawbar trailers, central axle trailers, D

value, V value

4.16.4 End cross members and trailer couplings

4.16.5 Ball-type coupling

4.16.6 Fifth-wheel coupling

4.16.7 Converting the vehicle type - truck / tractor

5. Bodies

5.1 General

5.1.1 Accessibility, Clearances

5.1.2 Lowering the body

5.1.3 Platforms and steps

5.1.4 Corrosion protection

5.2 Subframes

5.2.1 Designing the subframe

5.2.2 Attaching subframes and bodies

5.2.2.1 Screw connections and riveted joints

5.2.2.2 Flexible connections

5.2.2.3 Rigid connections

5.2.2.4 Self-supporting bodies without subframe

5.3 Special bodies

5.3.1 Testing of bodies

5.3.2 Single-pivot body

5.3.3 Tank and container bodies

5.3.3.1 General

5.3.3.2 Body ﬁ xtures, mountings

5.3.3.3 Tankers and container bodies without subframes

56 56 57 61 61 61 62 62 63 63 63 63 64 64 66 67 69 83 83 86 86 86 87 89 89 90 90 92 95 95 96

102 104 105 105 105 106 106 106 107

L2000 M2000 F2000 construction period 1992-2005 (according to model) III

5.3.4 Tippers

5.3.5 Set-down, sliding set-down and sliding roll-off skip loaders

5.3.6 Platform and box bodies

5.3.7 Interchangeable containers

5.3.7.1 Factory-ﬁ tted interchangeable platform chassis

5.3.7.2 Other interchangeable equipment

5.3.8 Loading cranes

5.3.8.1 Loading crane behind the cab

5.3.8.2 Rear loading crane

5.3.8.3 Subframe for loading crane

5.3.9 Tail-lifts

5.3.10 Cable winches

5.3.11 Transport mixers

6. Electrics

6.1 Introduction

6.2 References to repair manuals and standards

6.3 Starting, tow-starting and operating

6.4 Handling batteries

6.5 Additional wiring diagrams and wiring harness drawings

6.6 Fuse, power for additional consumers

6.7 Type of electrical conductors and relays to be used

6.8 Lighting installations

6.9 Interference suppression

6.10 Electromagnetic compatibility

6.11 Interfaces on the vehicle

6.12 Body ﬁ ttings

6.13 Setting customer-speciﬁ c parameters with MAN-cats

6.14 Earth cable

6.15 Installation and routing of electric cabling/pipework

7. Power take-offs (see separate booklet)

8. Brakes, lines

8.1 Brake and compressed air lines

8.1.1 Basic principles

8.1.2 Plug connectors, changeover to Voss 232 system

8.1.3 Installing and attaching lines

8.1.4 Compressed air loss

8.2 Connecting ancillary consumers

8.3 Adjusting the automatic load-dependent brake system

8.4 Continuous brakes (retarders)

8.4.1 Hydrodynamic retarders

109

111 112 113 113 113 114 116 117 118 127 147 148 149 149 149 149 149 150 151 151 151 152 152 152 153 153 153 154 154 155 155 155 155 157 159 159 162 162 162

L2000 M2000 F2000 construction period 1992-2005 (according to model) IV

8.4.2 Eddy-current brakes

9. Calculations

9.1 Speed

9.2 Efﬁ ciency

9.3 Tractive force

9.4 Gradeability

9.4.1 Distance travelled on uphill or downhill gradients

9.4.2 Angle of uphill or downhill gradient

9.4.3 Calculating the gradeability

9.5 Torque

9.6 Power output

9.7 Rotational speeds for power take-offs at the transfer case

9.8 Driving resistances

9.9 Turning circle

9.10 Axle load calculation

9.10.1 Performing an axle load calculation

9.10.2 Calculation of weight with trailing axle lifted

9.11 Support length for bodies without subframes

9.12 Coupling devices

9.12.1 Trailer coupling

9.12.2 Rigid drawbar trailers / central axle trailers

9.12.3 Fifth-wheel coupling

163 165 165 166 167 168 168 168 169 173 174 176 177 180 182 182 185 187 188 188 188 190

L2000 M2000 F2000 construction period 1992-2005 (according to model) V

1. Gültigkeit der Aufbaurichtlinien

This „Guide to Fitting Bodies for Trucks“ (hereinafter also called the „Guide“) is published by MAN Nutzfahrzeuge. The Guide is also available via our „MANTED

The user is responsible for ensuring that he is working with the latest issue. Our TDB Department (see „Publisher“ above) can provide information about the current status of the document.

This Guide serves as instructions and as a technical aid for companies that carry out the design and installation of bodies for truck chassis as well as companies that carry out modiﬁ cations to truck chassis.

This Guide applies to:

• New vehicles

• Old vehicles

if retrospective work is being carried out on these vehicles.

A Guide to Fitting Bodies for bus chassis can be obtained from NEOMAN.

Responsibilities concerning trucks are as follows: for

• Sales enquiries → the nearest MAN branch → Sales Support

• Technical enquiries → for sales negotiations

- the nearest MAN branch

- the ESC Department (for address see “Publisher” above)

• Customer service matters → After Sales

Technical Data“ software and on the Internet.

2. Vehicle designations

To identify and differentiate MAN vehicles, components and assemblies, Sections 2.1 to 2.5 of this chapter will describe some of the designations in greater detail. The ﬁ gures contained in model designations serve only as an indication and are not deﬁ nite ﬁ gures for actual maximum load carrying capacity for speciﬁ c components or assemblies; in addition, they do not always agree with the legally speciﬁ ed limits.

2.1 Model ranges

Within the MAN vehicle programme there are different vehicle classes or model ranges. When reference is made in this Guide to vehicle families or model ranges, it is referring to the following vehicles:

L2000 7,5t - 10,5t see Table 12 M2000L 12t - 26t see Table 13 M2000M 12t - 25t see Table 14 F2000 19t - 41t see Table 15 E2000 19t - 50t see Table 16

L2000 M2000 F2000 construction period 1992-2005 (according to model) 1

2.2 Model number, model code, vehicle identiﬁ cation number, basic vehicle number, vehicle number

The three-digit model number, also called model code, provides a technical description of the MAN chassis and also identiﬁ es which vehicle range it belongs to. The number is part of the 17-digit vehicle identiﬁ cation number (VIN) and is located at digits 4 to 6 in the VIN. The basic vehicle number, formulated for sales purposes, also contains the model number at digits 2 to 4. The seven-ﬁ gure vehicle number describes the technical equipment on a vehicle; it contains the model number at digits 1 to 3, followed by a four-digit sequential number. The vehicle number is to be found in the vehicle papers and on the vehicle’s manufacturing plate. The vehicle number can be given instead of the 17-digit vehicle identiﬁ cation number in the event of any technical queries regarding conversions and bodies.

2.3 Wheel formula

For more accurate identiﬁ cation, the wheel formula can be used alongside the vehicle designation. This is a familiar, but not standardised term. Twin tyres are regarded as one wheel, i.e. it is the „wheel locations“ that are counted. The wheel formula does not indicate which axles are driven. On all-wheel drive vehicles, not all axles are necessarily driven; instead, it may be that all-wheel drive components are merely present in the drivetrain.

Tabl e 1: Example of a wheel formula

6x4/2 6 = Number of wheel locations, in total x = Has no function 4 = Number of driven wheels / = Only the front wheels are steered

- = Combined front and rear wheel steering 2 = Number of steered wheels

In normal parlance, the number of steered wheels is not stated if only two wheels are steered. However, for consistency, MAN’s technical documents do indicate the number of steered wheels.

2.4 Vehicle designation

2.4.1 Vehicle designation for the L2000, M2000, F2000, and E2000 model ranges

The following section explains how the vehicle designations are formulated. Vehicle designations comprise a preﬁ x and a sufﬁ x.

Tabl e 2: Example of a vehicle designation

26.464 FNLL

26.464 Preﬁ x FNLL Sufﬁ x

A preﬁ x comprises:

• Technical design gross weight*

• Engine power rating in DIN-hp/10

• Version code

L2000 M2000 F2000 construction period 1992-2005 (according to model) 2

Tabl e 3: Example of a preﬁ x

26.464 FNLL

26. = Technical design gross weight* 46 = Engine power rating in DIN-hp/10. 46x10 = 460 hp power output; ratings that end in 5 hp are rounded up 4 = Version code

* The technically possible permissible gross weight is only achieved if the vehicle is also ﬁ tted with the appropriate components. The vehicle designation does not provide any information on the equipment ﬁ tted to a vehicle

The sufﬁ x comprises:

• Chassis section

• Factory-ﬁ tted body section

• Dimensions section

• Body/conversion section

Tabl e 4: Example of a sufﬁ x

19.364 FLK/N-LV FL = Chassis section K = Factory-ﬁ tted body section /N = Dimensions section

-LV = Body/conversion section

Chassis section:

The ﬁ rst character (on two-axle vehicles) or the ﬁ rst and second characters in the case of vehicles with more than two axles, mean the following:

Tabl e 5: Sufﬁ x codes indicating vehicle model ranges and conﬁ guration

L = Light-duty L2000 or medium-duty M2000L range, cab from light-duty L2000 range LN = Medium-duty M2000L range, cab from light-duty L2000 range, trailing axle M = Medium duty, cab from heavy-duty F2000 range MN = Trailing axle, medium-duty range, cab from heavy-duty F2000 range MV = Leading axle, medium-duty range, cab from heavy-duty F2000 range F = Two-axle truck, cab from heavy-duty F2000 range FN = Trailing axle, cab from heavy-duty F2000 range FV = Leading axle, cab from heavy-duty F2000 range DF = Three-axle truck, tandem axle, cab from heavy-duty F2000 range VF = Four-axle truck, cab from heavy-duty F2000 range

There are also optional details specifying whether a vehicle has all-wheel drive and/or whether it has single tyres on the driven rear axles:

Tabl e 6: Sufﬁ x codes for all-wheel drive/single tyres

A = All-wheel drive E = Single tyres

L2000 M2000 F2000 construction period 1992-2005 (according to model) 3

Suspension:

Vehicles with leaf suspension on all axles are not specially marked. Air suspension is indicated by the letter „L“, hydropneumatic suspension by the letter „P“. The suspension code starts at the second character of the chassis section of the sufﬁ x at the earliest. A distinction is made between the following suspension systems:

Tabl e 7: Sufﬁ x codes for suspension systems

Suspension system Code Description

Leaf-leaf none Front and rear axle(s) have leaf suspension

Leaf-air L Front axle(s) have leaf suspension, rear axles have air suspension

Air-air LL Full air suspension, front and rear axle(s) have air suspension

Leaf-hydro P

Steering layout:

Left-hand drive vehicles are not specially marked. Right-hand drive vehicles contain the letter “R” in the last position of the chassis section of the sufﬁ x, but before the factory-ﬁ tted body section.

Tabl e 8: Marking for right-hand drive

FLRS F = Forward-control truck with 2 axles and driveline like a two-axle vehicle L = Leaf-air suspension R = Right-hand drive vehicle S = Semitrailer tractor unit

Front axle(s) have leaf suspension, rear axle(s) have hydropneumatic

suspension

Factory-ﬁ tted body section:

This letter indicates that an appropriate body type can be factory-ﬁ tted; however, the vehicle can also be delivered without a body.

Tabl e 9: Factory-ﬁ tted body section

C = Chassis with and without factory-ﬁ tted platform K = Tipper S = Semitrailer tractor W = Interchangeable platform chassis

Dimensions section:

If the overall height differs from the normal height, this is indicated by a forward slash. The chassis as a whole dictates whether a special overall height is required. Changes to vehicle equipment such as the ﬁ tting of different tyres, a low mounting plate or a low ﬁ fth-wheel coupling do not require the vehicle designation to be changed to indicate that the vehicle is a low-level design.

Table 10: Overall heights

19.414 FLS/N / = Special overall height N = Low M = Medium-height H = High

L2000 M2000 F2000 construction period 1992-2005 (according to model) 4

Body/conversion section:

If a chassis is intended for a speciﬁ c body or conversion, the body/conversion section of the number is indicated by a hyphen. This is always followed by a combination of two letters.

Table 11: Body/conversion section

Example:

19.314 FLL - PT

- KI = Fittings for tipper body

- HK = Fittings for tipper body (rear)

- KO = Fittings for municipal service body

- LF = Fittings for ﬁ re-ﬁ ghting vehicle

- LV = Fittings for loading crane structure in front of the platform

- PT = Fittings for car transporter

- TM = Fittings for concrete mixer

- NL = Fittings for the installation of a trailing axle

2.4.2 Model numbers, model codes

Table 12: L2000

Model no. Tonnage Designation Suspension Engine Wheel formula

L20 8/9t

L21 8/9t

L22 8t 8.xxx LAE BB R4 4x4/2 L23 8t 8.xxx LAE BB R6 4x4/2 L24 10t 10.xxx L BB R4 4x2/2 L25 10t 10.xxx L BB R6 4x2/2 L26 10t 10.xxx LAE BB R4 4x4/2 L27 10t 10.xxx LAE BB R6 4x4/2

L33 8/9t

L34 8/9t

L35 10t 10.xxx LL BL R4 4x2/2 L36 10t 10.xxx LL BL R6 4x2/2

8.xxx L

9.xxx L

8.xxx L

9.xxx L

8.xxx LL

9.xxx LL

8.xxx LL

9.xxx LL

BB R4 4x2/2

BB R6 4x2/2

BL R4 4x2/2

BL R6 4x2/2

*) = The type of suspension is indicated by the following code letters: B = leaf suspension, L = air suspension, H = hydropneumatic suspension. A code letter is assigned to each axle (starting with the ﬁ rst axle).

*) = The type of engine is indicated by up to three characters, the letter (R/V) represents the design, i.e. in-line or V, and the number represents the number of cylinders.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 5

Tabl e 13: M2000L with compact, medium or twin cab

Model no. Tonnage Designation Suspension Engine Wheel formula

L70 12t 12.xxx L BB R4 4x2/2 L71 12t 12.xxx L BB R6 4x2/2 L72 12t 12.xxx LL BL R4 4x2/2 L73 12t 12.xxx LL BL R6 4x2/2 L74 14t 14.xxx L BB R4 4x2/2 L75 14t 14.xxx L BB R6 4x2/2 L76 14t 14.xxx LL BL R4 4x2/2 L77 14t 14.xxx LL BL R6 4x2/2 L79 14t 14.xxx LLL LL R6 4x2/2 L80 14t 14.xxx LA BB R6 4x4/2 L81 15t 15.xxx L BB R4 4x2/2 L82 15t 15.xxx L BB R6 4x2/2 L83 15t 15.xxx LL BL R4 4x2/2

L84

L86

15t 20t

15.xxx LL

20.xxx LNL

15.xxx LLL

20.xxx LNLL

BLL

LLL

R6 R6

R6 L87 18t 18.xxx L BB R6 4x2/2 L88 18t 18.xxx LL BL R6 4x2/2 L89 18t 18.xxx LLL LL R6 4x2/2 L90 18t 18.xxx LA BB R6 4x4/2 L95 26t 26.xxx DL BBB R6 6x4/2

4x2/2 6x2-4

Tabl e 14: M2000M with short or long-haul cab

Model no. Tonnage Designation Suspension Engine Wheel formula

M31 14t 14.xxx M BB R6 4x2/2 M32 14t 14.xxx ML BL R6 4x2/2 M33 14t 14.xxx MLL LL R6 4x2/2 M34 14t 14.xxx MA BB R6 4x4/2 M38 18t 18.xxx M BB R6 4x2/2 M39 18t 18.xxx ML BL R6 4x2/2 M40 18t 18.xxx MLL LL R6 4x2/2 M41 18t 18.xxx MA BB R6 4x4/2 M42 25t 25.xxx MNL BLL R6 6x2/2 M43 25t 25.xxx MNLL LLL R6 6x2/2 M44 25t 25.xxx MVL BLL R6 6x2/4

L2000 M2000 F2000 construction period 1992-2005 (according to model) 6

Tabl e 15: F2000

Model no. Tonnage Designation Suspension Engine Wheel formula

T01 19t 19.xxx F BB R5 4x2/2 T02 19t 19.xxx FL BL R5 4x2/2 T03 19t 19.xxx FLL LL R5 4x2/2 T04 19t 19.xxx FA BB R5 4x4/2

T05 23t 23.xxx FNLL LLL R5

T06 26t 26.xxx FNL BLL R5

T07 26t 26.xxx FNLL LLL R5

T08 26t 26.xxx FVL BLL R5 6x2/4 T09 26t 26.xxx DF BBB R5 6x4/2 T10 26t 26.xxx DFL BLL R5 6x4/2 T12 27/33t 27.xxx DFA BBB R5 6x6/2 T15 32t 32.xxx VF BBBB R5 8x4/4 T16 35/41t 35.xxx VF BBBB R5 8x4/4 T17 32t 32.xxx VFLR BBLL R5/R6 8x4/4 T18 27/33t 27.xxx DF BBB R5 6x4/2 T20 19t 19.xxx FLL LL R5 4x2/2 T31 19t 19.xxx F BB R6 4x2/2 T32 19t 19.xxx FL BL R6 4x2/2 T33 19t 19.xxx FLL LL R6 4x2/2 T34 19t 19.xxx FA BB R6 4x4/2

