Chassis Modification

7/29/2019 Chassis Modification

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Modifying the chassis

GB


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

2000 MAN Nutzfahrzeuge Aktiengesellschaft

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 and MANTED are registered trademarks of MAN Nutzfahrzeuge AG.

Where designations are trademarks they are, even without the or sign, acknowledged as the proprietor's protected marks.


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Page

1 Safety at w ork 1

2 Corrosion protect ion 1

3 Storage of vehicles 2

4 Mat erials and frame data 24.1 Materials for frames and subframes 24.2 Frame data 2

5 Modifying the frame 75.1 Drill holes, riveted joints and screw connections on the frame 75.2 Cut-outs on the frame 95.3 Welding the frame 105.4 Modifying the frame overhang 12

6 Modificat ions to the w heelbase 15

7 Retrofit t ing equipment 17

8 Retrofit t ing of leading and trailing axles 18

9 Propshafts 209.1 Single joint 209.2 Jointed shaft with two joints 219.3 Three-dimensional propshaft layout 219.3.1 Propshaft system 23

9.3.2 Forces in the propshaft system 239.4 Modifying the propshaft layout in the driveline of MAN chassis 24

10 Central lubricat ion system 24

11 Modifying the cab 2411.1 General 2411.2 Extending the cab 2411.3 Spoilers, aerodynamics kit 2511.4 Roof sleeper cabs and raised roofs 2511.4.1 Fundamentals for the installation of roof cabs 2511.4.2 Roof openings 26

12 Axle locat ion, suspension, steering 2712.1 General 27

12.2 Stability, inclination 28

13 Add-on frame components 2913.1 Underride guard 2913.2 Sideguards 3013.3 Spare wheel 3313.4 Wheel chocks 3413.5 Fuel tanks 3413.6 Liquid gas systems and auxiliary heaters 34

14 Gas engines: Handling of high-pressure gas installat ions 35



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15 M odificat ions to the engine 3615.1 Air intake, exhaust gas path 3615.2 Engine cooling 36

15.3 Engine encapsulation, noise insulation 36

Index 37



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To provide customers with the products they want, additional components sometimes need to be installed, attached or modified.For uniformity of design and ease of maintenance, we recommend that original MAN components be used whenever this is inaccordance with the vehicles design and ratings. Department VE is responsible for advising on the installation of additionalcomponents; see the "General" booklet for further details.

To keep maintenance work as low as possible, we recommend using components that have the same maintenance intervals asthe MAN chassis. If necessary, consult component manufacturers regarding the coordination of maintenance intervals and obtaintheir consent.

1 Safety at work

Observe accident prevention regulations, in particular:

Do not breathe in any harmful gases/fumes, such as exhaust gas, harmful substances released during welding or fumes fromcleaning 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 14 "Gas engines" in this booklet.

2 Corrosion protect ion

Surface and corrosion protection affects the service life and appearance of the product.The quality of the coatings on bodycomponents, therefore, should in general equal that of the chassis.

To ensure this requirement, the MAN Works Standard M 329 7 "Corrosion protection and coat ing system s for

non-MAN bodies" is binding for bodies that are ordered by MAN. If the customer commissions the body, this standard isconsidered to be a recommendation. Should the standard not be observed, MAN cannot accept any guarantee as to theconsequences. MAN works standards can be obtained from Department TDB (for address, see "Addresses" booklet).

In series production, MAN chassis are coated with environmentally friendly, water-based 2-component chassis top-coat paints.Drying temperatures are up to approx. 80C. To guarantee uniform coating, the following coating structure is required for all metalcomponent assemblies on the body and subframe and whenever modifications to the chassis frame have been carried out:

Bright (SA 2.5) metallic component surface Primer coat: 2-component EP bond primer, approved in accordance with MAN works standard M 3162-C,

or, if possibleCathodic 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.

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

Modifying the chassis 1


6/46

Mechanical connections (e.g. bolts, nuts, washers, pins) that have not been painted over, must be given optimum corrosionprotection (e.g. "Dacromet" coating to MAN standard 183-2 or VDA 235-102, surfaces 40 and 45).

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

3 Storage of vehicles

If the chassis are to be out of action for 3 months or more, they must be treated in accordance with MAN standard M3069 Part 3"Temporary corrosion protection for commercial vehicles out of action for a specified period of time". Please contact the nearestMAN centre/authorised workshop for instructions on how to carry out this procedure correctly.

Follow the instructions contained in the "Handling batteries" section of the "Electrics, wiring" booklet, depending on how long thevehicle will be out of action.

4 Mat erials and frame data

4.1 Mat erials for frames and subframe s

For the purposes of achieving standardised designations in Europe, the European Committee on Standardisation (CEN) hasdeveloped new steel standards. Included in these are the principal general (DIN EN 10025) and fine-grain structural steels (DINEN 10149) used in commercial vehicle construction. These replace the DIN/SEW designations used up till now. The materialnumbers have been adopted by the European standards organisation and are unchanged; the short name of a material cantherefore be found if the material number is known. The following steels are used for the frame/subframe:

Table 1: Steels and their short designations, according to the old and new standards

* For strength reasons, materials S235JR (St37-2) and S260NC (QStE260N) are, respectively, not suitable or only suitable to alimited degree. They are therefore only permitted for subframe longitudinal and cross members that are subject only to line loadsfrom the body. Mounted equipment with locally applied forces, such as liftgates, cranes and cable winches, always requires steels

with a yield point of 0.2 350 N/mm2.

4.2 Frame data

Table 2 gives a frame profile code for the respective model number and wheelbase. The frame profile data are then listed in Table3 under this code.