T35 23t 23.xxx FNLL LLL R6

T36 26t 26.xxx FNL BLL R6

T37 26t 26.xxx FNLL LLL R6

T38 26t 26.xxx FVL BLL R6 6x2/4 T39 26t 26.xxx DF BBB R6 6x4/2 T40 26t 26.xxx DFL BLL R6 6x4/2 T42 27/33t 27.xxx DFA BBB R6 6x6/2 T43 40t 40.xxx DF BBB R6 6x4/2 T44 40t 40.xxx DFA BBB R6 6x6/2 T45 32t 32.xxx VF BBBB R6 8x4/4 T46 35/41t 35.xxx VF BBBB R6 6x2/4 T48 27/33t 27.xxx DF BBB R6 6x2/2 T50 19t 19.xxx FLL LL R6 4x2/2 T62 19t 19.xxx FL BB V10 4x2/2 T70 26t 26.xxx DFL BLL V10 6x4/2 T72 27/33t 27.xxx DFA BBB V10 6x6/2 T78 27/33t 27.xxx DF BBB V10 6x4/2

6x2/2 6x2-4

L2000 M2000 F2000 construction period 1992-2005 (according to model) 7

Tabl e 16: ÖAF special-purpose vehicles

Model no. Tonnage Designation Suspension Engine Wheel formula

E40 26t 26.xxx DFLR BBB R6 6x4/2

E41 41t 41.xxx VFA

BBBB

BBLL

E42 26t 26.xxx FVL BLL R6 6x2/4

E47 28t

28.xxx FAN

28.xxx DFA

BBB R5

E50 30/33t 33.xxx DFAL BLL R5 6x6/2 E51 19t 19.xxx FL BL R5 4x2/2 E52 19t 19.xxx FAL BL R5 4x4/2

E53 26t 26.xxx FNL BLL R5

E54 26t 26.xxx FN BBB R5 6x2/2

E55 32t 32.xxx VFL BBLL R5

E56 26t 26.xxx FAVL BLL R5 6x4/4

E58 41/50t 41.xxx VFA BBBB R5

E59 33t 33.xxx DFL BLL R5

E60 30/33t 33.xxx DFAL BLL R6 6x6/2 E61 19t 19.xxx FL BL R6 4x2/2 E62 19t 19.xxx FAL BL R6 4x4/2

E63 26t 26.xxx FNL BLL R6

E64 26t 26.xxx FN BBB R6 6x2/2

E65 32t 32.xxx VFL BBLL R6

E66 26t 26.xxx FAVL BLL R6 6x4/4

E67 28t

28.xxx FANL

28.xxx FNAL

BLL R6

E68 41/50t 41.xxx VFA BBBB R6

E69 33t 33.xxx DFL BLL R6

E72 33t 33.xxx DFAP BHH R6 6x6-4

E73 32/35t 32.xxx FVNL BLLL R6

E74 42t 42.xxx VFP BBHH R6 8x4-6

E75 41t 41.xxx DFVL

BLBB

BLLL

R6 8x4/4

8x8/4 8x4/4

6x4-4 6x6-4

6x2-4 6x4-4

8x2/4 6x2-6 8x4/4

8x8/4 8x6/4 8x4/4

6x2/2 6x4/2

6x2-4 6x4-4

8x2/4 8x2-6 8x4/4

6x4-4 6x6-4

8x8/4 8x6/4 8x4/4

6x2/2 6x4/2

8x2/4 8x2-6

L2000 M2000 F2000 construction period 1992-2005 (according to model) 8

Tabl e 16: ÖAF special-purpose vehicles

Model no. Tonnage Designation Suspension Engine Wheel formula

E77 50t 50.xxx VFVP BBHHH R6 10x4-8 E78 42t 42.xxx VFAP BBHH R6 8x8-6 E79 50t 50.xxx VFAVP BBHHH R6 10x8-8 E88 35t 36.xxx VFL BBLL V10 8x4/4

E94 40t

E95 41t 41.xxx DFVL

E98 50t 50.xxx VFA BBBB V10 8x8/4

E99 33t

40.xxx DFA

40.xxx DFAL

33.xxx DF

33.xxx DFL

BBB

BLL

BLBB

BLLL

BBB

BLL

V10 6x6/2

V10 8x4/4

V10 6x4/2

2.5 Engine designations

Tabl e 17: Engine designation

X XX X X X(X) (X) (X) (X) D 08 2 6 L F Diesel engine D + 100mm = cylinder bore diameter in mm 08 Times 10 + 100 = stroke in mm 2 Number of cylinders 6 Intake system L Power variant Engine installation F

Key to abbreviations:

D = Diesel E = Natural gas L = Intercooling F = Front installation, engine vertical H = Rear installation, engine vertical (bus)

Tabl e 18: Example of engine designation

D 28 4 0 L F Diesel engine D + 100mm = 128mm bore 28 Times 10 + 100 = 140mm stroke 4 0 = 10 cylinders 0 Intercooling L Front installation, vertical F

L2000 M2000 F2000 construction period 1992-2005 (according to model) 9

3. General

3.1 Legal agreements and approval procedure

National regulations must be adhered to. The company carrying out the work remains responsible even after the vehicle has been approved if the authorities responsible issue an approval unaware of the operational safety of the product.

3.1.1 Preconditions

In addition to this Guide, the company carrying out the work must observe all

• laws and decrees

• accident prevention regulations

• operating instructions

relating to the operation and construction of the vehicle. Standards are technical standards; they are therefore minimum requirements. Anyone who does not endeavour to observe these minimum requirements is regarded as operating negligently. Standards are binding when they form part of regulations. Information given by MAN in reply to telephone enquiries is not binding unless conﬁ rmed in writing. Enquiries are to be directed to the relevant MAN department. Information refers to conditions of use that are usual within Europe. Particular consideration is given to the regulations in force in Germany, such as the Strassenverkehrs-Zulassungs-Ordnung (Road Trafﬁ c Licensing Regulations). Dimensions, weights and other basic data that differ from these must be taken into consideration when designing the body, mounting the body and designing the subframe. The company carrying out the work must ensure that the entire vehicle can withstand the conditions of use that it is expected to experience. For certain types of equipment, such as loading cranes, tail-lifts, cable winches etc, the respective manufacturers have developed their own body regulations. If, when compared with this MAN Guide, they impose further conditions, then these too must be observed.

References to

• legal stipulations

• accident prevention regulations

• decrees from professional associations

• work regulations

• other guidelines and sources of information

are not in any way complete and are only intended as ideas for further information. They do not replace the company’s obligation to carry out its own checks.

The following can be obtained from the respective professional association or from the Carl-Heymanns-Verlag (publishers):

• Accident prevention regulations

• Guidelines

• Safety regulations

• Leaﬂ ets

• Other health and safety at work documents from professional associations.

These documents are available as individual documents and as directories.

Fuel consumption is considerably affected by modiﬁ cations to the vehicle, by the body and its design and by the operation of equipment driven by the vehicle’s engine. It is therefore expected that the company carrying out the work implements a design that facilitates the lowest possible fuel consumption.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 10

3.2 Responsibility

The responsibility for proper

• design

• production

• installation of bodies

• modiﬁ cation to the chassis

always lies fully with the company that is manufacturing the body, installing it or carrying out modiﬁ cations (manufacturer’s liability). This also applies if MAN has expressly approved the body or the modiﬁ cation. Bodies/conversions that have been approved in writing by MAN do not release the body manufacturer from his responsibility for the product. Should the company carrying out the work detect a mistake either in the planning stage or in the intentions of

• the customer

• the user

• its own personnel

• the vehicle manufacturer

then that mistake must be brought to the attention of the respective party. The company is responsible for seeing that the vehicle’s

• operational safety

• trafﬁ c safety

• maintenance possibilities and

• handling characteristics

do not exhibit any disadvantageous properties. With regard to trafﬁ c safety, the company must operate in accordance with the state of the art and in line with the recognised rules in the ﬁ eld in matters relating to

• the design

• the production of bodies

• the installation of bodies

• the modiﬁ cation of chassis

• instructions and

• operating instructions.

Difﬁ cult conditions of use must also be taken into account.

3.3 Quality assurance (QA)

In order to meet our customers’ high quality expectations and in view of international product liability legislation an on-going quality monitoring programme is also required for conversions and body manufacture/installation. This requires a functioning quality assurance system. It is recommended that the body manufacturer sets up and provides evidence of a quality system that complies with the general requirements and recognised rules (e.g. DIN EN ISO 9000 et seq. or VDA 8). Evidence of a qualiﬁ ed system can be provided for example by:

• Self-certiﬁ cation in accordance with the VDA checklist or that of another vehicle manufacturer

• A positive system audit carried out by other vehicle manufacturers (second party audit)

• Auditing of the QA system by an accredited institute (third party audit)

• Possession of a corresponding certiﬁ cate.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 11

If MAN is the party awarding the contract for the body or conversion, one of the above is required as evidence of qualiﬁ cation. MAN Nutzfahrzeuge AG reserves the right to carry out its own system audit in accordance with VDA 8 or a corresponding process check at the supplier’s premises. At MAN, the QS department is responsible for the approval of body manufacturers as suppliers. VDA volume 8 has been agreed with the following body manufacturers’ associations: ZKF (Zentralverband Karosserie- und Fahrzeugtechnik – Central Association of Body and Vehicle Engineering) and BVM (Bundesverband Metall Vereinigung Deutscher Metallhandwerke – Federation of German Metal Trades Associations). It has also been agreed with the ZDH (Zentralverband des Deutschen Handwerks – Central Association of German Craft Trades).

Documents:

VDA Volume 8

„Quality assurance at trailer, body and container manufacturers“, obtainable from the Verband der Automobilindustrie e.V (VDA) (German Motor Industry Association). http://www.vda-qmc.de/de/index.php.

3.4 Approval

Approval from MAN for a body or a chassis modiﬁ cation is not required if the bodies or modiﬁ cations are being carried out in accordance with this Guide.

If MAN approves a body or a chassis modiﬁ cation, this approval refers

• In the case of bodies only to the body’s fundamental compatibility with the respective chassis and the interfaces to the body (e.g. dimensions and mounting of the subframe)

• In the case of chassis modiﬁ cations only to the fact that, from a design point of view, the modiﬁ cations to the chassis in question are fundamentally permissible.

The approval note that MAN enters on the submitted technical documents does not indicate a check on the

• Function

• Design

• Equipment of the body or the modiﬁ cation.

Observance of this Guide does not free the user from responsibility to perform modiﬁ cations and manufacture bodies properly from a technical point of view. The approval observations only refer to such measures or components as are to be found in the submitted technical documents.

MAN reserves the right to refuse to issue approvals for bodies or modiﬁ cations, even if a comparable approval has already been issued. Later submissions for approval are not automatically treated the same as earlier ones, because technical advances achieved in the interim period have to be taken into account.

MAN also reserves the right to change this Guide at any time or to issue instructions that differ from this Guide for individual chassis.

If several identical chassis have the same bodies or modiﬁ cations MAN can, to simplify matters, issue a collective approval.

3.5 Submission of documents

Documents should only be sent to MAN if bodies/conversions diverge from this Guide. Before work begins on the vehicle, technical documents that require approval or inspection must be sent to MAN, department ESC (see „Addresses“ booklet for address). Chassis drawings, data sheets etc. can also be requested from this ofﬁ ce.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 12

For an approval process to proceed swiftly, the following are required:

• Documents should be submitted in duplicate, at the very least

• The number of individual documents should be kept to a minimum

• All the technical data and documents must be submitted.

The following information should be included:

• Vehicle model with

- cab design

- wheelbase

- frame overhang

- length of rear overhang (vehicle overhang)

• Vehicle identiﬁ cation number

• Vehicle number (see 2.2)

• Dimension from the centre of the body to the centre of the last axle

• Centre of gravity position of the payload and body

• Body dimensions

• Material and dimensions of the subframe that is to be used

• Body mountings on the chassis frame

• Description of any deviations from this „MAN Guide to Fitting Bodies for Trucks“

• Any references to identical or similar vehicles

The following are not sufﬁ cient for inspection or approval:

• Parts lists

• Brochures

• Information that is not binding

• Photographs.

Some types of bodies, such as loading cranes, cable winches etc., necessitate information speciﬁ c to their type.

In the documents submitted, all main length dimensions must be stated with respect to the wheel centre of the ﬁ rst axle, as appropriate.

Drawings are only valid if they bear the number that has been assigned to them. It is therefore not permitted to draw in the bodies or modiﬁ cations on chassis drawings that have been provided by MAN and to submit these for approval.

3.6 Warranty

Warranty claims only exist within the framework of the purchasing contract between buyer and seller. In accordance with this, the warranty obligation lies with the respective seller of the goods.

Warranty claims against MAN are not valid if the fault that is the subject of the complaint was due to the fact that

• This Guide was not observed

• In view of the purpose for which the vehicle is used, an unsuitable chassis has been selected

• The damage to the chassis has been caused by

- the body

- the type of body mounting or how the body has been mounted

- the modiﬁ cation to the chassis

- improper use.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 13

3.7 Liability

Any faults in the work that are identiﬁ ed by MAN are to be corrected. Insofar as is legally permissible, MAN disclaims all liability, in particular for consequential damage.

Product liability regulates:

• The liability of the manufacturer for its product or component

• The compensation claim made by the manufacturer against whom a claim has been made against the manufacturer of an integral component, if the damage that has occurred is due to a fault in that component.

The company that has made the body or carried out the modiﬁ cation is to relieve MAN of any liability to its customer or other third party if the damage that has occurred is due to the fact that

• The company did not observe this Guide

• The body or chassis modiﬁ cation has caused damage on account of its faulty

- design

- manufacture

- installation

- instructions

• The fundamental rules that are laid down have not been complied with in any other way.

3.8 Type approval

Each vehicle that is to be used on the road in Germany must be ofﬁ cially approved. Approval is carried out by the local Vehicle Licensing Agency after submission of the vehicle documentation.

EBE approval (EBE = Einzel-Betriebserlaubnis = single certiﬁ cation)

The vehicle documentation is drawn up by a technical agency (DEKRA, TÜA, TÜV) after the vehicle has been examined.

ABE approval for complete vehicles (ABE = Allgemeine Betriebserlaubnis = National Type Approval = NTA)

The vehicle documentation is drawn up by the vehicle manufacturer.

ABE approval for chassis (ABE = Allgemeine Betriebserlaubnis = National Type Approval = NTA)

The vehicle documentation is drawn up by the chassis manufacturer and completed after the body has been approved by a technical agency (DEKRA, TÜA, TÜV).

Vehicles that are to be used for transporting hazardous goods require additional approval in accordance with GGVS or ADR.

Modiﬁ cations that affect the certiﬁ cation may only be added by the ofﬁ cial agency responsible. Expiry of the certiﬁ cation will also cancel insurance cover.

The responsible authorities, the ofﬁ cially recognised expert, the customer or a MAN department may request submission of a drawing bearing the MAN approval mark; in some circumstances, evidence in the form of calculations or the submission of this Guide may sufﬁ ce.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 14

3.9 Safety

Companies carrying out work on the chassis/vehicle are liable for any damage that may be caused by poor functional and operational safety or inadequate operating instructions. Therefore, MAN requires the body manufacturer or vehicle conversion company to:

• Ensure the highest possible safety, in line with the state of the art

• Provide comprehensible, sufﬁ cient operating instructions

• Provide permanent, easily visible instruction plates on hazardous points for operators and/or third parties

• Observe the necessary protection measures (e.g. ﬁ re and explosion prevention)

• Provide full toxicological information

• Provide full environmental information.

3.9.1 Functional and operational safety

Safety is top priority! All available technical means of avoiding incidents that will undermine operational safety are to be implemented. This applies equally to

• Active safety = prevention of accidents. This includes:

- Driving safety achieved by the overall vehicle design, including the body

- Safety as a consequence of the driver’s well-being achieved by keeping occupant stress caused by vibrations, noise, climatic conditions etc. to a minimum

- Safety as a consequence of observation and perception, in particular through the correct design of lighting systems, warning equipment, providing sufﬁ cient direct and indirect visibility

- Safety as a consequence of operating equipment and controls this includes optimising the ease of operation of all equipment, including that of the body.

• Passive safety = avoidance and reduction of the consequences of accidents. This includes:

- Exterior safety such as the design of the outside of the vehicle and body with respect to deformation behaviour and the installation of protective devices

- Interior safety including the protection of occupants of vehicles and cabs that are installed by the body builders.