2 Modifying the chassis

Material Old mat erial Old 0,2 0,2 New mat erial New Suitability for chassis frame /No. designation standard [N/mm ]2 [N/mm]2 designation standard subframe

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

1.0570 St52-3 DIN 17100 355 490- 630 S355J2G 3 DIN EN 10025 well suited

1.0971 QStE260N* SEW 092 260 370- 490 S260N C DIN EN 10149 -3 only for L2000 4x2, , not for point loads

1.0974 QStE340TM SEW 092 340 420- 540 (S340M C) not for point loads

1.0978 QStE380TM SEW 092 380 450- 590 (S380M C) well suited

1.0980 QStE420TM SEW 092 420 480- 620 S420M C DIN EN 10149 -2 well suited

1.0984 QStE500TM SEW 092 500 550- 700 S500M C DIN EN 10149 -2 well suited


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Tonnag e Mo del Design Wheelbase Profile cod e

L20 LC, LK9 t L21 LC, LK

L33 LLC; LLS all 13L34 LLC, LLS

L70 LC, LK12 t L71 LC, LK all 5

L72 LLC, LLKL73 LLC, LLK

L81 LC, LKL82 LC, LK < 4500 5

15 t L83 LLC, LLK 4500 19L84 LLC, LLKL86 LLLC

L87 LC, LK18 t L88 LLC, LLK < 5500 27

L89 LLLC 5500 28

20 t L84 LNLC 3675+1350 5L86 LNLLC >3675+1350 19

L 2000

L20 LC8 t L21 LC all 12

L33 LLC except*L34 LLC

8 t L22 LAC, LAECL23 LAC, LAEC all 21

10 t L26 LAC, LAECL27 LAC, LAEC all 21

26 t L95 DLC 27

L24 LC, LK

10 t L25 LC, LK allL35 LLC, LLS 13L36 LLC, LLS

L74 LC, LKL75 LC, LK < 4500 5

14 t L76 LLC, LLK 4500 19L77 LLC, LLKL79 LLLC

14 t L80 LAC, LAK all 19

18 t L90 LAC, LAK all 26

* Models L20, L21, L33, L34 have profile code 13 if: suffix = LLS (semitrailer)or suffix = LK- LV (load cran e preparation in front of load p latform)or wheelbase = 3000 o r wheelbase 4600

M2000L

Table 2: Allocation of frame profile codes

Continued on page 4


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Table 2: Continued from page 3

Continued on page 5



T09 DF26 t T10 DFL6x4 T39 DF all 23

T40 DFLT70 DFL

M38 MC, MK18 t M39 MLC, MLS < 5750 27

M40 MLLC 5750 28

M42 MNLC25 t M43 MNLLC all 28

M44 MVLC

23 t T05 FNLL all 236x2 T35 FNLL

40 t T43 DF all 246x4 / 6x6 T44 DFA 24

19 t T20 FLL all 23T50 FLL

18 t M41 MAC, MAK all 26

M31 MC, MK 19M32 MLC 19

14 t M32 MLS 27M33 MLLC 19M34 MAC, MAK 19

T06 FNLT07 FNLL

26 t T08 FVL all 226x2 T36 FNL (if required, 23

T37 FNLL depending onT38 FVL chassis)

T12 DFA all 2327/3 3 t T18 DF except

6x4 T42 DFA DFC:6x6 T48 DF 3825+1400 24

T72 DFA DFAC:T78 DF 4025+1400 24

T01 FT02 FLT03 FLL

19 t T04 FA 4800 23T31 F > 4800 22T32 FLT33 FLLT34 FAT62 FL

M2000M

F2000

32/3 5/41 t T15 VF all 228x4 T16 VF except

T45 VF VF-TM 23T46 VF VF/N-HK 23


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Table 2: Continued from page 4


28 t E47 FANLC, all 296x4-4 E67 FNALC6x6-4

32 t 8x2/4 E55 VFNLC 2600 238x2/6 E65 VFLC > 2600 228x4/4

33 t E59 DF6x2/2 E69 DFL all 246x4/2 E99

19 t E52 FALS, FALK all 224x4 E62

19 t E51 FLK/M, FLS/M all 234x2 E61

6x2-4 E53 FNLC all 226x4-4 E63

26 t E42 FVLC all 246x2/4

6x4/ 2 E40 DFARC, DFRS, all 236x6/2 DFRLS

30/33 t E50 FNALC, all 296x4, 6x6 E60 DFALC

6x4/ 4 E56 FAVLC,FAVLK all 22E66

42 t E74 VFP all 29E78 VFAP

41 t E75 DFVS all 29E95 DFVLS

50 t E77 VFVP all 29E79 VFAVP

E2000

33 t 6x6-4 E72 DFAP all 29

32 t /35 t E73 FVNL all 22

35 t E88 VFL all 22

35 t / 41 t E58 VF 35 t / 41 t 2250 t E68 VFA 50 t 29



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Fig. 1: Explanation of profile data T DB-128 Fig. 2: Frame inserts in the longitudinal member TDB-128a

Table 3: Profile data for longitudinal frame m embers

1) Upper and lower flange 13 mm thick2) Outer radius 10 mm

Continued on page 7


TDB-128

Bo

Buex

hH

R

Surface centreof gravity S

t

ey

TDB-128aBu

Bo

ex

hH

t

ey R

Surface centreof gravity S

Nr H[mm]

h[mm]

B[mm]

B[mm]

t[mm]

R[mm]

G[kg/m]

A[mm ]

e[mm]

e[mm]

l[cm ]

l[cm ]

W[cm ] [cm ]

W[cm ] [cm ][N /m m ] [N /m m ]