Climatic and environmental conditions have effects on:

• Operational safety

• Readiness for use

• Operational performance

• Service life

• Cost-effectiveness.

Climatic and environmental conditions are, for example:

• The effects of temperature

• Humidity

• Aggressive substances

• Sand and dust

• Radiation.

Sufﬁ cient space for all parts required to carry out a movement, including all pipes and cables, must be guaranteed.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 15

The operating instructions for MAN trucks provide information about the maintenance points on the vehicle. Regardless of what type of body is ﬁ tted, good access to the maintenance points must be ensured in all cases. It must be possible to carry out maintenance unhindered and without having to remove any components. Sufﬁ cient ventilation and/or cooling of the components is to be guaranteed.

3.9.2 Manuals for MAN trucks

Each MAN truck has:

• Operating instructions

• Inserts that form part of the operating instructions

• Maintenance recommendations

• Maintenance booklet

• Maintenance instructions (available for a fee from the spare parts department).

Operating instructions

provide the driver and vehicle owner with all they need to know about how vehicles are operated and maintained in a ready-to-use condition. Important safety instructions for the driver/vehicle owner are also included.

Inserts

provide technical data on a speciﬁ c type of vehicle or several similar types of vehicle, thus supplementing the operating instructions. Inserts are also published for new technical features and modiﬁ cations to speciﬁ c vehicles if the operating instructions themselves are not being revised.

Maintenance recommendations

are published in the same format as the operating instructions, i.e. DIN A5. They describe the maintenance systems and list speciﬁ cations for the various operating ﬂ uids, ﬁ ll quantities for various components and list approved operating ﬂ uids. They are a supplement to every operating and maintenance manual. The „Maintenance recommendations“ brochure is published every 6 – 12 months.

Maintenance instructions

indicate the scope of the maintenance to be carried out, provide the technical data that is required for maintenance and describe the individual jobs in detail. Both operating instructions and maintenance instructions are compiled for „vehicle families“. This means for example, that the „F2000 forward-control heavy-duty range“ operating instructions will include all the heavy-duty forward-control vehicles, regardless of which and how many axles it has or which engine is ﬁ tted. In exceptional cases for major customers, model-speciﬁ c operating and maintenance instructions may be compiled.

Maintenance booklet

provides information about the necessary maintenance services and contains boxes that are ﬁ lled in as evidence that maintenance work has been carried out properly and on time.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 16

3.9.3 Manuals from body and conversion companies

In the event of a body being added or modiﬁ cations to the vehicle being carried out, the operator of the vehicle is also entitled to operating instructions from the conversion company. All speciﬁ c advantages offered by the product are of no use if the customer is not able to:

• Handle the product safely and properly

• Use it rationally and effortlessly

• Maintain it properly

• Master all of its functions.

As a result, every vehicle body builder and converter must check his technical instructions for:

• Clarity

• Completeness

• Accuracy

• Product-speciﬁ c safety instructions and

• To check that they can be correctly understood.

Inadequate or incomplete operating instructions carry considerable risks for the user. Possible effects are:

• Reduced beneﬁ t, because the advantages of the product remain unknown

• Complaints and annoyance

• Faults and damage, which are normally blamed on the chassis

• Unexpected and unnecessary additional cost through repairs and time lost

• A negative image and thereby less inclination to buy the same product or brand again.

Depending on the vehicle body or modiﬁ cation, the operating personnel must be instructed about operation and maintenance. Such instruction must also include the possible effects on the static and dynamic performance of the vehicle.

3.10 Limitation of liability for accessories/spare parts

Accessories and spare parts that MAN has not manufactured or approved for use in its products may affect the trafﬁ c safety and operational safety of the vehicle and create hazardous situations. MAN Nutzfahrzeuge Aktiengesellschaft (or the seller) accepts no liability for claims of any kind resulting from a combination of the vehicle together with an accessory that was made by another manufacturer, regardless of whether MAN Nutzfahrzeuge Aktiengesellschaft (or the seller) has sold the accessory itself or ﬁ tted it to the vehicle (or the subject of the contract).

3.11 Special-case approvals

Upon written application, MAN may approve exceptions to existing technical regulations, provided that such exceptions are in agreement with functional safety, trafﬁ c safety and operational safety. These actions refer to, for example:

• Permissible axle loads

• Permissible gross weight

• Modiﬁ cations to

- installed parts

- retroﬁ t installation of equipment

- changes to dimensions.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 17

A special case approval granted by MAN is not binding on the responsible authorities. MAN has no inﬂ uence on the issuing of special case approvals by the respective authorities. If the measure in question is intended for use outside the area covered by the StVZO, then a special case approval must be obtained in advance from the respective provincial government department.

Each special case approval must be examined and approved by an ofﬁ cially recognised expert and must be entered into the vehicle documentation by the responsible approval agency. If a parts inspection has been issued in accordance with § 19/3 StVZO (Road Trafﬁ c Licensing Regulations), then conﬁ rmation of the part’s correct installation by an ofﬁ cially recognised examiner will sufﬁ ce.

The most common reasons for requesting special case approval are:

• A change of tyre type (see 3.12)

• An increase in the permissible trailer load (see 3.13)

• An increase in the permissible front axle load (see 3.14)

• An increase in the permissible gross weight (see 3.15).

3.12 Change of tyre type

The tyre load rating inﬂ uences the permissible axle load. If the load rating is less than the truck’s technically or legally permissible axle load, then the permissible axle load reduces accordingly. However, the permissible axle load does not increase if tyres with a higher load rating than the standard permissible axle load are ﬁ tted. The marks located on the tyres and the manufacturer’s tyre manuals will provide technical tyre data. The following points must therefore be observed:

• Load index (rating)

- for single tyres

- for twin tyres

• Speed code

• Tyre pressure

• Vehicle’s maximum design speed.

The size of the tyre and rim must match. Assignment of a tyre to:

• A speciﬁ c rim must be approved by the tyre and rim manufacturers, whilst assignment of a tyre to

• A speciﬁ c vehicle must be approved by MAN.

A written approval from MAN is required only if the tyres intended for use are not listed in the vehicle documents.

Changing the tyres will affect:

• Driving properties

- road speed

- pulling power

- gradeability

- braking

- fuel consumption

• Vehicle dimensions

- height above ground

- tyre compression

- steer angle

- turning circle

- clearance circle

- tyre clearance

• Handling properties.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 18

The reference speed of a tyre must not be exceeded or may only be exceeded if the load rating is reduced. In the case of reference speed, it is not the permissible maximum speed of the vehicle that is critical but the maximum design speed. The maximum design speed is the maximum speed achievable at a particular engine speed and overall gear ratio or the maximum speed achievable because of the speed limiter.

There are tyres that should not exceed the speciﬁ ed maximum design speed, regardless of their load rating or the respective loading.

Some vehicles, such as ﬁ re service vehicles and airport tanker vehicles, can have a higher load rating on account of their special conditions of use (see tyre and rim manufacturers’ documents).

On all-wheel drive vehicles, different tyre sizes on the front and rear axle(s) are only possible if the circumferences of the tyres used do not differ by more than 2%. The instructions in the „Bodies“ chapter in respect of snow chains, load ratings and clearances must be observed.

If different tyre sizes are ﬁ tted to the front and rear axle(s), the basic headlamp settings must be checked and adjusted if necessary. This must be done directly at the headlamps even if the vehicles are ﬁ tted with a headlamp range adjustment facility (see also the „Lighting installation“ section in the „Electrics, wiring“ chapter).

Vehicles ﬁ tted with maximum speed limiters or ABS and ASR must have these devices reprogrammed after the tyres have been changed. This can only be carried out with the MAN-CATS diagnostics system. The following information must be provided for MAN to conﬁ rm a tyre change:

• MAN vehicle model

• Vehicle identiﬁ cation number (see 2.2)

• Vehicle number (see 2.2)

• Whether the vehicle’s tyres will be changed:

- on the front axle(s) only

- on the rear axle(s) only

- on all wheels

• Required tyre size:

- front

- rear

• Required rim size:

- front

- rear

• Required permissible axle load:

- front

- rear

• Required permissible gross weight

• Current permissible loads

• Permissible front axle load

• Permissible rear axle load

• Permissible gross weight

• Current maximum design speed.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 19

3.13 Increasing the permissible trailer load

If a higher trailer load than the standard one is required, MAN can issue a technical clearance certiﬁ cate. The maximum trailer load is limited by:

• Ofﬁ cial regulations

• The trailer coupling ﬁ tted

• The end cross-member

• The minimum engine power

• The braking system

• The driveline design (e.g. transmission, ﬁ nal drive ratio, engine cooling).

Standard end cross-members for trailer couplings are normally not suitable for operation with rigid drawbar trailers/centre axle trailers. It is not possible to use the ﬁ nal cross-member with such trailers even if the permissible nose weight for the trailer coupling currently ﬁ tted would permit this. Nose weight and D value alone are not adequate criteria for selecting the end cross-member. To help in the selection of a suitable end cross-member the „Coupling devices“ section of the „Modifying the chassis“ chapter contains two tables that list the suitable end cross-members for particular vehicles.

If a truck is being used as a tractor unit, then in some circumstances it will have to be converted into a tractor unit. The converted vehicle must comply with the term „tractor unit“. The relevant regulations deﬁ ne this term.

If MAN is required to issue a conﬁ rmation the following information must be available:

• MAN vehicle model

• Vehicle identiﬁ cation number or vehicle number (see 2.2)

• Permissible gross weight

• Trailer coupling to be used

• Required trailer load.

3.14 Increasing the permissible axle load

If the standard permissible axle load is not sufﬁ cient, then a higher permissible axle load may be approved for some vehicles. However, there is a precondition that the vehicle concerned should also have those components ﬁ tted that a higher front axle load necessitates, such as suitable springs, tyres and braking system.

The following information must be provided for conﬁ rmation:

• MAN vehicle model

• Vehicle identiﬁ cation number or vehicle number (see 2.2)

• Permissible gross weight

• Permissible front axle load

• Permissible rear axle load

• Maximum design speed

• Tyre and rim sizes for all axles

• Required permissible loads.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 20

3.15 Increasing the permissible gross weight

A precondition for a higher permissible gross weight than standard is that the components that a higher gross weight necessitates are ﬁ tted. If the higher permissible gross weight exceeds the legally permissible one, then the law in Germany will normally only allow higher permissible weights if the loads that are to be transported cannot be separated. There is no legal entitlement to an ofﬁ cial exemption.

Consult the ESC department at MAN to discuss the technical options for increasing the gross weight. (For address see „Publisher“ above).

A request for conﬁ rmation must include the following data:

• MAN vehicle model

• Vehicle identiﬁ cation number or vehicle number (see 2.2)

• Permissible gross weight

• Permissible front axle load

• Permissible rear axle road

• Maximum speed

• Current tyre size front and rear

• Current rim size front and rear

3.16 Reducing the permissible gross weight

If the permissible gross weight is reduced, then MAN does not specify any technical modiﬁ cations. The respective person carrying out the work himself determines the new permissible axle loads. The respective authorities will specify whether any technical modiﬁ cations are required.

3.17 Deﬁ nitions, dimensions and weights

National and international regulations take precedence over technically permissible dimensions and weights if they limit the technically permissible dimensions and weights. The following data for series standard vehicles can be obtained from the tender documents and the daily updated MANTED

• Dimensions

• Weights

• Centre of gravity position for payload and body (minimum and maximum position for body).

The data contained in these documents may vary depending on what technical features the vehicle is actually ﬁ tted with upon delivery. The critical factor is the vehicle’s actual conﬁ guration and condition at the time delivery. To achieve optimum payload carrying capability the chassis must be weighed before work starts on the body. Calculations can then be made to determine the best centre of gravity position for payload and body as well as the optimum body length. As a result of manufacturing tolerances the weight of the standard chassis is allowed to vary by ± 5%, in accordance with DIN 70020. Any deviations from the standard equipment level will have a greater or lesser effect on dimensions and weights. MAN itself takes advantages of permissible tolerances. Changes in equipment may result in deviations in the dimensions and weights, particularly if different tyres are ﬁ tted that then also lead to a change in the permissible loads. Dimensional changes from the series-production status, e.g. alteration of the centre of gravity of the body, may affect the axle loads and the payload.

In each individual case when a body is ﬁ tted care needs to be taken to ensure the following:

• That the permissible axle weights are not exceeded under any circumstances (see 3.17.1)

• That a sufﬁ cient minimum front axle load is achieved (see 3.18)

• That loading and the centre of gravity position cannot be displaced to one side (see 3.17.1)

• That the permissible overhang (vehicle overhang) is not exceeded (see 3.19).

documents:

L2000 M2000 F2000 construction period 1992-2005 (according to model) 21

3.17.1 Axle overload, one-sided loading

Fig. 1: Overloading the front axle ESC-052

Fig. 2: One-sided loading ESC-054

Fig. 3: Difference in wheel load ESC-126

L2000 M2000 F2000 construction period 1992-2005 (according to model) 22

Formula 1: Difference in wheel load

∆G ≤ 0,04 • G

tat

In design of the body, one-sided wheel loads are not permitted. When verifying checks are made, a maximum wheel load difference of 4% is permitted. In this case, 100% is the actual axle load and not the permissible axle load.

Example:

Actual axle load G

= 11.000kg

tat

Therefore, the permissible wheel load difference is:

∆G = 0,04 · G

= 0,04 · 11.000kg

tat

∆G = 440kg

Therefore, wheel load on the left is 5,720kg and wheel load on the right is 5,280kg. The calculated maximum wheel load does not give any information about the permissible individual wheel load for the tyres ﬁ tted. Information on this can be found in the technical manuals from the tyre manufacturers.

3.18 Minimum front axle load

In order to maintain steerability, the vehicle must have the stipulated minimum front axle load in all load conditions, see Table 19.

Tabl e 19: Minimum front axle loading for any load condition, as a % of vehicle gross weight

SDAH = Rigid drawbar trailer ZAA = centre axle trailer GG = Vehicle weight

Model range

No. of axles

All 2-axle

vehicles

Wheel

formula

4x2, 4x4 4x2, 4x4 4x2, 4x4

GG [t] With SDAH

ZAA

≤ 10 ≤ 15 > 15

25% 25% 25%

With SDAH

ZAA

GG ≤ 11t

30% 30% 25%

With SDAH

ZAA

GG ≤ 18t

35% 30% 25%

Triple SDAH

ZAA

GG > 18t

not perm. not perm. not perm.

TGA and F2000

More than 2

axles

6x2, 6x4,

6x6

> 19 20% 25%* 25%* 30% 25%

8x4, 8x2 8x6, 8x8

If there are more than one front axles the % value is the sum of the front axle loads. When operating with SDAH / ZAA + additional rear loads (e.g. tail-lift, crane) the higher value applies *) = -2% for steered leading/trailing axles

Since the values are related to the gross vehicle weight, they are inclusive of any additional rear loads such as

• Nose weights applied by a centre axle trailer

• Loading crane at rear of vehicle

• Tail-lifts

• Transportable fork-lifts.

Other rear load

e.g. crane

30% 30% 30%

L2000 M2000 F2000 construction period 1992-2005 (according to model) 23

Fig. 4: Minimum loading on the front axle ESC-051

3.19 Permissible overhang

The theoretical overhang (vehicle overhang including body) is the measurement from the resulting rear axle centre (determined by the theoretical wheelbase) to the end of the vehicle. For deﬁ nition, see diagrams in the following section 3.20. The following maximum values are permitted, expressed as a percentage of the theoretical wheelbase:

• Two-axle vehicles 65%

• All other vehicles 70%.

If no equipment for pulling a trailer is ﬁ tted, the above-mentioned values can be exceeded by 5%. The basic requirement is that the minimum front axle loads stated in Table 19 in Section 3.18 must be observed for every load condition.

3.20 Theoretical wheelbase, overhang, theoretical axle centreline

The theoretical wheelbase is an aid for calculating the position of the centre of gravity and the axle loads. It is deﬁ ned in the following diagrams. Warning: the effective wheelbase on turns that is used to calculate the turning circles is not in every case identical to the theoretical wheelbase that is required for calculating the weight.