0,2

12

3

4

5

6

7

8

9

10

1112

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

22 022 2

22 2

22 4

22 0

32 2

26 2

26 0

22 4

26 2

27 320 9

21 0

22 0

22 2

23 4

22 0

21 8

22 2

26 0

21 0

33 0

27 0

27 4

26 6

22 4

26 8

20 820 8

20 8

20 8

20 8

30 6

24 6

24 6

20 8

24 6

24 720 0

20 0

20 8

20 8

22 0

20 8

20 8

20 8

24 6

20 0

31 4

25 4

25 4

25 4

20 8

25 4

8080

75

75

70

80

78

78

80

80

8565

65

70

70

65

75

70

70

70

65

80

80

80

80

70

70

8580

75

75

70

80

78

78

80

80

8565

65

80

80

65

75

70

70

70

65

80

80

80

80

70

70

67

7

8

6

8

8

7

8

8

74,5

5

6

7

7

6

5

7

7

5

8

8

10

6

8

7

1010

10

10

10

10

10

10

10

10

68

8

10

10

8

10

10

10

10

8

10

10

10

10

10

10

1720

19

22

16

29

24

21

22

25

3111

13

16

19

19

16

13

18

21

13

29

25

31

19

21

21

43 043 0

43 0

43 0

43 0

43 0

43 0

43 0

43 0

43 0

35 526 0

26 0

43 0

43 0

43 0

43 0

43 0

43 0

42 0

42 0

42 0

43 0

42 0

42 0

42 0

42 0

570..600570..600

570..600

570..600

570..600

570..600

570..600

570..600

570..600

570..600

51 042 0

42 0

570..600

570..600

570..600

570..600

570..600

570..600

530..670

530..670

530..670

530..670

530..670

530..670

530..670

530..670

21712495

2425

2768

2021

3632

3120

2733

2848

3152

38361445

1605

2081

2425

2381

2081

1686

2355

2621

1605

3696

3216

4011

2417

2688

2677

2120

18

19

16

17

18

18

20

19

2615

15

18

18

15

18

16

17

15

15

17

18

19

18

17

15

11 011 1

11 1

11 2

11 0

16 1

13 1

13 0

11 2

13 1

13 610 5

10 5

10 7

10 8

11 7

11 0

10 9

11 1

13 0

10 5

16 5

13 5

13 7

13 3

11 2

13 4

15011722

1641

1883

1332

4821

2845

2481

1976

2896

446386 8

96 7

1399

1638

1701

1400

1105

1560

2302

96 7

5125

3118

3919

2325

1789

2482

13 815 5

14 8

16 8

12 1

29 9

21 7

19 1

17 6

22 1

32 783

92

13 1

15 2

14 5

12 7

10 1

14 1

17 7

92

31 1

23 1

28 6

17 5

16 0

18 5

13 515 5

14 8

16 8

12 1

29 9

21 7

19 1

17 6

22 1

32 783

92

12 4

14 4

14 5

12 7

10 1

14 1

17 7

92

31 1

23 1

28 6

17 5

16 0

18 5

13 514 2

11 8

13 3

85

17 6

15 5

13 8

16 0

16 7

27 852

58

10 5

12 0

80

10 3

72

97

10 1

58

17 7

16 8

20 4

13 0

10 9

10 2

6471

66

70

53

10 4

86

77

80

88

10 835

39

58

67

53

57

45

57

67

39

10 4

93

10 7

72

64

68

2124

21

25

16

28

26

23

27

27

4710

12

17

19

16

18

13

18

18

12

28

27

33

21

21

19

1)

1) 2)

B2

o x x x1 x2 y1 y2y yu2 2 4 3 43 3 3

W W


11/46

Table 3: continued from page 6

5 Modifying the frame

5.1 Drill holes, riveted joints and screw connect ions on the frame

If possible, use the holes already drilled in the frame. No drilling should be carried out in the flanges of the frame longitudinalmember profile sections, i.e. in the upper and lower flanges (see Fig. 3). The only exception to this is at the rear end of the frame,outside the area of all the parts fitted to the frame that have a load-bearing function for the rearmost axle (see Fig. 4).This also applies to the subframe.

Drill holes on the frame can be closed up by welding. It is possible to have drill holes along the entire usable length of the frame(see Fig. 5). However, the permissible distances between holes must be adhered to (see Fig. 6).

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

Several frame components and add-on components (e.g. corner plates with cross member, thrust plates, platform corner pieces)are riveted to the frame during series production. If modifications to these components need to be carried out afterwards, screwconnections with a minimum strength class of 10.9 and mechanical keeper are permitted. MAN recommends double nipcountersunk bolts/nuts with dacromet coating. The manufacturers stipulated tightening torque must be adhered to. Alternatively,it is possible to use high-strength rivets (e.g. Huck-BOM, flanged collar bolts) manufacturers handling instructions must befollowed. The riveted joint must be at least equivalent to the screw connection in terms of design and strength.

In principle, though they have never been tried by MAN, it is also possible to use flange bolts. MAN would like to point out that,because they do not have a keeper as such, flange bolts place considerable requirements on installation accuracy.This particularly applies when the bolt grip is short.


Nr H

[mm]

h

[mm]

B

[mm]

B

[mm]

t

[mm]

R

[mm]

G

[kg/m]

A

[mm ]

e

[mm]

e

[mm]

l

[cm ]

l

[cm ]

W

[cm ] [cm ]

W

[cm ] [cm ][N /m m ] [N /m m ]0,2

28

29

30

27 0

33 4

32 8

25 4

31 4

31 4

70

80

80

70

80

80

8

10

7

10

10

10

24

36

25

42 0

42 0

42 0

530..670

480..620

480..620

3056

4611

3237

15

17

16

13 5

16 7

16 4

2843

6429

4476

21 1

38 5

27 3

21 1

38 5

27 3

11 4

21 5

15 8

76

12 6

99

21

34

25

B

2

o x x x1 x2 y1 y2y yu

2 2 4 3 43 3 3

W W


12/46

Fig. 3: Frame drill holes in the upper and lower flange TDB-155

Fig 4: Drill holes at frame end TDB-032


TDB-155

100

0

TDB-032


13/46

Fig. 5: Drill holes along the entire length of the frame T DB-069

Fig. 6: Distances betw een drill holes TDB-021

5.2 Cut-outs on the frame

No cut-outs may be made on the frame longitudinal and cross members (see Fig. 7).

The function of the frame cross members must not be adversely affected. Therefore cut-outs are not permitted and drill holes andopenings are only permitted to a limited extent. For examples, see Figs. 8 and 9.Under no circumsta nces m ake openings or drill holes in cross members m ade of tubular profile sec tions.


a

b

b

b b

b

a

a

b

a

incorrect

a 40b 50d 13 on L2000d 13 o n all other truck c hassis

correct

TDB-021

d

TDB-069


14/46

Fig. 7 Cut-outs on the frame TDB-091

Fig. 8 Making an opening at the top of the frame cross

member TDB-125

5.3 Welding the frame

Welders must have sufficient knowledge about carrying out welding work on vehicles. Specialist training in the welding ofvehicles is therefore required. In Germany, evidence of aptitude, in accordance with DIN 18800 Part 7, is required.