Fig. 5: Theoretical wheelbase and overhang – two-axle vehicle ESC-046

Theoretical rear axle centreline

l12 = l

zul1

zul2

L2000 M2000 F2000 construction period 1992-2005 (according to model) 24

Formula 2: Theoretical wheelbase for a two-axle vehicle

= l

Formula 3: Permissible overhang for a two-axle vehicle

≤ 0,65 • l

Fig. 6: Theoretical wheelbase and overhang for a three-axle vehicle with two rear axles and identical rear axle loads ESC-047

Theoretical rear axle centreline

permissiblel1

l12

permissiblel2

l23

permissible3

Formula 4: Theoretical wheelbase for a three-axle vehicle with two rear axles and identical rear axle loads

= l12 + 0,5 • l23

Formula 5: Permissible overhang for a three-axle vehicle with two rear axles and identical rear axle loads

≤ 0,70 • l

L2000 M2000 F2000 construction period 1992-2005 (according to model) 25

Fig. 7: Theoretical wheelbase and overhang for a three-axle vehicle with two rear axles and different rear axle loads (in the MAN vehicle range, e.g. all 6x2/2, 6x2/4 and 6/2-4) ESC-048

Theoretical rear axle centreline

permissible1

l12

permissible2

l23

permissible3

Formula 6: Theoretical wheelbase for a three-axle vehicle with two rear axles and different rear axle loads

G l G

= l12 +

permissible3

permissible2

+ G

• l23

permissible3

Formula 7: Permissible overhang for a three-axle vehicle with two rear axles and different rear axle loads

≤ = 0,70 • l

Fig. 8: Theoretical wheelbase and overhang for a four-axle vehicle with two front and two rear axles (any load axle distribution) ESC-050

Theoretical front axle centreline

Theoretical rear axle centreline

permissible1

l12

permissible2

l23

l34

permissible3

L2000 M2000 F2000 construction period 1992-2005 (according to model) 26

Formula 8: Theoretical wheelbase and overhang for a four-axle vehicle with two front and two rear axles (any load axle distribution)

G l G

= l23 + +

permissible1

• l

12 Gpermissible4

+ G

permis sible2 Gpermissible3

+ G

• l34

permissible4

Formula 9: Zulässige Überhanglänge Vierachser mit zwei Vorder- und zwei Hinterachsen

≤ 0,70 • l

3.21 Permissible overhang for a four-axle vehicle with two front and two rear axles

Calculation of the axle load is essential to achieve the correct body design. Optimum matching of the body to the truck is only possible if the vehicle is weighed before any work on the body is commenced. The weights obtained from this can then be used in an axle load calculation. The weights given in the sales documents are only for vehicles with standard equipment. Build tolerances can occur, see point 3.17 in the section “Deﬁ nitions, dimensions and weights”.

The vehicle must be weighed:

• Without the driver

• With a full fuel tank

• With the handbrake released and the vehicle secured with chocks

• If ﬁ tted with air suspension, raise the vehicle to normal driving position

• Lower any liftable axles

• Do not actuate any moving-off aid.

When weighing, observe the following sequences:

• Two-axle vehicles

- 1st axle

- 2nd axle

- the whole vehicle as a check

• Three-axle vehicles with two rear axles

- 1st axle

- 2nd and 3rd axles

- the whole vehicle as a check

• Four-axle vehicles with two front and two rear axles

- 1st and 2nd axles

- 3rd and 4th axles

- the whole vehicle as a check.

3.22 Weighing vehicles with trailing axles

The weights stated in the sales documents and the MANTED® documents for vehicles with trailing axles have been calculated with the trailing axle lowered. The distribution of axle loads to the front and driven axle after the trailing axle is lifted is to be determined either by weighing or by calculation. An example of a calculation is given in the „Calculations“ section.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 27

4. Modifying the chassis

To provide customers with the products they want, additional components sometimes need to be installed, attached or modiﬁ ed. For uniformity of design and ease of maintenance, we recommend that original MAN components be used whenever this is in accordance with the vehicle’s design and ratings. Department VE is responsible for advising on the installation of additional components; see the „General“ chapter for further details. To keep maintenance work as low as possible, we recommend using components that have the same maintenance intervals as the MAN chassis. If necessary, consult component manufacturers regarding the co-ordination of maintenance intervals and obtain their consent.

4.1 Safety at work

Accident prevention regulations must be observed, in particular:

• Do not breathe in any harmful gases/fumes, such as exhaust gas, harmful substances released during welding or fumes from cleaning agents and solvents; extract them from the work area using suitable equipment.

• Secure the vehicle to prevent it from rolling.

• Make safe any equipment when removing it.

• Observe the special handling regulations for vehicles with natural gas engines, see section 4.14 „Gas engines“ in this chapter.

4.2 Corrosion protection

Surface and corrosion protection affects the service life and appearance of the product. In general, the quality of the coatings on body components should be equal to that of the chassis. In order to fulﬁ l this requirement, the MAN Works Standard M 3297 “Corrosion protection and coating systems for non-MAN bodies” is binding for bodies that are ordered by MAN. If the customer commissions the body, this standard becomes a recommendation only. Should the standard not be observed, MAN provides no guarantee for any consequences. MAN works standards can be obtained from the ESC Department (see „Publisher“ above). Series production MAN chassis are coated with environmentally friendly, water-based 2-component chassis top-coat paints. Drying temperatures range up to approx. 80°C. To guarantee uniform coating the following coating structure is required for all metal component assemblies on the body and subframe and whenever modiﬁ cations to the chassis frame have been carried out:

• Bright (SA 2.5) metallic component surface

• Primer coat: 2-component epoxy primer, approved in accordance with MAN works standard M 3162-C, or, if possible cathodic dip painting to MAN works standard M 3078-2, with zinc phosphate pre-treatment

• Top coat: 2-component top-coat paint to MAN works standard M 3094, preferably water-based; if there are no facilities for this, then solvent-based paint is also permitted. In place of primer and top coat galvanising the bodywork substructure (e.g. frame side members, cross members and corner plates) is also possible. The coating thickness must be >= 80 μm.

See the relevant data sheets from the paint manufacturer for information on tolerances for drying and curing times and temperatures. When selecting and combining different metals (e.g. aluminium and steel) the effect of the electrochemical series on the occurrence of corrosion at the boundary surfaces must be taken into consideration (insulation). The compatibility of materials must also be taken into consideration; e.g. the electrochemical series (cause of galvanic corrosion).

After all work on the chassis has been completed:

• Remove any drilling swarf

• Remove burrs from the edges

• Apply wax preservative to any cavities

Mechanical connections (e.g. bolts, nuts, washers, pins) that have not been painted over must be given optimum corrosion Protection.

To prevent salt corrosion whilst the vehicle is stationary during the body-building phase all chassis must be washed with clean water to remove any salt residues as soon as they arrive at the body manufacturer.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 28

4.3 Storage of vehicles

If chassis are to be stored for 3 months or more they must be treated in accordance with MAN standard M3069 Part 3 ‘Temporary corrosion protection; commercial vehicles in interim storage’. Please contact the nearest MAN centre/authorised workshop for instructions on how to carry out this procedure correctly.

For vehicles that are to be stored follow the instructions contained in the „Handling batteries“ section of chapter 6 „Electrics, wiring“, depending on how long the vehicle is to be stored.

4.4 Materials and frame data

4.4.1 Materials for frames and subframes

For the purposes of achieving standardised designations in Europe, the European Committee on Standardisation (CEN) has developed new standards for steel. These include the principal general (DIN EN 10025) and ﬁ ne-grain structural steels (DIN EN 10149) used in commercial vehicle construction. These replace the DIN/SEW designations used to date. The material numbers have been adopted by the European Standards Organisation and are unchanged; the short name of a material can therefore be found if the material number is known. The following steels are used for the frame/subframe:

Tabl e 2 0: Steels and their short designations, according to the old and new standard

Material

No.

Old material

designation

Old

standard

0,2

[N/mm2]

0,2

[N/mm2]

New

material

New

standard

Suitability for chassis frame

/subframe

designation

1.0037 St37-2* DIN 17100 ≥ 235 340-470 S235JR DIN EN 10025 not suitable

1.0570 St52-3 DIN 17100 ≥ 355 490-630 S355J2G3 DIN EN 10025 well suited

1.0971 QStE260N* SEW 092 ≥ 260 370-490 S260NC DIN EN 10149-3 only for L2000 4x2, not for point loads

1.0974 QStE340TM SEW 092 ≥ 340 420-540 (S340MC) not for point loads

1.0978 QStE380TM SEW 092 ≥ 380 450-590 (S380MC) well suited

1.0980 QStE420TM SEW 092 ≥ 420 480-620 S420MC DIN EN 10149-2 well suited

1.0984 QStE500TM SEW 092 ≥ 500 550-700 S500MC DIN EN 10149-2 well suited

* For strength reasons, materials S235JR (St37-2) and S260NC (QStE260N) respectively are not suitable or only suitable to a limited degree. They are therefore only permitted for subframe longitudinal and cross members that are subject only to line loads from the body. Mounted equipment with locally applied forces such as tail-lifts, cranes and cable winches always requires the use of steels with a yield point of σ

> 350 N/mm².

0,2

4.4.2 Frame data

Table 21 is organised such that a frame proﬁ le code can be found under the respective model number and wheelbase. The frame proﬁ le data are then listed in Table 22 under this code.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 29

Tabl e 21: Allocation of frame proﬁ le codes

Tonnage Model Design Wheelbase Proﬁ le code

L2000

9t L20

10t

* Models L20, L21, L33, L34 have proﬁ le code 13 if: sufﬁ x = LLS (semitrailer) or sufﬁ x = LK-LV (preparation for loading crane in front of load platform) or wheelbase = 3000 or wheelbase ≥ 4.600

M2000L

12t L70

14t

14t 15t L81

18t

18t 20t L84

26t L95 DLC 27

L20 L21 L33 L34 L22 L23

L21 L33 L34

L24 L25 L35 L36 L26 L27

L71 L72 L73

L74 L75 L76 L77 L79 L80

L82 L83 L84 L86

L87 L88 L89 L90

L86

LC LLC LLC

LAC, LAEC LAC, LAEC

LC, LK

LC, LK LLC, LLS LLC, LLS

LC, LK

LC, LK LLC, LLS LLC, LLS

LAC, LAEC LAC, LAEC

LC, LK

LC, LK LLC, LLK LLC, LLK

LC, LK

LC, LK LLC, LLK LLC, LLK

LLLC

LAC, LAK

LC, LK

LC, LK LLC, LLK LLC, LLK

LLLC

LC, LK LLC, LLK

LLLC

LAC, LAK

LNLC

LNLLC

all

except*

all

all 13

all

all 5

< 4.500 ≥ 4.500

all

< 4.500 ≥ 4.500

< 5.500 ≥ 5.500

all

3.675+1.350

> 3.675+1.350

27 28 26

L2000 M2000 F2000 construction period 1992-2005 (according to model) 30

Tabl e 21: Allocation of frame proﬁ le codes

Tonnage Model Design Wheelbase Proﬁ le code

M2000M

14t M31

M32 M32 M33 M34

M38

18t

M39 M40

18t

M41 M42

25t

M43 M44

F2000

T01 T02 T03

19t

T04 T31 T32 T33 T34 T62

19t

T20 T50

23t

6x2

T05 T35

T06 T07

26t

6x2

T08 T36 T37 T38 T09

26t

6x4

T10 T39 T40 T70

T12

27/33t

6x4 6x6

T18 T42 T48 T72 T78

40t

6x4 / 6x6 32/35/41t

8x4

T43 T44

T15 T16 T45 T46

MC, MK

MLC MLS

MLLC

MAC, MAK

MC, MK

MLC, MLS

MLLC

MAC, MAK

MNLC

MNLLC

MVLC

FLL

FL FLL FLL

FNLL FNLL

FNL

FNLL

FVL FNL

FNLL

FVL

DFL

DF DFL DFL

DFA

DF DFA

< 5.750 ≥ 5.750

all

all 28

≤ 4.800 > 4.800

all

all 23

all

(if required,depending on

chassis)

all

except

DFC:

≥ 3.825+1.400

DFAC:

≥ 4.025+1.400

all 24

all

except

VF-TM

VF/N-HK

19 19 27 19 19

27 28 26

23 22

22 23

24 22

23 23

L2000 M2000 F2000 construction period 1992-2005 (according to model) 31

Tabl e 21: Allocation of frame proﬁ le codes

Tonnage Model Design Wheelbase Proﬁ le code

E2000

19t

4x2

19t

4x4

26t 6x2/4 6x2-4 6x4-4 6x4/4

6x4/2 6x6/2

28t 6x4-4 6x6-4

30/33t

6x4, 6x6

32 t 8x2/4

8x2/6 8x4/4

33t 6x2/2 6x4/2

33t 6x6-4

32t / 35t E73 FVNL all 22

35t E88 VFL all 22

35t / 41t

50t

41t E75

42t E74

50t E77

E51 E61 E52 E62

E42

E53 E63 E56 E66 E40

E47 E67

E50 E60

E55 E65

E59 E69 E99 E72

E58 E68

E95

E78

E79

FLK/M, FLS/M

FALS, FALK

FVLC

FNLC

FAVLC, FAVLK

DFARC, DFRS

DFRLS FANLC

FNALC

FNALC DFALC

VFNLC

VFLC

DFL

DFAP

VFA

DFVS

DFVLS

VFP

VFAP VFVP

VFAVP

all

all 29

≤ 2.600

> 2.600

all

35t / 41t

50t

all 29

23 22

22 29

L2000 M2000 F2000 construction period 1992-2005 (according to model) 32

Fig. 9: Explanation of proﬁ le data ESC-128

Surface centre of gravity S

Note:

1) Upper and lower ﬂ anges 13 mm thick

2) Outer radius 10mm

Tabl e 2 2: Proﬁ le data for longitudinal frame members

No H

[mm]h[mm]

1 220 208 80 85 6 10 17 420 480…620 2.171 21 110 1.503 138 135 135 64 21

2 222 208 80 80 7 10 20 420 480…620 2.495 20 111 1.722 155 155 142 71 24

3 222 208 75 75 7 10 19 420 480…620 2.425 18 111 1.641 148 148 118 66 21

4 224 208 75 75 8 10 22 420 480…620 2.768 19 112 1.883 168 168 133 70 24

5 220 208 70 70 6 10 16 420 480…620 2.021 16 110 1.332 121 121 85 53 16

6 322 306 80 80 8 10 29 420 480…620 3.632 17 161 4.821 299 299 176 104 28

7 262 246 78 78 8 10 24 420 480…620 3.120 18 131 2.845 217 217 155 86 26

8 260 246 78 78 7

9 224 208 80 80 8 10 22 420 480…620 2.848 20 112 1.976 176 176 160 80 27

10 262 246 80 80 8 10 25 420 480…620 3.152 19 131 2.896 221 221 167 88 27

11 273 247 85 85 7

12 209 200 65 65 4,5 8 11 260 420 1.445 15 105 868 83 83 52 35 10

13 210 200 65 65 5 8 13 260 420 1.605 15 105 967 92 92 58 39 12

14 220 208 70 80 6 10 16 420 480…620 2.081 18 107 1.399 124 124 105 58 17

15 222 208 70 80 7 10 19 420 480…620 2.425 18 108 1.638 144 144 120 67 19

16 234 220 65 65 7 8 19 420 480…620 2.381 15 117 1.701 145 145 80 53 16

17 220 208 75 75 6 10 16 420 480…620 2.081 18 110 1.400 127 127 103 57 18

18 218 208 70 70 5 10 13 420 480…620 1.686 16 109 1.105 101 101 72 45 13

19 222 208 70 70 7 10 18 420 480…620 2.355 17 111 1.560 141 141 97 57 18

20 260 246 70 70 7 10 21 420 480…620 2.621 15 130 2.302 177 177 101 67 18

21 210 200 65 65 5 8 13 420 480…620 1.605 15 105 967 92 92 58 39 12

22 330 314 80 80 8 10 29 420 480…620 3.696 17 165 5.125 311 311 177 104 28

23 270 254 80 80 8 10 25 420 480…620 3.216 18 135 3.118 231 231 168 93 27

24 274 254 80 80 10 10 31 420 480…620 4.011 19 137 3.919 286 286 204 107 33

25 266 254 80 80 6 10 19 420 480…620 2.417 18 133 2.325 175 175 130 72 21

26 224 208 70 70 8 10 21 420 480…620 2.688 17 112 1.789 160 160 109 64 21

27 268 254 70 70 7 10 21 420 480…620 2.677 15 134 2.482 185 185 102 68 19

[mm]

[mm]t[mm]R[mm]G[kg/m]

0,2

[N/mm2]

[N/mm2]A[mm2]

[mm]

[cm4]

[cm3]

[cm4]

[cm3]

10 21 420 480…620 2.733 18 130 2.481 191 191 138 77 23

31 355 510 3.836 26 136 4.463 327 327 278 108 47

[cm3]

L2000 M2000 F2000 construction period 1992-2005 (according to model) 33

Tabl e 2 2: Proﬁ le data for longitudinal frame members

No H

[mm]h[mm]

28 270 254 70 70 8 10 24 420 480…620 3.056 17 135 2843 211 211 114 76 21

29 334 314 80 80 10 10 36 420 480…620 4.611 16 167 6.429 385 385 215 126 34

30 328 314 80 80 7 10 25 420 480…620 3.237 16 164 4.476 273 273 158 99 25

31 270 254 85 85 8 10 26 500 550…700 3.296 20 135 3.255 241 241 201 101 31

32 270 251 85 85 9,5 10 30 500 550…700 3.879 21 135 3.779 280 280 232 110 36

33 334 314 85 85 10 10 37 420 480…620 4.711 19 167 6.691 401 401 257 135 39

34 270 256 85 85 6,8 10 22 500 550…700 2.821 19 135 2.816 209 209 174 92 26

35 220 212 70 70 4 10 11 420 480…620 1.367 16 110 921 84 84 59 37 11

36 220 211 70 70 4,5 10 12 420 480…620 1.532 16 110 1.026 93 93 65 41 12

37 220 206 70 70 7 10 18 420 480…620 2.341 17 110 1.526 139 139 97 57 18

38 220 204 70 70 8 10 21 420 480…620 2.656 17 110 1.712 156 156 108 64 20

39 270 256 70 70 7 10 21 420 480…620 2.691 15 135 2.528 187 187 102 68 19

40 270 256 70 70 7 10 21 500 550…700 2.691 15 135 2.528 187 187 102 68 19

41 270 254 70 70 8 10 24 420 480...620 3.056 15 135 2.843 211 211 114 76 21

[mm]

[mm]t[mm]R[mm]G[kg/m]

0,2

[N/mm2]

[N/mm2]A[mm2]

[mm]

[cm4]

[cm3]

[cm4]

[cm3]

4.5 Modifying the frame

4.5.1 Drill holes, riveted joints and screw connections on the frame

[cm3]

If possible, use the holes already drilled in the frame. No drilling should be carried out in the ﬂ anges of the frame longitudinal member proﬁ les, i.e. in the upper and lower ﬂ anges (see Fig. 11). The only exception to this is at the rear end of the frame, outside the area of all the parts ﬁ tted to the frame that have a load-bearing function for the rearmost axle (see Fig. 12). This also applies to the subframe.