Welding work may only be carried out at the points indicated in this Guide any other welding work on the frame and thesuspension is not permitted if it is not contained in the instructions in the MAN repair manuals or described in the Guide to FittingBodies. Follow the special handling instructions required for vehicles with natural gas engines, see 14 "Gas engines".

The frames of MAN commercial vehicles are made from high-strength fine-grain steels. The frame material is suitable for all testedand recognised arc welding procedures, including inert gas shielded arc welding. Any form of heat treatment is prohibited.


TDB-125

TDB-125

TDB-124

TDB-091

Fig. 9 Making an opening at the bottom of the frame cross

member TDB-124


15/46

When arc welding, use electrode B10 as the filler metal, whilst filler rod SG3 should be used for inert gas shielded arc welding.

It is important to prepare the area of the weld thoroughly before welding so that a high-quality join can be achieved.

Heat-sensitive parts must be protected or removed. The areas where the part to be welded joins the vehicle and the earthterminal on the welding equipment must be bare; therefore remove any paint, corrosion, oil, grease, dirt, etc. The welding must bedone using direct current; note the polarity of the electrodes.

Fig. 10 Protecting heat-sensitive parts TDB-156

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 +5C.

No undercuts are to be made whilst carrying out welding work (see Fig. 11). Cracks in the weld seam are not permitted. As faras the quality of the weld seams is concerned, it is recommended that assessment groups BS or BK of DIN 8563 should be aimedfor. Joint seams on the longitudinal members are to be made as V or X seams in accordance with DIN 1912 in several passes(see Fig 12). Vertical welds should be done from bottom to top (Fig. 13).

Fig. 11: Undercuts TDB-150 Fig. 12: Welding an X and Y seam TDB-003


No undercuts

TDB-150

at least 2 passes

Root pass

TDB-003

TDB-156

Polyamid-RohreTube PlastiquePlastic Tube


16/46

Fig. 13: Vertical w elds on the frame TDB-090

To prevent damage to electronic assemblies (e.g. alternator, radio, ABS, EDC, ECAS), follow 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 (see

above) If two parts are to be welded together, connect them together first, 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 followedexactly.

5.4 Modifying the frame overhang

When the rear overhang is modified, the centre of gravity for the payload and the body shifts and as a result the axle loadschange. Only an axle load calculation can show whether this is within the permissible range. Such a calculation is thereforeessential and must be carried out before beginning the work. A specimen axle load calculation can be found in the "Calculations"booklet.

If the frame overhang is to be extended, the profile section to be welded on must be of a similar material quality to the originalframe longitudinal members (see Tables 2 and 3). A minimum of S355J2G3 = St 52-3 (Table 1) is required.

Extending the overhang with several profile 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 requiredamount by attaching a new profile section of the appropriate length (see Fig. 14).

Wiring harnesses with appropriate fittings are available from MAN for frame extensions. They can be obtained from the spareparts service. Only wiring harnesses with seal connectors are permitted. Technical information on seal connectors and how tohandle them is available for body manufacturers from MAN dept. TDB. Follow the instructions in the "Electrics, wiring" bookletregarding the paths of the cables.


Direction of welding

TDB-090


17/46

Fig. 14: Extending the frame overhang TDB-093

If vehicles with short overhangs are to be extended, the existing cross member between the rear spring hangers is to be left inplace.

An additional frame cross member must then be provided if the distance between the cross members is more than 1500 mm(see Fig. 15). A tolerance of +100 mm is permitted. An end cross member must always be fitted.

Fig. 15: Max. distance betw een frame cross members TDB-092

If both the frame overhang and the subframe are being extended at the same time, the weld seams or connection points must beat least 100 mm away from each other, with the subframe weld seam being located forward of the frame weld seam (see Fig. 16).


TDB-093

Frame overhang

Frame overhang

TDB-092

1500


18/46

Fig. 16: Extending the frame and the subframe TDB-017

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

The rear end of the frame may be tapered as in Fig. 17. The reduced cross-section of the frame longitudinal member that thiscauses must still provide sufficient strength. Tapers in the area of axle location parts are not permitted.

Fig. 17: Tapering at the end of the frame TDB-108

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 fitting ofexternal vehicle components", note no. 21). This does not apply to body longitudinal members if they are set back or protectedby the respective cross member or other suitable constructions.


min.

100

Direc

tiono

ftrav

el

TDB-017

TDB-108

30

Interior height end cross memb er height

No taper in the areaof axle location parts

80 0


19/46

6 Modifications to the w heelbase

The wheelbase influences 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 modifications to the wheelbase, therefore, it is essential that an axle loadcalculation is carried out. A specimen axle load calculation is contained in the "Calculations" booklet.

Modifications 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 steeringlinkages 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) the steering arms fitted tothe trailing axle must have a different steer angle, depending on the extent of the change in the wheelbase between the 1st and2nd axle. See Table 4.

Table 4: Steering arms on 6x2-4 w ith ZF-Servocom RAS trailing-axle steering

If changing the wheelbase involves disconnecting the frame longitudinal members, the weld seams must be secured with angleinserts, in accordance with Fig. 18 or Fig. 19. On frames with factory-fitted inserts, the retrofitted insert is to be butt-welded to thefactory-fitted 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.

Approval by MAN is not required if the new wheelbase remains between the minimum and maximum standard wheelbase for therespective production vehicle (as defined by model number, see "General" booklet). However, the wheelbase must have beenmodified in accordance with all the points listed in this Guide. MAN cannot make any statements as to the driving, steering,braking performance or strength of wheelbase modifications if the new wheelbase is shorter than the shortest or longer than thelongest standard wheelbase.

If the new wheelbase is the same as a standard wheelbase, the layout of the propshafts and the cross members must be thesame 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 modifiedwheelbase 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.compliant or resistant to thrust (see "Bodies" booklet).

The frame should not be disconnected in the area around:

Points where loads are introduced Modifications to the profile section (bends in the frame minimum distance 200 mm) Axle locating system and suspension (e.g. spring hangers, trailing arm mountings), minimum distance 200 mm Frame inserts (for exception, see above) Transmission mountings (including transfer cases on all-wheel drive vehicles).

Wiring harnesses with appropriate fittings are available from MAN for frame extensions. These make the necessary changes tothe wiring layout considerably easier. See the "Electrics, wiring" booklet for paths of cables.

The welds must correspond with assessment group BS or BK from DIN 8563/3.


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

4100 81.46705.0366 16,5

< 4100 5000 81.46705.0367 15

> 5000 max. 6000 81.46705.0368 12


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Fig. 18: Shortening the whee lbase TDB-012


Use the existing frame drill holes in the area of the angle inserts.Rivet pitch on average 75. Distance betw een drill holes inaccordance w ith the Guide to Fitting Bo dies.

Level the weld seam where parts should be in contact. Weldseam must co mply with assessment group BS, DIN 8563, Part 3.

Use profile sections w ith equal flange lengths. Widt h is the sameas the inner width of the frame. Tolerance of 5 mm is permitted.Rolled sections to DIN 1029 are not permitted. Thickness sameas frame thickness. Tolerance of1 mm is permitted.Material St 52- 3

Rivet diameter 10 DIN 1 24 Cq 15NObserve the max. distance between frame cross mem bers,as stated in the Guide to Fitting Bodies. TDB-012

1

3

4

2

>40

3

1

20

30

>5502

= =

10 0

25 25>50

==

>750

4


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Fig. 19: Extending the whee lbase TDB-013

7 Retrofitting equipment

The manufacturer of the equipment must obtain MANs agreement regarding its installation. MANs approval must be madeavailable to the workshop carrying out the work. The workshop is obliged to request MANs approval from the equipmentmanufacturer. If there is no approval, then it is the responsibility of the equipment manufacturer, and not the workshop carryingout the work, to obtain it.

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


15

Use the existing frame drill holes in the area of the angle inserts.Angle inserts must be of one piece if wheelbase extension is40

>375

25

30 0

25

75

>50>50

15


22/46

An approval procedure must include documents which contain a sufficient amount of technical data and which it is possible toinspect. Such documents include approvals, test reports and other similar documents that have been drawn up by the authoritiesor other institutions.

Approvals, reports and clearance certificates that have been compiled by third parties (e.g. TV, DEKRA, authorities, testinstitutes) do not automatically mean that MAN will also issue approval. MAN can refuse approval even though third parties haveissued clearance certificates.

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

Retrofitting of equipment may change the vehicles technical data. The equipment manufacturer and/or the company carrying outthe work is responsible for calculating and issuing this new data, e.g. for obtaining data for subframe dimensioning or the fitting ofliftgates and loading cranes.

Adequate service and operating instructions must be provided. We recommend coordinating the maintenance intervals for theequipment with those for the vehicle.

8 Retrofitting of leading and trailing axles

In some circumstances MAN may approve the retrofitting of axles if sufficient information is provided before work commences.In addition to the data listed in the "General" booklet, the documents that must be submitted to MAN department TDB (foraddress, see "Addresses" booklet) must also contain the following information:

Measures for reinforcing the frame Dimensions Material Design Suspension system Axle load distribution

Axle installation (drawing) Number and strength of screw connections, type of screw keeper Axle loads of all axles, of unladen and fully laden vehicle, including wheelbases Axle load calculation Specification of the additional wheel brakes, with the necessary brake data:

- Diameter of drums- Width of lining- C* value- Cam radius (for cam brakes)- Length of brake lever- Size of cylinder- Contact moment.

The approval refers only to the installation of the axle and does not mean that MAN has checked the entire system for strength,driving performance etc. or has assumed warranty.

We recommend that a requirement list is drawn up for the necessary test drives with the modified vehicle. This will enable thecompany carrying out the work to identify any weak points.

Before installing the axle, a check needs to be made to see if the driveline is sufficient for the new permissible gross weight(clutch, transmission). If anything is not clear, contact MAN department TDB (for address, see "Addresses" booklet).

The suspension compression travel of the retrofitted axles must be at least as high as the compression of the drive axle.During compression, the drive axle must reach the end stop first so that the drive axle retains its traction.

In some circumstances, the chassis frame will have to be reinforced. This can be done, for example, by a sufficiently sizedsubframe and a suitable connection between the truck frame and the subframe, e.g. compliant or resistant to thrust (for definition,see "Bodies" booklet).



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Frame cross members must be positioned where the force application points of the axle guidance system are located.Longitudinal and lateral forces must be absorbed safely. In some circumstances, the frame will need to be reinforced at thesepoints. Existing cross members must be used.

The axles to be installed must be suitable for installation as well as the intended use. The axle manufacturer must approve andconfirm that the axles are suitable for installation and use in a truck. For this purpose, the axle manufacturer must be informed ofhow his product is intended to be used. If the axle manufacturers guidelines introduce limitations above and beyond those foundin the MAN Guide to Fitting Bodies, then these must be observed as well.

Lifting axles may be lifted only if the technically permissible axle loads cannot then be exceeded and the minimum front axle loadis sufficient. For minimum front axle load, see the "General" booklet.

If pressure reducing valves are fitted, they must be selected so that any vehicle overload is shared by the axles, including leadingand trailing axles, in the ratio of their axle loads. An additional air reservoir capacity is required both for the additional brakecylinders and for the spring bellows of air-sprung axles.

Guidelines for additional air reservoir capacity:

20 litres for air suspension, per axle 20 litres for brakes, per axle.

It is highly recommended that the largest possible air compressor be used to reduce the fill time.

Vehicles intended for off-road use must have axle load compensation. In axle load compensation, the air pipes of the air bellowsact more or less as throttles on account of the small pipe cross-section. As a result, an air-sprung leading or trailing axle is onlysuitable for off-road use to a limited extent.