It is possible to drill holes along the entire usable length of the frame (see Fig. 13). However, the permissible distances between holes must be adhered to as illustrated in Fig. 14.

After drilling, rub down all holes and remove any burrs.

Several frame components and add-on components (e.g. corner plates with cross member, shear plates, platform corner pieces) are riveted to the frame during production. If modiﬁ cations to these components need to be carried out afterwards, screw connections with a minimum strength class of 10.9 and mechanical locking device are permitted. MAN recommends double nip countersunk bolts/nuts. The manufacturer’s stipulated tightening torque must be observed. If double nip countersunk bolts are reinstalled then new bolts/nuts must be used on the tightening side. The tightening side can be recognised by slight marks on the bolt’s nips or nut ﬂ ange (see Fig. 10).

L2000 M2000 F2000 construction period 1992-2005 (according to model) 34

Fig. 10: Marks on the bolt’s nips on the tightening side ESC-216

Alternatively, it is possible to use high-strength rivets (e.g. Huck®-BOM, blind fasteners) – manufacturers’ installation instructions must be followed. The riveted joint must be at least equivalent to the screw connection in terms of design and strength.

In principle it is also possible to use ﬂ ange bolts. MAN draws your attention to the fact that such ﬂ ange bolts place high requirements on installation accuracy. This applies particularly when the grip length is short.

Fig. 11: Frame drill holes in the upper and lower ﬂ ange ESC-155

L2000 M2000 F2000 construction period 1992-2005 (according to model) 35

Fig. 12: Drill holes at frame end ESC-032

Fig. 13: Drill holes along the entire length of the frame ESC-069

L2000 M2000 F2000 construction period 1992-2005 (according to model) 36

Fig. 14: Distances between drill holes ESC-021

Ød

b b

b b a a

a ≥ 40

b ≥ 50 c ≥ 25

4.5.2 Cut-outs in the frame

No cut-outs may be made on the frame longitudinal and cross members (see Fig. 15).

The function of the frame cross members must not be adversely affected. Therefore cut-outs are not permitted and drill holes and openings are only permitted to a limited extent. For examples, see Figs. 16 and 17.

Under no circumstances make openings or drill holes in cross members made of tubular proﬁ le sections.

Fig. 15: Cut-outs on the frame ESC-091

L2000 M2000 F2000 construction period 1992-2005 (according to model) 37

Fig. 16: Making an opening at the top of the frame cross member ESC-125 Fig. 17: Making an opening at the bottom of the frame cross member ESC-124

4.5.3 Schweißen am Rahmen

Welders must have specialist knowledge in chassis welding. The workshop must therefore employ suitably trained and qualiﬁ ed personnel to carry out the required welding work (e.g. in Germany, according to the DVS leaﬂ ets 2510 – 2512 “Carrying out repair welding work on commercial vehicles”, available from the DVS publishing house).

No welding work is permitted on the frame and axle mounting components other than that described in these guidelines or in the MAN repair instructions. Welding work on components that are subject to design approval (e.g. coupling devices) may only be carried out by the design approval holder – normally the manufacturer or importer. The special handling instructions for vehicles with natural gas engines must be observed, see section 5.14 „Gas engines“.

The frames of MAN commercial vehicles are made from high-strength ﬁ ne-grain steels. The ﬁ ne-grain steels used during manufacture are well suited to welding. Performed by a qualiﬁ ed welder, the MAG (metal-active gas) and MMA (manual metal arc) welding methods ensure high quality, long lasting welded joints.

Recommended welding materials:

MAG SG 3 welding wire MMA B 10 electrode

It is important to prepare the area of the weld thoroughly before welding so that a high-quality joint can be achieved. Heat-sensitive parts must be protected or removed. The areas where the part to be welded joins the vehicle and the earth terminal on the welding equipment must be bare; therefore any paint, corrosion, oil, grease, dirt, etc., must be removed. Only direct current welding may be employed; note the polarity of the electrodes.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 38

Fig. 18: Protecting heat-sensitive parts ESC-156

Plastic Tube

Pipes/wires (air, electric) around the area of the weld must be protected against heat. It is better to remove them completely.

Do not carry out any welding if the ambient temperature falls below +5°C.

No undercuts are to be made whilst carrying out welding work (see ﬁ llet welds, Fig. 19). Cracks in the weld seam are not permitted. Joint seams on the longitudinal members are to be made as V or X seams in several passes (see Fig. 20). Vertical welds should be carried out from bottom to top (see Fig. 21).

Fig. 19: Undercuts ESC-150 Fig. 20: Welding an X and Y seam ESC-003

at least 2 passes

No undercuts

Root pass

L2000 M2000 F2000 construction period 1992-2005 (according to model) 39

Fig. 21: Vertical welds on the frame ESC-090

Direction of welding

To prevent damage to electronic assemblies (e.g. alternator, radio, ABS, EDC, ECAS), adhere to the following procedure:

• Disconnect the battery positive and negative leads; join the loose ends of the cables together (- with +)

• Turn on the battery master switch (mechanical switch) or bypass the electric battery master switch on the solenoid (disconnect cables and join together)

• Attach the earth clip of the welding equipment directly to the area to be welded, ensuring there is good conductivity

• If two parts are to be welded together connect them together ﬁ rst, ensuring good conductivity (e.g. connect both parts to the earth clip)

• Electronic components and assemblies do not have to be disconnected if the above-mentioned requirements are followed.

4.5.4 Modifying the frame overhang

When the rear overhang is modiﬁ ed, the centre of gravity of the payload and the body shifts and as a result the axle loads change. Only an axle load calculation can show whether this is within the permissible range. Such a calculation is therefore essential and must be carried out before beginning the work. A specimen axle load calculation can be found in chapter 8 „Calculations“.

If the frame overhang is to be extended, the proﬁ le section to be welded on must be of a similar material quality to the original frame longitudinal members (see Tables 21 and 22). A minimum of S355J2G3 = St 52-3 (Table 20) is required.

Extending the overhang with several proﬁ le sections is not permitted. If the overhang has already been extended, the frame longitudinal member is to be removed right back to its original length. The overhang is then to be extended by the required amount by attaching a new proﬁ le section of the appropriate length (see Fig. 22).

Wiring harnesses with appropriate ﬁ ttings are available from MAN for frame extensions. They can be obtained from the spare parts service. Only wiring harnesses with so-called seal connectors are permitted. Observe the instructions in the „Electrics, wiring“ chapter regarding cable routing.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 40

Fig. 22: Extending the frame overhang ESC-093

Frame overhang

If it is intended to extend vehicles with short overhangs, the existing cross member between the rear spring hangers must be left in place.

An additional frame cross member must be ﬁ tted if the distance between the cross members is more than 1.500 mm (see Fig. 23). A tolerance of +100mm is permitted. There must always be an end cross member ﬁ tted.

Fig. 23: Max. distance between frame cross members ESC-092

≤ 1500

If both the frame overhang and the subframe are being extended at the same time, the weld seams or connection points must be at least 100mm apart with the subframe weld seam being located forward of the frame weld seam (see Fig. 24).

L2000 M2000 F2000 construction period 1992-2005 (according to model) 41

Fig. 24: Extending the frame and the subframe ESC-017

Direction of travel

min. 100

Even if a frame overhang has been extended the standard trailer load remains the same. When the frame overhang is shortened, the largest possible technical trailer load is possible.

The rear end of the frame may be tapered as in Fig. 25 The resulting reduced cross-section of the longitudinal frame member proﬁ l e must still be of sufﬁ cient strength. No tapers are allowed in the vicinity of the axle locating parts.

Fig. 25: Tapered frame end ESC-108

Interior height ≥ end cross member height

≤ 30

≤ 800

No taper in the area of axle location parts

The rear ends of the chassis and body longitudinal members must be closed up with suitable coverings. Suitable coverings are, for example, metal plates or caps of rubber or suitable plastics (see e.g. §32 StVZO „Guidelines on the quality and ﬁ tting of external vehicle components“, note no. 21). This does not apply to body longitudinal members if they are set back or protected by the respective cross member or other suitable constructions.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 42

4.6 Modiﬁ cations to the wheelbase

The wheelbase inﬂ uences the load on the front and rear axles and thereby the static design and the driving and braking dynamics of the vehicle. Before carrying out any modiﬁ cations to the wheelbase, therefore, it is essential that an axle load calculation is carried out. A specimen axle load calculation is contained in chapter 9 „Calculations“.

Modiﬁ cations to the wheelbase can be made by:

• Moving the entire rear axle assembly

• Disconnecting the longitudinal frame members and adding or removing a section of frame.

On models that have rod-type steering linkage to the trailing/leading axle (e.g. 6x2/4 M44, T08, T38, L84, L86), the steering linkages must be re-designed. MAN cannot provide assistance if the intended wheelbase is not available ex works.

On models with „ZF-Servocom® RAS“ hydraulic positive trailing-axle steering (e.g. 6x2-4 T35 T36, T37) depending upon the extent of the wheelbase modiﬁ cation, steering arms with different steering angles must be ﬁ tted to the 1st and 2nd axles, according to Table 23.

Tabl e 2 3: Steering arms on 6x2-4 with ZF-Servocom® RAS trailing-axle steering

Wheelbase [mm] 1st - 2nd axle Steering arm Product number Steer angle - trailing axle

≤ 4.100 81.46705.0366 16,5

4.100 ≤ 5.000 81.46705.0367 15

> 5.000 - max. 6.000 81.46705.0368 12

If changing the wheelbase involves disconnecting the frame longitudinal members, the weld seams must be secured with angle inserts, in accordance with Fig. 26 or Fig. 27. On frames with factory-ﬁ tted inserts, the retroﬁ tted insert is to be butt-welded to the factory-ﬁ tted insert as shown in the drawing. In this case, the weld seam for the inserts must not be in the same place as the weld seam for the frame.

The new wheelbase must remain between the minimum and maximum standard wheelbase for a comparable production vehicle (as deﬁ ned by model number, see Chapter 3 „General“).

If the new wheelbase is the same as a standard wheelbase, the layout of the propshafts and the cross members must be the same as for the standard wheelbase.

If the vehicle with the comparable standard wheelbase has a stronger frame, then the frame of the vehicle with the modiﬁ ed wheelbase must be reinforced so that at the very least the same section modulus and planar moment of inertia can be achieved. This is done by selecting a corresponding subframe and a suitable joint between the truck frame and the subframe, e.g. a ﬂ exible or rigid connection (see „Bodies“ booklet).

The frame should not be disconnected in the area around:

• Points where loads are introduced

• Modiﬁ cations to the proﬁ le section (bends in the frame – minimum distance 200mm)

• Axle locating system and suspension (e.g. spring hangers, trailing arm mountings), minimum distance 200mm

• Frame inserts (for exception, see above)

• Transmission mountings (including transfer cases on all-wheel drive vehicles).

Wiring harnesses with appropriate ﬁ ttings are available from MAN for frame extensions. These make the necessary changes to the wiring layout considerably easier. See also Chapter 6 „Electrics, wiring“ for cable routing.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 43

Fig. 26: Shortening the wheelbase ESC-012

≥550

≥50

Use the existing drill holes in the frame in the vicinity of the angle

inserts. Distance between drill holes ≥ 50, Distance between edges ≥ 25

Level the weld seam where parts should be in contact.

Weld seam by assessment group BS, DIN 8563, part 3.

≥25

≥50

≥25

Use proﬁ le sections with equal ﬂ ange lenghts.

Width is the same as the inner width of the frame. Tolerance - 5 mm. Thickness same as frame thickness. Tolerance -1. Material min. S355J2G3 (St52-3)

≥40

L2000 M2000 F2000 construction period 1992-2005 (according to model) 44

Fig. 27: Extending the wheelbase ESC-013

Use the existing frame drill holes in the area of the angle inserts.

Angle inserts must be of one piece. Distance between drill holes ≥ 50, edge distance ≥ 25

Level the weld seam where parts should be in contact.

Weld seam by assesment group BS, DIN 8563, part 3.

≥300

≥50

≥375

≥25

≥50

≥25

Use proﬁ le sections with equal ﬂ ange lengths.

Width is the same as the inner width of the frame. Tolerance -5. Rolled sections are not permitted. Thickness same as frame thickness. Tolerance -1. Material S355J3G3 (St52-3)

Extend the wheelbase using a section of the original frame longitudinal member.

Material as stated in the Guide to Fitting Bodies, frame proﬁ le list. Observe max. distance between frame cross members as stated in the Guide to Fitting Bodies.

≥40

L2000 M2000 F2000 construction period 1992-2005 (according to model) 45

4.7 Retroﬁ tting equipment

The manufacturer of the equipment must obtain MAN’s agreement regarding its installation. MAN’s approval must be made available to the workshop carrying out the work. The workshop is obliged to request MAN’s approval from the equipment manufacturer. If there is no approval, then it is the responsibility of the equipment manufacturer and not the workshop carrying out the work, to obtain it.

Under no circumstances does MAN accept responsibility for the design or for the consequences of non-approved retroﬁ tted equipment. The conditions stated in this Guide and in the approvals must be followed. Only under these conditions will MAN accept warranty for its share of the delivery. The body manufacturer is responsible for the parts that he supplies, for carrying out the work and for any possible consequences. As part of his supervision obligations, the body manufacturer is also responsible for other companies working on his behalf.

An approval procedure must include documents which contain a sufﬁ cient amount of technical data and which it is possible to inspect. Such documents include approvals, test reports and other similar documents that have been drawn up by the authorities or other institutions.

Approvals, reports and clearance certiﬁ cates that have been compiled by third parties (e.g. TÜV, DEKRA, authorities, test institutes) do not automatically mean that MAN will also issue approval. MAN can refuse approval even though third parties have issued clearance certiﬁ cates.

Unless otherwise agreed, approval only refers to the actual installation of the equipment. Approval does not mean that MAN has checked the entire system with regard to strength, driving performance etc., or has accepted warranty. The responsibility for this lies with the company carrying out the work, since the end product is not comparable with any MAN production vehicle.

Retroﬁ tting of equipment may change the vehicle’s technical data. The equipment manufacturer and/or the company carrying out the work is responsible for calculating and issuing this new data, e.g. for obtaining data for subframe dimensioning or the ﬁ tting of tail-lifts and loading cranes.

Adequate service and operating instructions must be provided. We recommend co-ordinating the maintenance intervals for the equipment with those for the vehicle.

4.8 Retroﬁ tting of leading and trailing axles

The installation of additional axles and the repositioning of steerable front axles together with the removal of axles is not permitted. Such conversions will be carried out by MAN Nutzfahrzeuge AG with suppliers.

4.9 Propshafts

Jointed shafts located in areas where people walk or work must be encased or covered.

4.9.1 Single joint

When a single cardan joint, universal joint or ball joint is rotated uniformly whilst bent it results in a non-uniform movement on the output side (see Fig. 28). This non-uniformity is often referred to as cardan error. The cardan error causes sinusoidal-like ﬂ uctuations in rotational speed on the output side. The output shaft leads and trails the input shaft. The output torque of the propshaft ﬂ uctuates in line with this, despite constant input torque and input power.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 46

Fig. 28: Single joint ESC-074

Because acceleration and deceleration occur twice during each revolution, this type of propshaft and layout cannot be permitted for attachment to a power take-off. A single joint is feasible only if it can be proven without doubt that because of the

• mass moment of inertia

• rotational speed and

• the angle of deﬂ ection

the vibrations and loads are not signiﬁ cant.

4.9.2 Jointed shaft with two joints

The non-uniformity of the single joint can be compensated for by combining two single joints in one propshaft. However, full compensation of the movement can be achieved only if the following conditions are met:

• Both joints have the same working angle, i.e. ß1 = ß

• The two inner yokes of the joint must be in the same plane

• The input and output shafts must also be in the same plane, see Figs. 29 and 30.

All three conditions must always be met simultaneously so that the cardan error can be compensated for. These conditions exist in the so-called Z and W arrangements (see Figs. 29 and 30). The common working plane that exists for Z or W arrangements may be freely rotated about the longitudinal axis.

The exception is the three-dimensional propshaft layout, see Fig. 31.

Fig. 29: W propshaft layout ESC-075

common

deﬂ ection plane

L2000 M2000 F2000 construction period 1992-2005 (according to model) 47

Fig. 30: Z propshaft layout ESC-076

common

deﬂ ection plane

4.9.3 Three-dimensional propshaft layout

If the input and output shafts are not in the same plane the layout is three-dimensional. The centre lines of the input and output shafts are not parallel. There is no common plane and therefore, to compensate for the ﬂ uctuations in angular velocity, the inner yokes (forks) of the joint must be offset by angle „γ“ - see Fig. 31.

Fig. 31: Three-dimensional propshaft layout ESC-077

Angle of offset

Plane I

Plane II

formed by shafts 2 and 3

formed by shafts 1 and 2

Fork in plane I Fork in plane II

The condition that the resulting working angle ßR1 on the input shaft must be exactly the same as the working angle ßR2 on the output shaft still applies.

Therefore:

= ßR2.

Where:

ß ß

= three-dimensional angle of shaft 1

= three-dimensional angle of shaft 2

Three-dimensional working angle ß

is a function of the vertical and horizontal angle of the propshafts and is calculated as:

L2000 M2000 F2000 construction period 1992-2005 (according to model) 48

Formula 10: Three-dimensional working angle

tan

= tan2 ß

+ tan2 ßh

The required angle of offset γ can be calculated using the joint angles in the horizontal and vertical planes as follows:

Formula 11: Angle of offset γ

tan ß tan γ1 = ; tan γ tan ß

γ1

tan ß

; γ = γ1 + γ

γ2

Where:

ß ß ß γ = Angle of offset.

= Three-dimensional working angle

= Vertical working angle

= Horizontal working angle

Note:

In the case of three-dimensional offset of a propshaft with two joints only the three-dimensional working angles need to be equal. In theory therefore, an inﬁ nite number of layout options can be achieved from the combination of the vertical and horizontal working angles. We recommend that the manufacturers’ advice be sought for determining the angle of offset of a three-dimensional propshaft layout.

4.9.3.1 Propshaft train

If the design dictates that greater lengths have to be spanned, propshaft systems comprising two or more shafts may be used. Fig. 32 shows three basic forms of propshaft system in which the position of the joints and the drivers with respect to each other were assumed to be arbitrary. Drive dogs and joints are to be matched to each other for kinematic reasons. Propshaft manufacturers should be consulted when designing the system.

Fig. 32: Propshaft train ESC-078

L2000 M2000 F2000 construction period 1992-2005 (according to model) 49

4.9.3.2 Forces in the propshaft system

The joint angles in propshaft systems inevitably introduce additional forces and moments. If a telescoping propshaft is extended or compressed whilst under load whilst under load further additional forces will be introduced.

Dismantling the propshaft, twisting the two halves of the shaft and then putting them back together again will not compensate for the imbalances, it is more likely to exacerbate the problem. Such „trial and error“ may cause damage to the propshafts, the bearings, the joint, the splined shaft proﬁ le and assemblies. It is therefore essential that the markings on the propshaft are observed. The marks must therefore be aligned when the joints are ﬁ tted (see Fig. 33).

Fig. 33: Marking on propshaft ESC-079

Do not remove existing balancing plates and do not confuse propshaft parts otherwise imbalances will occur again. If one of the balancing plates is lost or propshaft parts are replaced, the propshaft should be re-balanced.

Despite careful design of a propshaft system, vibrations may occur that may cause damage if the cause is not eliminated. Suitable measures must be used to cure the problem such as installing dampers, the use of constant velocity joints or changing the entire propshaft system and the mass ratios.

4.9.4 Modifying the propshaft layout in the driveline of MAN chassis

Body manufacturers normally modify the propshaft system when:

• Modifying the wheelbase as a retroﬁ t operation

• Installing retarders

In such cases the following must be observed:

• The working angle of each cardan shaft in the driveline must be 7° maximum in each plane when loaded.

• If propshafts are to be extended the entire propshaft system must be re-designed by a propshaft manufacturer.

• Every propshaft must be balanced before installation.

• Any modiﬁ cation to the lightweight propshaft system on the L2000 4x2 range (for deﬁ nition, see „General“ chapter) may be carried out only by Eugen Klein KG (www.klein-gelenkwellen.de) or its authorised representatives.

• When installing retarders, the retarder manufacturer must submit an approval from MAN. The details stated in the approval must also be adhered to by the workshops carrying out the work.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 50

4.10 Central lubrication system

Chassis can be factory-ﬁ tted with BEKA-MAX central lubrication systems. It is possible to connect body-mounted equipment (e.g. ﬁ fth-wheel coupling, loading crane, tail-lift). However, only pump units, progressive distributors and metering valves having MAN item numbers or those supplied by BEKA-MAX may be used.

The body manufacturer is to ensure that the required quantities of lubricant are provided, depending on:

• Number of pump strokes

• Delivery quantity per stroke and

• Pause time between strokes.

However, under no circumstance should the quantity be below that required for the chassis (= basic factory setting). Observe the BEKA-MAX instructions. These can be obtained from the MAN spare parts service (product number of German language version 81.99598.8360) or from BEKA-MAX.

4.11 Modifying the cab

4.11.1 General

Modiﬁ cations to the cab must be approved by MAN, ESC Department (see „Publisher“ above). Safety requirements have the highest priority and the safety of occupants must not be detrimentally affected under any circumstances by the modiﬁ cations. Ride comfort is to be maintained.

The tilting function of tiltable cabs should not be impaired. The radius that the outline of the cab describes during the tilting process should be maintained. The tilting radii are shown in the chassis drawings. Chassis drawings can be obtained from our MANTED® on-line system (www.manted.de) or by fax order from the ESC Department (see „Publisher“ above).

4.11.2 Extending the cab

For compact and short-haul cabs, half-cabs can be supplied, with or without windscreen.

The cab components, as delivered, would then comprise:

• Floor assembly

• Front panel with windscreen

• Sidewalls with doors

• Rear corner pillars

• Lower section of the rear wall with cab locking mechanism

• Fittings, compartments in the lower area, seats and seatbelts

• Cab suspension and tilting mechanism as for the standard cab.

The following are also available ex-works:

• Fuel tank for crew cab

• Provisional battery mounting for delivery including battery cable extension

• Package of additional parts for crew cab (with same locks as half cab and door handles and window lifters using MAN parts).

L2000 M2000 F2000 construction period 1992-2005 (according to model) 51

The body builder must:

• Re-design the cab suspension.

• Strengthen the standard cab longitudinal members.

• Move the coolant expansion tank. The coolant level must be higher than the uppermost part of the engine and passengers should not be exposed to any risk of injury from hot coolant.

• Move the oil dipstick (note ﬁ ll height) and oil ﬁ ller neck in accordance with the cab modiﬁ cation.

• Ensure that the cab can tilt sufﬁ ciently. The cab must be tilted by means of a hydraulic tilting mechanism. A minimum tilt angle of 30° is recommended. Tilted cabs must have an adequate safety mechanism.

• Compile an operating manual.

• Take account of the changed centre of gravity conditions and the body lengths.

• Calculate the new technical data for the entire vehicle.

• Assume liability for the components he has supplied and any effects they are likely to have.

MAN has developed its own chassis with driver platform for rigid connections between cabs and bodies. These have the model designation FOC, e.g. 8.163 FOC. NEOMAN has drawn up its own Guide to Fitting Bodies (www.neoman.de) for FOC chassis; this is available from the BVT Department at MAN (for address, see „Addresses“ booklet).

4.11.3 Spoilers, aerodynamics kit

It is possible to retroﬁ t a roof spoiler or an aerodynamics kit. Original MAN spoilers and aerodynamics kits can be factory-ﬁ tted but are also available for retroﬁ tting from our spare parts service. Only the proper mounting points and rain channel on the cab roof should be used. Ensure there is sufﬁ cient clamping length (rain channel). No additional holes in the cab roof are permitted.

4.11.4 Roof sleeper cabs and raised roofs

4.11.4.1 Fundamentals for the installation of roof cabs

It is possible to install roof sleeper cabs (top-sleepers) and raised roofs provided that the following conditions are met:

• Approval must be obtained from MAN. This is the responsibility of the roof cab manufacturer and not the workshop carrying out the work. Section 4.7 „Retroﬁ tting equipment“ in this chapter applies.

• The manufacturer of the roof cab is responsible for compliance with speciﬁ cations (in particular safety regulations, e.g. trade association guidelines), decrees and regulations (e.g. GGVS).

• A securing device (to prevent the cab from closing by itself when it is tilted) must be installed.

• If the tilting process differs from that for the standard MAN cab, a simple but comprehensive operating manual must be drawn up.

• The dimensions for the resulting cab centre of gravity must be complied with by the cab with its attachment, and evidence of this is to be brought - see Fig.34.

• Cab suspension that is suitable for the installation of a roof cab must already be ﬁ tted or must be retroﬁ tted for the installation of the roof cab (see Table 24). The conditions and maximum weights listed in Table 24 are to be observed.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 52

Fig. 34: Cab centre of gravity with roof sleeper cab ESC-110

825 ± 10%

Centre of gravity of top-sleeper

560

820 ± 10%

Cab ﬂ oor Cab centre

of gravity

approx. 660kg

Table 24: Cab suspensions for roof cab installation, maximum weights of ﬁ tted/installed components

825

Resulting centre of gravity

Dimension γ will be determined by the body builder

Model Model number Cab Equipment required Maximumweight, incl.

equipment

L2000 L20 - L36 Compact (K) short Cab suspension for top-sleeper 120kg

Medium (M); twin cab (D) Not possible

M2000L L70 - L95 Compact (K) short Cab suspension for top-sleeper 120kg

Medium (M); twin cab (D) Not possible

M2000M M31 - M44 Short-haul (N) short Cab suspension for top-sleeper 130kg

Long-haul (F) long Air-sprung cab suspension for

200kg

top-sleeper

F2000 T01 - T78 Short-haul (N) short Cab suspension for top-sleeper 130kg

Large-capacity (G) long Air-sprung cab suspension for

200kg

top-sleeper

A retroﬁ t conversion for the installation of roof cabs is possible. The cab suspension and tilt mechanism components required for this can be obtained from the MAN spare parts service.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 53

4.11.4.2 Roof openings

The following instructions for access openings in the roof also apply, as appropriate, for the design of other roof openings such as for the installation of glass roofs or sliding roofs.

For the installation of a roof cab, the existing opening in the cab roof can be used as an access opening, see Fig. 35. The standard roof framework and the standard cut-out in the roof panel are to be left unchanged.

Fig. 35: Normal access opening ESC-146

Enlarging the access opening is permitted, provided that the stipulations in Fig. 36 are taken into account. If longitudinal or lateral bows have to be removed and are not replaced the remaining roof frame must be stiffened with suitable reinforcements (e.g. original MAN high-roof design), so that a stable assembly is formed between the roof, front wall, side walls and rear wall.

Fig. 36: Enlarged access opening ESC-145

L2000 M2000 F2000 construction period 1992-2005 (according to model) 54

4.12 Axle location, suspension, steering

4.12.1 General

Work is not permitted on axle locating hardware and steering components such as links, steering arms, springs and their brackets and mountings on the frame.

Suspension components or spring leaves must not be modiﬁ ed or removed.

Leaf springs may be replaced only as a complete part and only in pairs (left and right-hand side). The spare part number of the leaf springs must be listed on the ALB plate; otherwise a new ALB plate, with corresponding amendments, is required.

4.12.2 Stability, body roll

Standard anti-roll bars must not be removed or modiﬁ ed.

Under certain circumstances high centre of gravity positions can also make additional stabilisation measures necessary.

A centre of gravity of payload and body which is > 1000 mm above the upper edge of the frame on the L2000 is regarded as a high centre of gravity position. On all other vehicles it is one which is > 1200 mm above the upper edge of the frame.

Depending on range and design it may be possible to supply additional stabilisation measures ex-works.

These include:

• Reinforced dampers

• Springs with higher ratings

• Additional and reinforced anti-roll bars.

Computer calculations cannot determine exactly from which centre of gravity position onwards additional stabilisation measures become necessary.

Reason:

Conventional computing methods are based on steady-state cornering. Driving situations that lead to rollovers are however quite different from steady-state cornering.

The differences are as follows:

• Steady-state cornering is seldom achieved with the typical changes in direction that occur in road trafﬁ c.

• The changes in direction are too small and too brief to enable steady-state vehicle roll.

• The rolling motions occurring at the start of a cornering manoeuvre do not decay as it progresses.

• Road surface unevenness and changes to the road inclination generate additional rolling motions.

• Steering corrections during cornering result in lateral acceleration peaks that also generation rolling motions.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 55

The steering parameters that are responsible for vehicle reactions to external inﬂ uences similarly have various effects on the roll stability of a vehicle.

The main inﬂ uencing factors are:

• The compound spring characteristic curves (including their limits) which differ from linear spring characteristics.

• The type and intensity of damping if relation to roll motion damping.

• Tyre spring rate characteristics in the vertical and horizontal plane.

• The torsional stiffness of the frame and body.

• How vehicle stabilisation is distributed across the individual axles.

In theory it is possible to calculate the rollover stability of a vehicle if the following points are known:

• All the aforesaid vehicle parameters

• The load conditions

• The curve/corner to be driven round

• All driver reactions

• All road surface unevennesses

• All changes in road inclination

• The speed curve.

Any test using a simpliﬁ ed calculation is not reliable and will lead to unusable results. MAN cannot provide any guarantee of a likely speciﬁ c cornering rollover speed.

4.13 Add-on frame components

4.13.1 Underride guard

Chassis can be factory-ﬁ tted with a rear underride guard. Alternatively, rear underride guard are not installed at the factory, in which case chassis units are ﬁ tted with a so-called „non-returnable lighting bracket“ for transporting them to the body manufacturer. The body manufacturer must himself then ﬁ t rear underride guard that complies with regulations.

MAN rear underride guards have component approval in accordance with Directive 70/221/EEC or ECE R 58. This can be seen:

• From the model number and

• From the model mark of the underride guard.

The model number and model mark are noted on a sticker on the underride guard. The following dimensional requirements are imposed for MAN underride guards to EC/ECE directives (see also Fig. 37):

• The horizontal distance between the rear edge of the underride guard and the rear edge of the vehicle (rearmost edge) must not exceed 350mm. This value takes account of the deformation occurring under the test load (in 70/221/EEC, a value of 400mm is permitted in the deformed state).

• The distance between the lower edge of the underride guard and the road surface must not exceed 550mm when the vehicle is unladen.

• Vehicles that are being transported to body manufacturers or overseas do not have to have an underride guard ﬁ tted because a special case approval has been issued.

The body manufacturer must ensure that these requirements are adhered to because the dimensions are dependent on the body.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 56

Fig. 37: Layout of underride guard ESC-056

Edge protection in this area

Holes in accordance with this Guide to Fitting Bodies

Body

≤ 350

Underride guard set back

Body

t ≥ Frame size B ≥ Holes in accordance with this Guide to Fitting Bodies

Underride guard set back and/or lower

≤ 350

≤ 550

unladen

4.13.2 Sideguards

All trucks, tractor units and their trailers with a permissible gross weight of > 3.5t and a maximum design speed of more than 25 km/h must have sideguards (including vehicles that, because of the design of the chassis, are regarded as the equivalent of trucks and tractor units).

The exceptions for the truck sector are as follows:

• Vehicles that are not yet completely manufactured (chassis being transported)

• Semitrailer tractors (not semitrailers)

• Vehicles built for special purposes where the ﬁ tting of sideguards would not be compatible with the purpose for which the vehicle is to be used.

Special vehicles in this respect include in particular vehicles with side tipper bodies. This only applies if they tip to the sides and the inner length of the body is ≤ 7.500mm Table 25 shows which tippers need sideguards and which do not.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 57

Tabl e 2 5: Types of tippers and whether they require sideguards

Length of tipper body ≤ 7.500 > 7.500 Rear tipper yes yes Roll-off/set-down skip loader yes yes Two-way tipper no yes Three-way tipper no yes

Vehicles intended for combined transport and vehicles suitable for off-road use are not exempt from the ﬁ tting of sideguards.