The installation of leading or trailing axles changes the centre of gravity position for the payload and the body. This is to be takeninto account when designing and installing the body.

If retrofitted axles are located in the area of the propshaft system, then sufficient clearance for the propshaft must be ensured.It is important that dynamic axle loads and spring travels with additional safety factors are taken into account.

The changes to the braking system of the entire vehicle that the installation of a leading or trailing axle necessitates are to beagreed with MAN, Department TDB. On request, MAN can provide the corresponding documentation of the brake system fitted tothe original production vehicle. A braking calculation for the entire vehicle is an essential pre-requisite for approval.

MAN requires the following for the wheel brake on each retrofitted axle:

Double brake cylinder for controlling the brake via the service and parking brake system Linkage adjusters with automatic adjustment Use of the same type of brake (depending on model, drum brake with wedges, drum brake with cam actuation, or disc brake)

and the same lining quality as on MAN wheel brakes, alternatively original MAN brakes Direction of actuation of brake only in the direction of rotation of the drum Bleed hole of the brake cylinder located at the lowest point of the brake cylinder On vehicles with ABS: linking of the additional axle(s) to the ABS control system of the drive axle, in accordance with MAN

functional drawings

The maintenance intervals of the additional axle(s) must be matched to those of the vehicle.

The suspension system of the retrofitted axle must be adapted to that of the truck and not the other way round. Shock absorbers,anti-roll bars and links form part of the suspension system.

Air-sprung additional axles are permitted on leaf-sprung vehicles. However, the fitting of leaf-sprung axles to vehicles withair-sprung drive axles is not permitted.

When working on the steering system, the company carrying out the work is obliged to comply with all safety requirements,because failures or faults on such systems put life at risk.



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Safety in this respect means:

Component safety

Safe handling Safe braking.

The main requirements in terms of component safety are, for example:

Secure screw connections reliably and permanently For transmission components, provide materials with sufficient elongation properties, e.g. for steering drop arms, track rod

arms, tie rods, etc. If components are affected in the event of any overloading, plastic deformation should occur, but nofractures

Easy maintenance.

Even though the entire steering system has been conscientiously designed in theory, a practical test with measurements is vital,particularly with new designs. The results of the road tests must also be taken into account in the design in retrofit situations aswell, i.e. after the product has been completed. They will form the basis that will ensure safe steerability in critical situations, suchas in emergency braking and extreme cornering.

During braking the springs to be used should not exhibit any S deflection that would have a hazardous effect on steeringbehaviour.

9 Propshafts

Jointed shafts located in areas where people walk or work must be encased or covered. For more information, see the accidentprevention regulation "Power-operated equipment" (VBG-5). For addresses of trade associations, see the "Addresses" booklet.

9.1 Single joint

When a single cardan joint, universal joint, or ball joint is rotated uniformly whilst bent, this results in a non-uniform movement onthe output side (see Fig. 20). This non-uniformity is often referred to as cardan error. The cardan error causes sinusoidal-like

fluctuations in rotational speed on the output side. The output shaft leads and trails the input shaft. The output torque of thepropshaft fluctuates in line with this, despite constant input torque and input power.

Fig. 20: Single joint TDB-07 4

Because acceleration and deceleration occur twice during each revolution, this type of propshaft and layout cannot be permittedfor 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 deflection

the vibrations and loads are not significant.


TDB-074


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9.2 Jointed shaft wit h tw o 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 deflection angle, i.e. 1 = 2 The two inner joint forks must be in the same plane The input and output shafts must also be in the same plane, see Figs. 21 and 22.

All three conditions must always be met simultaneously so that the cardan error can be compensated for. These conditions exist inthe so-called Z and W arrangements (see Figs. 21 and 22). The common deflection plane that exists for Z or W arrangements maybe rotated about the longitudinal axis.

The exception is the three-dimensional propshaft layout, see Fig. 23.

Fig. 21 : W propshaft layout TDB-075

Fig. 22 : Z propshaft layout TDB-076

9.3 Three-dimensional propshaft layout

If the input and output shafts are not in the same plane, the layout is three-dimensional. Input and output shafts intersect spatiallyoffset from each other. There is no common plane, and therefore, to compensate for the fluctuations in rotational speed, the innerjoint forks need to be offset by angle - see Fig. 23.


commondeflectionplane1

2

TDB-075

commondeflectionplane

TDB-076

1

2


26/46

Fig. 23: Three -dimensional propshaft layout TDB-077

The condition that the resulting solid angle R1 on the input shaft must be exactly the same as the solid angle R2 on the outputshaft still applies.

Therefore:

R1 = R2

where:

R1 = resulting solid angle of shaft 1R2 = resulting solid angle of shaft 2

The resulting solid deflection angle R is produced from the vertical and horizontal deflection of the propshafts and is calculatedas:

Formula 1: Resulting solid deflection angle

The required angle of offset is produced for the horizontal and vertical deflection angles of the two joints:

Formula 2: Angle of offset

Where:

R = Resulting solid deflection angle

v = Vertical deflection angleh = Horizontal deflection angle = Angle of offset

Note:

With three-dimensional deflection of the propshaft with two joints, only the resultant solid deflection angles need to be the same.In theory, therefore, an infinite number of layout options can be formed from the combination of the vertical and horizontaldeflection angles.

We recommend that the manufacturers advice be sought for determining the angle of offset of a three-dimensional propshaftlayout.


tan2 R = tan2 v + tan

2 h

tan 1 = ;tan h1

tan v1tan 2 = ;

tan h2

tan v2= 1 + 2

ForkinplaneI

formedbyshafts1a

nd2

Angleofoffs

et

ForkinplaneI

PlaneII

formedbyshafts2and

3

ForkinplaneII

R1

R2

TDB-077


27/46

9 .3 .1 Propshaf t train

If the design dictates that greater lengths have to be spanned, propshaft systems comprising two or more shafts may be used.

Fig. 24 shows three basic forms of propshaft systems in which the position of the joints and the drivers with respect to each otherwere assumed to be arbitrary. Drivers and joints are to be matched to each other for kinematic reasons. The manufacturers of thepropshafts should be contacted when designing the system.