If the body manufacturer is to ﬁ t sideguards to the chassis, then proﬁ le sections, proﬁ le supports and installation parts are available from MAN in a variety of designs. They can be obtained from the spare parts service. To aid the design process, the maximum spans and projections for which the regulations with regards to strength have been met are stipulated in a design report (see Figs. 38 and 39). Dimension combinations for span „I“ and projection „a“ can be obtained from the diagram in Fig. 40. If the permissible dimensions as stated in the report are exceeded, then the body builder must carry out a strength test.

The ﬁ gures clarify only the dimensions with which the MAN sideguards fulﬁ l strength requirements. Other legal regulations have intentionally not been mentioned because the company that is installing the sideguards is responsible for meeting these. Further information can be obtained from Directive 89/297/EEC and, in Germany from §32c StVZO.

Fig. 38: Sideguards on L2000 and M2000 vehicles ESC 201

a a l

Fig. 39: Sideguards on M2000 and F2000 vehicles ESC 200

≤ 550

≤ 300

≤ 350

Body

a a l

≤ 550

≤ 300

L2000 M2000 F2000 construction period 1992-2005 (according to model) 58

350

400

450

500

550

600

650

700

300

500

1000

470 mm

1900 mm

2000 1500 2500

Fig. 40: Diagram for calculating spans and projections ESC-140

Maximum projections ‚a‘ as a function of span ‚T‘

Example: For a span of 1900mm and

one proﬁ le section per side,

the maximum projection is 470mm

1 proﬁ le section per side as in Fig. 38

2 proﬁ le sections per side as in Fig. 39

Span ‚T‘ [ mm ]

Projection ‚a‘ [ mm ]

L2000 M2000 F2000 construction period 1992-2005 (according to model) 59

As can be seen from the ﬁ gures, there are basically 2 layouts for the proﬁ le sections. L2000 models have one proﬁ le per side, whilst M2000L and M2000M range of vehicles must have either one or two proﬁ les, depending on the size of the wheels. All F2000 models must be ﬁ tted with two proﬁ le sections per side (for deﬁ nition of the vehicle range, see Chapter 3 „General“). Table 26 deﬁ nes which vehicles are to be ﬁ tted with which proﬁ le layout.

Tabl e 2 6: Number and layout of proﬁ le sections

Model series Wheel size Number of proﬁ le sections per side

L2000 all 1

M2000L, M2000M 17,5‘‘

19,5‘‘ 22,5‘‘

1 1 2

F2000 all 2

No brake, air or hydraulic pipes must be attached to the sideguards (see also the Chapter „Electrics, wiring“). Rounded bolts and rivets are allowed to have a maximum projection of 10mm; the rounding-off radius for all parts cut to size by the body builder must be at least 2.5mm.

If the vehicle is ﬁ tted with different tyres or different springs, the height of the guards must be checked and, if necessary, corrected. The brackets that can be supplied by MAN allow the proﬁ le section to be adjusted. They are easy to disassemble in that by loosening one central bolt for each „omega“ bracket, the entire guard, complete with mountings can be removed (see Fig. 41).

Fig. 41: Removing the sideguards with central bolt on the omega bracket ESC-154

L2000 M2000 F2000 construction period 1992-2005 (according to model) 60

4.13.3 Spare wheel

The spare wheel can be mounted at the side on the frame, at the end of the frame or on the body, provided there is sufﬁ cient space for it and the relevant national regulations permit it.

In every case,

• The legal regulations and directives must be observed.

• The spare wheel (or spare wheel lift) must be easily accessible and simple to operate.

• A double lock to prevent loss must be provided.

• The spare wheel lift is to be secured to prevent it from being lost; observe instructions in Section 4.5.1 „Rivet joints and screw connections“ (e.g. mechanical keeper, double nip countersunk bolts/nuts.)

• A minimum clearance of ≥ 200mm from the exhaust system must be observed; if a heatshield is installed, this clearance may be ≥ 100mm.

If a spare wheel is ﬁ tted at the end of the frame, the reduced rear overhang angle must be noted. The location of the spare wheel must not result in interruptions in the subframes or in their being bent at right angles or bent out to the side.

4.13.4 Wheel chocks

In Germany, §41 StVZO stipulates that wheel chocks must be included as part of the vehicle’s equipment. The corresponding regulations in other countries must be observed.

According to §41 StVZO, Section 14 the following is stipulated:

1 wheel chock on:

• Vehicles with a permissible gross weight of more than 4 t

• Two-axle trailers – apart from semitrailers and rigid drawbar trailers (including central-axle trailers) with a permissible gross weight of more than 750kg.

2 wheel chocks on:

• Three and multi-axle vehicles

• Semitrailers

• Rigid drawbar trailers (including central-axle trailers) with a permissible gross weight of more than 750kg.

Chocks must be safe to handle and sufﬁ ciently effective. They must be ﬁ tted in or on the vehicle by means of holders and must be easily accessible. The holders must prevent them from being lost and from rattling.

Hooks or chains must not be used as holders.

4.13.5 Fuel tanks

If space permits, fuel tanks can be either repositioned and/or additional fuel tanks can be ﬁ tted. However, the wheel loads should be as even as possible (see Chapter 3 „General“), where possible the fuel tanks are to be mounted opposite each other, i.e. on the left and right-hand sides on the frame. The maximum tank volume per vehicle is 1,500 litres. It is also possible to lower the tanks. If the ground clearance is affected by shifting a fuel tank, then a guard must be ﬁ tted to prevent damage to the fuel tank.

Fuel pipes are to be routed properly, see also „Electrics, wiring“ booklet. The prevailing temperatures in the areas that the vehicle will be used must be taken into account. Operation at low temperatures requires the fuel return line to be located immediately next to the intake area. This warms the intake area and is an effective means of preventing fuel from clouding (ﬂ occulation of parafﬁ n).

L2000 M2000 F2000 construction period 1992-2005 (according to model) 61

4.13.6 Liqueﬁ ed gas systems and auxiliary heaters

MAN has no objection to the proper retroﬁ tting of liqueﬁ ed gas systems for operating

• Heating systems

• Cooking systems

• Cooling systems, etc.

However, the installation must comply with the relevant national and international regulations/standards

Some examples (including, but not limited to):

• Liquid gas installations for combustion purposes in vehicles - § 29 of Accident Prevention Regulation VBG 21, Use of Liquid Gas

• § 41a StVZO Compressed Gas Installations and Pressurised Containers

• German Pressure Vessel Regulations (DruckbehV)

• German Equipment Safety Act (GSG)

• Work sheet G607 of the German Technical and Scientiﬁ c Association for Gas and Water (DVGW)

• European Standard EN 1949.

Gas cylinders must be installed in a safe place. Gas cylinders or the cylinder cabinet must not protrude above the upper edge of the frame.

Manufacturers of auxiliary heaters have their own regulations for installation and operation. MAN permits only auxiliary heaters that have also been issued with a design approval.

The installation of liquid gas systems can affect the usage options of the vehicle because, for example, some countries do not allow vehicles ﬁ tted with such systems to be driven into enclosed spaces, e.g. halls and workshops.

Other regulations, which may be speciﬁ c to certain countries, must also be taken into consideration. This applies particularly to vehicles that are used for the transportation of hazardous goods.

4.14 Gas engines: Handling of high-pressure gas installations

MAN’s vehicle range also includes truck chassis that can be operated with natural gas (in this case CNG = compressed natural gas). The engine is a four-stroke spark-ignition gas engine with a contactless transistor ignition system, ignition distributor and sparkplugs. Mixture preparation is achieved by mixture formation (outside the combustion chamber) in the central gas mixer. Exhaust aftertreatment by means of a controlled three-way catalytic converter and electrically heated lambda sensor is obligatory. The CNG engine also has an interface for intermediate speeds, the description of which can be obtained from the ESC Department (see „Publisher“ above).

The body manufacturer must comply absolutely with the following safety instructions in addition to those for vehicles with conventional diesel engines:

• Parking and workshop halls must have the necessary equipment to permit gas vehicles to enter the buildings. Information can be obtained from building authorities, hazardous goods experts from technical testing agencies (in Germany DEKRA, GTÜ, TÜV for example).

• When working on the electrical system, the battery must be disconnected for safety reasons; before disconnecting the battery, ventilate the battery box well (explosive gas); if necessary blow it out with compressed air.

• The compressed gas tank is ﬁ tted with an overpressure safety device to prevent it exploding. This ventilates the high-pressure gas installation when the temperature or pressure is too high; as a result, under no circumstances should temperatures > 80°C occur (e.g. when painting). For paints and drying temperatures, see also Chapter 4. 2, „Corrosion protection“). When drying paint at temperatures up to max 80°C, the compressed gas tanks may only be ﬁ lled up to max. 100 bar.

• Do not attach any components or pipes to the components of the compressed-gas system.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 62

• Modiﬁ cations to the compressed-gas system may only be carried out by the manufacturer. Expert advice should be sought before making any modiﬁ cations; after the modiﬁ cations have been carried out, a further experts approval must be obtained (e.g. in Germany in accordance with §14 GSG).

• Repair, maintenance, assembly and other work on the compressed-gas system may only be carried out by authorised, trained specialist personnel.

• Pressurised pipes must not be tightened or slackened. RISK OF EXPLOSION!

• It is forbidden to carry out any welding work on vehicles with ﬁ lled natural gas tanks. RISK OF EXPLOSION!

Before carrying out welding work the entire gas system, including the compressed-gas tanks should be ventilated and the compressed-gas tanks should be ﬁ lled with an inert gas, e.g. nitrogen (N2). Do not discharge the gas into the atmosphere. The natural gas must be diverted through disposal pipes.

4.15 Modiﬁ cations to the engine

4.15.1 Air intake, exhaust gas path

There must be a free and unhindered ﬂ ow of intake air and exhaust gases. The vacuum condition in the intake pipe and the backpressure in the exhaust system must not be allowed to change.

Therefore observe the following points when carrying out modiﬁ cations to the air intake system and/or exhaust gas path:

• Never change the shape or area of cross-sections.

• Do not modify silencers or air ﬁ lters.

• The radius of any bends must be at least double the diameter of the pipe.

• Continuous bends only, i.e. no mitre cuts.

• MAN cannot provide information about changes in fuel consumption or noise performance; in some circumstances a new noise approval will be required.

• Heat-sensitive parts (e.g. pipes, spare wheels) must be at least ≥ 200mm away from the exhaust; if heatshields are ﬁ tted, this clearance may be ≥ 100mm.

4.15.2 Engine cooling

• The cooling system (radiator, grille, air ducts, coolant circuit) must not be modiﬁ ed.

• Exceptions only with the approval of the ESC Department at MAN (for address see „Publisher“ above).

• Modiﬁ cations to the radiator that reduce the cooling surface area cannot be approved.

When operating in primarily stationary conditions or in areas with severe climates, a more powerful radiator is sometimes required. The nearest MAN sales centre can provide information on options that can be supplied for the respective vehicle. For retroﬁ t installations, contact the nearest MAN service centre or MAN authorised workshop

4.15.3 Engine encapsulation, noise insulation

Work on and modiﬁ cations to factory-ﬁ tted engine encapsulation is not permitted. If vehicles are deﬁ ned as „low-noise“, they will lose this status if retroﬁ t work has been carried out on them. The company that has carried out the modiﬁ cation will then be responsible for re-obtaining the previous status.

When using power take-offs in conjunction with engine encapsulation see also the „Power take-offs“ booklet.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 63

4.16 Coupling devices

4.16.1 General

If the truck is intended to pull loads, the equipment required to do this must be ﬁ tted and approved. Compliance with the minimum engine power required by legislation and/or the installation of the correct trailer coupling does not give any guarantee that the truck is suitable for pulling loads.

The ESC Department at MAN (for address see „Publisher“ above) must be consulted if the standard or ex-works permissible gross vehicle weight is to be changed.

Only trailer couplings approved by MAN must be used. An approval by monitoring organisations or test agencies does not mean that the vehicle manufacturer has also issued or will be issuing an approval. An overview of the approved trailer couplings and their associated installation drawings is given in Table 29.

Contact between the truck and the trailer must not occur during manoeuvring. Adequate drawbar lengths should therefore be selected. National regulations should also be met. In Germany, these are, for example, „Vehicle components: technical requirements for design testing“ in accordance with §22a StVZO, and speciﬁ cally No. 31 „Equipment for joining vehicles“ (TA31).

The required clearance dimensions must be taken into consideration: In Germany, these are stipulated in the accident prevention regulation „Vehicles“ (=VBG-12) and DIN 74058 or EC Directive 94/20/EC.

The body manufacturer is obliged to design and construct the body in such a way that the coupling process can be carried out and monitored unhindered and without incurring any risks. The freedom of movement of the trailer drawbar must be guaranteed.

If the coupling heads and the sockets are ﬁ tted to the side (e.g. on the rear light holder on the driver’s side), the trailer manufacturer and the operator must ensure that the cables/pipes are long enough for cornering.

Fig. 42: Clearances for trailer couplings in accordance with VBG-12 ESC-006

≤ 420

≥ 100

≥ 60

≥ 240

≤ 420

≥ 60

L2000 M2000 F2000 construction period 1992-2005 (according to model) 64

Fig. 43: Clearances for trailer couplings in accordance with DIN 74058 ESC-152

15°max.

100max.

45°max.

100max.

300max.

250max.

65°min.

30°max.

75min.

65min.

140min.

32min.

75min.

300max.

R40max.

R20max.

55min.

Original MAN end cross members and the associated reinforcement plates must be used when ﬁ tting trailer couplings. End cross members have suitable hole patterns for the associated trailer coupling. This hole pattern must under no circumstances be modiﬁ ed to install a different trailer coupling. Follow the coupling manufacturers’ instructions in their installation guidelines (e.g. tightening torques and testing).

Lowering the trailer coupling without lowering the end cross member as well is not permitted. Some examples of how the coupling may be lowered are shown in Figs. 44 and 45.

Fig. 44: Lowered trailer coupling ESC-015

45°min.

350min.

420max.

A A

30°max.

A-A

Lower ﬂ ange of the main frame is notched over this length

L2000 M2000 F2000 construction period 1992-2005 (according to model) 65

Fig. 45: Trailer coupling ﬁ tted below the frame ESC-042

4.16.2 Trailer coupling, D value

The required size of trailer coupling is determined by the D value. The trailer coupling manufacturer ﬁ ts a model plate to the trailer coupling; the model plate contains the maximum permissible D value. The D value is expressed in kilonewtons [kN]. The formula for the D value is as follows:

Formula 12: D value

9,81 • T • R D = T + R

If the trailer coupling D value and the permissible gross weight of the trailer are known, then the maximum permissible gross weight of the towing vehicle can be calculated using the following formula:

Formula 13: D value formula for permissible gross weight

R • D T = (9,81 • R) - D

If the D value and the permissible gross weight of the towing vehicle are known, then the maximum permissible gross weight of the trailer is calculated as follows:

Formula 14: D value formula for permissible trailer weight

T • D R = (9,81 • T) - D

Where:

D = D value, in [kN] T = Gross vehicle weight rating of the towing vehicle, in [t] R = Gross vehicle weight rating of the trailer, in [t]

Examples of these calculations can be found in Chapter 9 „Calculations“.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 66

4.16.3 Rigid drawbar trailers, central axle trailers, Dc value, V value

The following deﬁ nitions are applied:

• Rigid drawbar trailer: Trailer vehicle with one axle or axle group where:

- the connection to the towing vehicle, with respect to angular movements, is achieved by means of a towing device (drawbar)

- the drawbar is not connected to the chassis in a freely moveable state and therefore can transfer vertical moments, and

- depending on its design, part of its gross weight is borne by the towing vehicle.

• Central axle trailer: Towed vehicle with a towing device that is not movable in the perpendicular plane in relation to the trailer and whose axle(s) is/are located near to the mass centre of gravity of the vehicle (with even loads) such that only a small static vertical load not exceeding 10% of the trailer mass or 1,000 kg (whichever is the smaller) is transferred to the towing vehicle. Central axle trailers are therefore a sub-group of rigid drawbar trailers.

• Trailer nose weight: Vertical load that the drawbar places on the coupling point. With coupled trailers the trailer nose weight is borne by the towing vehicle and is therefore to be taken into consideration when designing the vehicle (axle load calculation).

In addition to the D value, further conditions apply to rigid drawbar trailers/central axle trailers: Trailer couplings and end cross members have reduced trailer loads since in this case the nose weight acting on the trailer coupling and end cross member must be taken into account. To harmonise the regulations within the European Union therefore, the terms Dc value and V value were introduced with Directive 94/20/EC.