Fig. 24 : Propshaft tra in TDB-078

9.3.2 Forces in the propshaft system

Bending angles in propshaft systems of necessity bring additional forces and moments. If a telescoping propshaft is subjected toa longitudinal shift whilst transmitting moments, further additional forces will occur.

Taking the propshaft apart, twisting the two halves of the shaft and then putting them back together again will not compensate forthe non-uniformity. Instead, it will increase it. This "testing" may cause damage to the propshafts, the bearings, the joint, thesplined shaft profile and the equipment. Therefore, it is essential to observe the markings on the propshaft. These markings mustbe opposite each other when assembled (see Fig. 25).

Fig. 25 : Mark ing on propshaft TDB-079

Do not remove existing balancing plates and do not confuse propshaft parts; otherwise imbalance will occur again. If one of thebalancing plates is lost or propshaft parts are replaced, the propshaft should be 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 changingthe entire propshaft system and the mass ratios.


TDB-078

TDB-079

2

1


28/46

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 retrofit operation installing retarders

The following must be observed:

The deflection angle of each cardan shaft in the driveline must be a maximum of 7 in each plane, when loaded. If propshafts are to be extended, the entire propshaft system must be re-designed by a propshaft manufacturer (for addresses,

see "Addresses" booklet). Every propshaft must be balanced before installation. Any modification to the lightweight propshaft system on the L2000 4x2 range (for definition, see "General" booklet) may be

carried out only by Eugen Klein KG (for address, see "Addresses" booklet) or companies working on its behal. 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.

10 Central lubrication system

Chassis can be factory-fitted with BEKA-MAX central lubrication systems. It is possible to connect up body equipment (e.g.fifth-wheel coupling, loading crane, liftgate). However, only pump elements, progressive distributors and metering valves withMAN product numbers or from 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 version81.99598.8360) or from BEKA-MAX (for address, see "Addresses" booklet).

11 Modifying the cab

11.1 General

Modifications to the cab must be approved by MAN, department TDB (for address, see "Addresses" booklet).Safety requirements have the highest priority and the safety of occupants must not be detrimentally affected under anycircumstances by the modifications. Ride comfort is to be maintained.

Tilting performance of tiltable cabs should not be affected. The radius that the outline of the cab describes during the tiltingprocess should be adhered to. The tilting radii are shown in the chassis drawings. Chassis drawings can be obtained from ourMANTED on-line system or by fax order from department TDB (for address/fax number, see "Addresses" booklet).

11.2 Extending the cab

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



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The cab components, as delivered, would then comprise:

Floor assembly

Front wall with windscreen Side walls with doors Rear corner pillars Lower section of the back wall with cab locking mechanism Fittings, compartments in the lower area, seats and seatbelts Cab suspension and tilting mechanism of the standard cab.

The following are also available ex-works:

Fuel tank for crew cab Provisional battery mounting for transportation, including battery cable extension Package of additional parts for crew cab (with same locks as cab extension and door handles and window lifters with MAN

parts).

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 upper edge of the engine and passengers should

not be exposed to any risk of injury from hot coolant. Move the oil dipstick (note fill height) and oil filler neck in accordance with the cab modification. Ensure that the cab can tilt sufficiently. 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. MAN has drawn up its own Guide to Fitting Bodies for FOC chassis; this is available from MANdepartment BVT (for address, see "Addresses" booklet).

11.3 Spoilers, aerodynamics kit

It is possible to retrofit a roof spoiler or an aerodynamics kit. Original MAN spoilers and aerodynamics kits can be factory-fitted butare also available for retrofitting from our spare parts service. Only the proper mounting points and rain channel on the cab roofshould be used. Ensure there is sufficient clamping length (rain channel). No additional holes in the cab roof are permitted.

11.4 Roof sleeper cabs and raised roofs

11.4 .1 Fundamentals for the installat ion 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 outthe work. Section 7 "Retrofitting equipment" in this booklet applies.

The manufacturer of the roof cab is responsible for compliance with specifications (in particular safety regulations, e.g. tradeassociation 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.26. Cab suspension that is suitable for the installation of a roof cab must already be fitted or must be retrofitted for the installation of

the roof cab (see Table 5). The conditions and maximum weights listed in Table 5 are to be observed.



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Fig. 26: Cab centre of gravity with roof sleeper cab TDB-110

Table 5: Cab suspensions for roof cab installation, maximum we ights of fitted/installed components

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

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 asfor 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. 27.The standard roof framework and the standard cut-out in the roof panel are to be left unchanged.


Centre of gravity

of top- sleeper

Resulting

centre of gravity

Cab centre

of gravity

Cab floor Dimension y will be

determinedby the bod y builder

y

82 5

82 5 10 %

8201

0%

560

y

approx. 660 kg TDB-110

Model Model number Cab Equipment required Maximum

(see ' General' weight, incl.'booklet) equipment

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

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

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

Long-haul (F) ) long Air-sprung cab suspension for top-sleeper 200 kg

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

Large-capacity (G) long Air-sprung cab suspension for top-sleeper 200 kg

M2000L L70 - L95 Compact (K) short C a b s u s p e n s io n f o r t o p - s le e p e r 120 kg

Medium (M ); twin cab (D) N ot possible -


31/46

Fig. 27: Normal acce ss opening TDB-146

Enlarging the access opening is permitted, provided that the stipulations in Fig. 28 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 suitablereinforcement measures (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. 28: Enlarged access opening TDB-145

12 Axle locat ion, suspension, stee ring

12.1 General

Work on axle location and steering components, such as links, steering arms, springs, dampers and their brackets and mountingson the frame are not permitted.

Suspension components or spring leaves must not be modified 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 theleaf springs must be listed on the ALB plate; otherwise, a new ALB plate, with corresponding amendments, is required.

If the suspension system is to be modified on one axle (e.g. changed from leaf to air suspension), approval from MAN,department TDB, is required (for addresses, see "Addresses" booklet). Before the conversion, appropriate documentation isto be sent to MAN for examination. The conversion company is responsible for the design, strength and any effects on handlingproperties.