The following formulae apply:

Formula 15: D

value formula for rigid drawbar and central axle trailers

9,81 • T • C D T + C

Formula 16: V value formula for central axle and rigid drawbar trailers with a permissible trailer nose weight of ≤ 10% of the trailer mass and not more than 1,000kg

X2 X2 X V = a • • C ; ≥ 1 Where calculated values for < 1 the value 1.0 should be used I2 I2 I

Where:

D V = V value, in [kN]

= Reduced D value when operating with central axle trailer, in [kN]

T = Gross vehicle weight rating of the towing vehicle, in [t] C = Sum of the axle loads of the central axle trailer loaded with the permissible mass, in [t], not including trailer nose weight a = Comparable acceleration at the coupling point, in [m/s²]. Use: 1,8 m/s² if the towing vehicle is ﬁ tted with air suspension or a similar suspension system and 2,4 m/s² if other types of suspension are ﬁ tted S = Permissible trailer nose weight on the coupling point, in [kg] X = Body length of trailer, in [m] see Fig. 46 l = Theoretical drawbar length, in [m] see Fig. 46

L2000 M2000 F2000 construction period 1992-2005 (according to model) 67

Fig. 46: Body length of trailer and theoretical drawbar length ESC-510

l l

MAN speciﬁ es the following for operation with central axle trailers/rigid drawbar trailers:

• For factory ﬁ tted equipment a trailer nose weight of more than 10% of the permissible trailer mass and more than 1,000kg is not permitted. Other loads are the responsibility of the manufacturer of the respective towing device. MAN cannot make any statements as to the permissible loads and calculations (e.g. to 94/20/EC) for these towing devices.

• Like all rear loads trailer nose weights have an effect on axle load distribution. Therefore use an axle load calculation to check whether trailer nose weights are possible. This is particularly important when there are additional rear loads (e.g. tail-lift, rear loading crane).

• Vehicles with a lifting trailing axle must not lift the trailing axle if a central axle trailer/rigid drawbar trailer is connected.

• Operating a laden central axle trailer/rigid drawbar trailer with an unladen towing vehicle is not permitted.

• To ensure sufﬁ cient steerability the minimum front axle loads, as set out in Table 19 (in the „General“ chapter) must be observed.

Table 28 lists possible combinations of trailer loads and nose weights as well as D, Dc and V values. Table 27 assigns them to the different vehicles (listed by model number and type of vehicle).

In some circumstances it is possible to change the loads listed. Further information can be obtained from the ESC Department (for address see „Publisher“ above) quoting the vehicle data given in Section 2.4.2 of the „General“ chapter.

L2000 M2000 F2000 construction period 1992-2005 (according to model) 68

4.16.4 End cross members and trailer couplings

Tabl e 2 7: Assignment to vehicle by vehicle range, model number and end cross member

L2000

Model

no.

L20 81.41250.2251 None Not for trailer couplings

L21 81.41250.2251 None Not for trailer couplings

L22 81.41250.5151 140 x 80 End cross member reinforced

L23 81.41250.5151 140 x 80 End cross member reinforced

L24 81.41250.2251 None Not for trailer couplings

MAN item no. Hole pattern

[mm]

81.41250.5137 120 x 55 Basic part for 81.41250.5140

81.41250.5140 120 x 55 4x2/2 for trailer coupling type G 135

81.41250.5151 140 x 80 End cross member reinforced

81.41250.5152 120 x 55 Basic part for 81.41250.5153

81.41250.5153 120 x 55 All-wheel drive 4x4/2 or 4x2/2 50mm lower, for trailer coupling type G 135

81.41250.5155 83 x 56 Fire service, additional hole pattern 120x55

81.41250.5155 120 x 55 Fire service, additional hole pattern 83x56

81.41250.5137 120 x 55 Basic part for 81.41250.5140

81.41250.5140 120 x 55 4x2/2 for trailer coupling type G 135

81.41250.5151 140 x 80 End cross member reinforced

81.41250.5152 120 x 55 Basic part for 81.41250.5153

81.41250.5153 120 x 55 All-wheel drive 4x4/2 or 4x2/2 50mm lower, for trailer coupling type G 135

81.41250.5155 120 x 55 Fire service, additional hole pattern 83x56

81.41250.5155 83 x 56 Fire service, additional hole pattern 120x55

81.41250.5152 120 x 55 Basic part for 81.41250.5153

81.41250.5153 120 x 55 All-wheel drive 4x4/2 or 4x2/2 50mm lower, for trailer coupling type G 135

81.41250.5155 83 x 56 Fire service, additional hole pattern 120x55

81.41250.5170 140 x 80 Allrad 4x4/2, um 100mm tiefer, End cross member reinforced

81.41250.5152 120 x 55 Basic part for 81.41250.5153

81.41250.5153 120 x 55 All-wheel drive 4x4/2 or 4x2/2 50mm lower, for trailer coupling type G 135

81.41250.5155 120 x 55 Fire service, additional hole pattern 83x56

81.41250.5155 83 x 56 Fire service, additional hole pattern 120x55

81.41250.5170 140 x 80 All-wheel drive 4x4/2 100mm lower, end cross member reinforced

81.41250.5137 120 x 55 Basic part for 81.41250.5140

81.41250.5140 120 x 55 4x2/2 for trailer coupling type G 135

81.41250.5151 140 x 80 End cross member reinforced

81.41250.5152 120 x 55 Basic part for 81.41250.5153

Notes

L2000 M2000 F2000 construction period 1992-2005 (according to model) 69

Tabl e 2 7: Assignment to vehicle by vehicle range, model number and end cross member

L2000

Model

no.

L25 81.41250.2251 None Not for trailer couplings

L26 81.41250.5151 140 x 80 End cross member reinforced

L27 81.41250.5151 140 x 80 End cross member reinforced

L30 81.41250.5152 120 x 55 Basic part for 81.41250.5153

L33 81.41250.2251 None Not for trailer couplings

MAN item no. Hole pattern

[mm]

81.41250.5153 120 x 55 All-wheel drive 4x4/2 or 4x2/2 50mm lower, for trailer coupling type G 135

81.41250.5155 83 x 56 Fire service, additional hole pattern 120x55

81.41250.5155 120 x 55 Fire service, additional hole pattern 83x56

81.41250.5137 120 x 55 Basic part for 81.41250.5140

81.41250.5140 120 x 55 4x2/2, for trailer coupling type G 135

81.41250.5151 140 x 80 End cross member reinforced

81.41250.5152 120 x 55 Basic part for 81.41250.5153

81.41250.5153 120 x 55 All-wheel drive 4x4/2 or 4x2/2 50mm lower, for trailer coupling type G 135

81.41250.5155 120 x 55 Fire service, additional hole pattern 83x56

81.41250.5155 83 x 56 Fire service, additional hole pattern 120x55

81.41250.5152 120 x 55 Basic part for 81.41250.5153

81.41250.5153 120 x 55 All-wheel drive 4x4/2 or 4x2/2 50mm lower, for trailer coupling type G 135

81.41250.5155 120 x 55 Fire service, additional hole pattern 83x56

81.41250.5155 83 x 56 Fire service, additional hole pattern 120x55

81.41250.5158 160 x 100 10t all-wheel drive 4x4/2, L26, L27, HD design

81.41250.5168 160 x 100 Tool and gear truck, model L26

81.41250.5170 140 x 80 All-wheel drive 4x4/2 100mm lower, end cross member reinforced

81.41250.5152 120 x 55 Basic part for 81.41250.5153

81.41250.5153 120 x 55 All-wheel drive 4x4/2 or 4x2/2 50mm lower, for trailer coupling type G 135

81.41250.5155 120 x 55 Fire service, additional hole pattern 83x56

81.41250.5155 83 x 56 Fire service, additional hole pattern 120x55

81.41250.5158 160 x 100 10t all-wheel drive 4x4/2, L26, L27, HD design

81.41250.5170 140 x 80 All-wheel drive 4x4/2 100mm lower, end cross member reinforced

81.41250.5153 120 x 55 All-wheel drive 4x4/2 or 4x2/2 50mm lower, for trailer coupling type G 135

81.41250.5137 120 x 55 Basic part for 81.41250.5140

81.41250.5140 120 x 55 4x2/2, for trailer coupling type G 135

81.41250.5151 140 x 80 End cross member reinforced

81.41250.5152 120 x 55 Basic part for 81.41250.5153

81.41250.5153 120 x 55 All-wheel drive 4x4/2 or 4x2/2 50mm lower, for trailer coupling type G 135

81.41250.5155 83 x 56 Fire service, additional hole pattern 120x55

81.41250.5155 120 x 55 Fire service, additional hole pattern 83x56

Notes

L2000 M2000 F2000 construction period 1992-2005 (according to model) 70

Tabl e 2 7: Assignment to vehicle by vehicle range, model number and end cross member

L2000

Model

no.

L34 81.41250.2251 None Not for trailer couplings

L35 81.41250.2251 None Not for trailer couplings

L36 81.41250.2251 None Not for trailer couplings

MAN item no. Hole pattern

[mm]

81.41250.5137 120 x 55 Basic part for 81.41250.5140

81.41250.5140 120 x 55 4x2/2, for trailer coupling type G 135

81.41250.5151 140 x 80 End cross member reinforced

81.41250.5152 120 x 55 Basic part for 81.41250.5153

81.41250.5153 120 x 55 All-wheel drive 4x4/2 or 4x2/2 50mm lower, for trailer coupling type G 135

81.41250.5155 83 x 56 Fire service, additional hole pattern 120x55

81.41250.5155 120 x 55 Fire service, additional hole pattern 83x56

81.41250.5137 120 x 55 Basic part for 81.41250.5140

81.41250.5140 120 x 55 4x2/2, for trailer coupling type G 135

81.41250.5151 140 x 80 End cross member reinforced

81.41250.5152 120 x 55 Basic part for 81.41250.5153

81.41250.5153 120 x 55 All-wheel drive 4x4/2 or 4x2/2 50mm lower, for trailer coupling type G 135

81.41250.5155 120 x 55 Fire service, additional hole pattern 83x56

81.41250.5155 83 x 56 Fire service, additional hole pattern 120x55

81.41250.5137 120 x 55 Basic part for 81.41250.5140

81.41250.5140 120 x 55 4x2/2, for trailer coupling type G 135

81.41250.5151 140 x 80 End cross member reinforced

81.41250.5152 120 x 55 Basic part for 81.41250.5153

81.41250.5153 120 x 55 All-wheel drive 4x4/2 or 4x2/2 50mm lower, for trailer coupling type G 135

81.41250.5155 120 x 55 Fire service, additional hole pattern 83x56

81.41250.5155 83 x 56 Fire service, additional hole pattern 120x55

Notes

M2000L

Model

no.

L70 81.41250.0127 None Not for trailer couplings

L71 81.41250.0127 None Not for trailer couplings

L72 81.41250.0127 None Not for trailer couplings

L73 81.41250.0127 None Not for trailer couplings

MAN item no. Hole pattern

[mm]

81.41250.5158 160 x 100 12t, frame thickness 5mm, truck gross weight max. 11,990kg

L2000 M2000 F2000 construction period 1992-2005 (according to model) 71

Notes

Tabl e 2 7: Assignment to vehicle by vehicle range, model number and end cross member

M2000L

Model

no.

L74 81.41250.0127 None Not for trailer couplings

L75 81.41250.0127 None Not for trailer couplings

L76 81.41250.0127 None Not for trailer couplings

L77 81.41250.0127 None Not for trailer couplings

L79 81.41250.0127 None Not for trailer couplings

L80 81.41250.5158 160 x 100 13/14/15t, frame thickness 6-7mm

L81 81.41250.0127 None Not for trailer couplings

L82 81.41250.0127 None Not for trailer couplings

L83 81.41250.0127 None Not for trailer couplings

L84 81.41250.0127 None Not for trailer couplings

L86 81.41250.0127 None Not for trailer couplings

L87 81.41250.0127 None Not for trailer couplings

L88 81.41250.0127 None Not for trailer couplings

MAN item no. Hole pattern

[mm]

81.41250.5158 160 x 100 13/14/15t, frame thickness 6-7mm

81.41250.5163 160 x 100 13/14/15t, frame thickness 6-7mm, Fire service, additional hole pattern 83x56

81.41250.5163 83 x 56 13/14/15t, frame thickness 6-7mm, ﬁ re service, additional hole pattern 83x56

81.41250.5158 160 x 100 13/14/15t, frame thickness 6-7mm

81.41250.5163 160 x 100 13/14/15t, frame thickness 6-7mm, Fire service, additional hole pattern 83x56

81.41250.5163 83 x 56 13/14/15t, frame thickness 6-7mm, ﬁ re service, additional hole pattern 83x56

81.41250.5158 160 x 100 13/14/15t, frame thickness 6-7mm

81.41250.5163 160 x 100 13/14/15t, frame thickness 6-7mm, Fire service, additional hole pattern 83x56

81.41250.5163 83 x 56 13/14/15t, frame thickness 6-7mm, ﬁ re service, additional hole pattern 160x100

81.41250.5158 160 x 100 13/14/15t, frame thickness 6-7mm

81.41250.5163 160 x 100 13/14/15t, frame thickness 6-7mm, Fire service, additional hole pattern 83x56

81.41250.5163 83 x 56 113/14/15t, frame thickness 6-7mm, ﬁ re service, additional hole pattern 160x100

81.41250.5158 160 x 100 13/14/15t, frame thickness 6-7mm

81.41250.5163 160 x 100 13/14/15t, frame thickness 6-7mm, Fire service, additional hole pattern 83x56

81.41250.5163 83 x 56 13/14/15t, frame thickness 6-7mm, ﬁ re service, additional hole pattern 160x100

81.41250.5158 160 x 100 13/14/15t, frame thickness 6-7mm

81.41250.5158 160 x 100 18/25t, frame thickness 7-8mm

Notes

L2000 M2000 F2000 construction period 1992-2005 (according to model) 72

Tabl e 2 7: Assignment to vehicle by vehicle range, model number and end cross member

M2000L

Model

no.

L89 81.41250.0127 None Not for trailer couplings

L90 81.41250.5158 160 x 100 18/25t, frame thickness 7-8mm L95 81.41250.5122 None 26t, L95, for frame thickness 7mm and frame height 268mm, not for trailer couplings

MAN item no. Hole pattern

[mm]

81.41250.5158 160 x 100 18/25t, frame thickness 7-8mm

81.41250.5145 160 x 100 26t, L95, end cross member reinforced, for frame thickness 7mm and frame height268mm

Notes

M2000M

Model

no.

M31 81.41250.0127 None Not for trailer couplings

M32 81.41250.0127 None Not for trailer couplings

M33 81.41250.0127 None Not for trailer couplings

M34 81.41250.5158 160 x 100 13/14/15t, frame thickness 6-7mm

M38 81.41250.0127 None Not for trailer couplings

M39 81.41250.0127 None Not for trailer couplings

M40 81.41250.0127 None Not for trailer couplings

M41 81.41250.5158 160 x 100 18/25t, frame thickness 7-8mm M42 81.41250.0127 None Not for trailer couplings

M43 81.41250.5158 160 x 100 18/25t, frame thickness 7-8mm M44 81.41250.0127 None Not for trailer couplings

MAN item no. Hole pattern

[mm]

81.41250.5158 160 x 100 13/14/15t, frame thickness 6-7mm

81.41250.5163 160 x 100 13/14/15t, frame thickness 6-7mm, Fire service, additional hole pattern 83x56

81.41250.5163 83 x 56 13/14/15t, frame thickness 6-7mm, ﬁ re service, additional hole pattern 83x56

81.41250.5158 160 x 100 18/25t, frame thickness 7-8mm

Notes

L2000 M2000 F2000 construction period 1992-2005 (according to model) 73

Tabl e 2 7: Assignment to vehicle by vehicle range, model number and end cross member

F2000

Model

no.

T01 81.41250.5122 None Not for trailer couplings

T02 81.41250.5122 None Not for trailer couplings

T03 81.41250.5133 140 x 80 Fifth-wheel overhang = 750mm, tow coupling only, not for trailer couplings, cannot be

T04 81.41250.5122 None Not for trailer couplings

T05 81.41250.5145 160 x 100 End cross member reinforced, Frame heigh 27mm T06 81.41240.5045 160 x 100 T06, T36, rigid drawbar / central axle trailer only with reinforcement plates

T07 81.41250.5146 160 x 100 End cross member reinforced, Frame heigh 330mm T08 81.41250.5122 None Not for trailer couplings

T09 81.41250.5122 None Not for trailer couplings

MAN item no. Bohrbild

[mm]

81.41250.5145 160 x 100 End cross member reinforced, Frame heigh 270mm

81.41250.5146 160 x 100 End cross member reinforced, Frame heigh 330mm

81.41250.5159 330 x 110 10 bolt connection for 100t coupling installation, semitrailer tractors

81.41250.5160 330 x 110 10 bolt connection for 100t coupling installation, tippers andtruck chassis

81.41250.5133 140 x 80 Fifth-wheel overhang = 750mm, tow coupling only, not for trailer couplings, cannot be