TDB-146TDB-146

TDB-145


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13 Add-on frame components

13.1 Underride guard

Chassis can be factory-fitted with a rear underride guard. Alternatively, the rear underride guards are not installed at the factory,in which case the chassis are fitted with a so-called "non-returnable lighting bracket" for transporting them to the bodymanufacturer. The body manufacturer must himself then fit a 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 located on a sticker on the underride guard.

The following dimensional requirements are imposed for MAN underride guards to EC/ECE directives (see also Fig. 29):

The horizontal distance between the rear edge of the underride guard and the rear edge of the vehicle (rearmost edge) mustnot exceed 350 mm. This value takes account of the deformation occurring under the test load (in 70/221/EEC, a value of400 mm is permitted in the deformed state).

The distance between the lower edge of the underride guard and the road must not exceed 550 mm when the vehicle isunladen.

Vehicles that are being transported to body manufacturers or overseas do not have to have an underride guard fitted becausea 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.

Fig. 29 : Layout of underride guard TDB-056


Edge protectionin this area

Holes in accordancewith this Guide to

Fitting Bodies

t Frame thicknessB Width of frame

longitudinal memb erprofile section

Underride guardset back

Underride guardset back and/or lower

35 0

Body

Body

TDB-056

35 0t

B

5

50

Unladen


34/46


35/46

Fig. 30: Sideguards on L2000 a nd M2000 vehicles TDB-201

Fig. 31: Sideguards on M200 0 and F2000 vehicles TDB-200


3

00

5

50

a al

Body

TDB-201

a al3

00

3

50

5

50

Body

TDB-200


36/46


37/46


38/46

In every case:

The legal regulations and directives must be met.

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 5.1 "Rivet joints and screw

connections" (e.g. mechanical keeper, double nip countersunk bolts/nuts.) A minimum clearance of 200 mm from the exhaust system must be observed; if a heatshield is installed, this clearance can

be 100 mm.

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

13.4 Wheel chocks

In Germany, 41 StVZO stipulates that wheel chocks must be included in the equipment. The corresponding regulations in othercountries 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 750 kg.

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 750 kg.

Chocks must be safe to handle and sufficiently effective. They must be fitted in or on the vehicle by means of holders and must beeasily accessible. The holders must prevent them from being lost or rattling.

Hooks or chains must not be used as holders.

13.5 Fuel tanks

If space permits it, fuel tanks can be either repositioned and/or additional fuel tanks can be fitted. However, the wheel loadsshould be as even as possible (see "General" booklet); if necessary, the fuel tanks are to be mounted opposite each other, ie onthe left and right-hand sides on the frame. The maximum tank volume per vehicle is 1500 litres. It is also possible to lower thetanks. If the ground clearance is affected by shifting a fuel tank, then a guard must be fitted to prevent damage to the fuel tank.

Fuel pipes are to be routed properly, see also "Electrics, wiring" booklet. Bleed fuel pipes and injection pumps fully after carryingout installation work.

The prevailing temperatures in the areas that the vehicle will be used in must be taken into account. Operation at lowtemperatures 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 clouding (flocculation of paraffin).

13.6 . Liquefied gas systems and auxiliary heate rs

MAN has no objection to the retrofitting of liquefied gas systems for operating

heating systems cooking systems cooling systems, etc.



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15 Modificat ions to the engine

15.1 Air intake, exhaust gas path

Air intake and exhaust gas removal functions must be able to proceed unhindered. The vacuum in the intake pipe and thebackpressure in the exhaust must not be allowed to deteriorate.

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

Never change the shape or area of cross-sections. Do not modify silencers or air filters. When bending components, the bending radius must be at least double the diameter of the pipe. Continuous bends only, i.e. no mitre cuts. MAN can provide no 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 200 mm away from the exhaust; if heatshields are fitted, this

clearance can be 100 mm.

15.2 Engine cooling

The cooling system (radiator, grille, air ducts, coolant circuit) must not be modified. Exceptions only with the approval of MAN, department TDB (for address, see "Addresses" booklet). Modifications to the radiator that reduce the cooling surface 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 retrofit installation, contact the nearest MAN service centre or MAN authorised workshop.

15.3 Engine enca psulation, noise insulation

Work on and modifications to factory-fitted engine encapsulation are not permitted. If vehicles are defined as "low-noise", theywill lose this status if retrofit work has been carried out on them. The company that has carried out the modification 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.



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Index

Page

Aerodynamics kit 25Auxiliary heaters 34Axle location 27

Cab modification 24Cab, extending 24Central lubrication system 24Cooling, engine cooling 36Corrosion protection 1Cut-outs on the frame 9

Drill holes 7Driveline of MAN chassis 24

Encapsulation 36Engine cooling 36Equipment, retrofitting of 17Exhaust gas path 36Extending the cab 24

Forces in the propshaft system 23Frame data 2Frame materials 2Frame overhang 12Frame, cut-outs 9Frame, modifying 7Frame, welding 10

Fuel tank 34Fundamentals for the installation of roof cabs 25

Gas engines 35Gas systems 34General 24,27Guards, sideguards 30

Heating, auxiliary heaters 34High-pressure gas installations 35

Inclination 28Installation of roof cabs 25Installing equipment 17

Installing leading and trailing axles 18Insulation, noise insulation 36Intake 36

Joint 20


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Page

Leading and trailing axles 18Liquid gas systems 34

Materials 2Modifications to the engine 36Modifications to the wheelbase 15Modifying the cab 24Modifying the frame 7Modifying the frame overhang 12Modifying the propshaft layout 24

Noise insulation 36

Propshaft layout 20Propshaft system 23Propshafts 20

Raised roofs 25Retrofitting equipment 17Retrofitting of leading and trailing axles 18Riveted joints 7

Roof openings 26Roof sleeper cabs 25

Safety at work 1Sideguards 30

Single joint 20Spare wheel 33Spoilers 25Stability 21Storage of vehicles 2Subframes 2Suspension 27

Tanks 34Trailing axles 18

Underride guard 29

Vehicle storage 2

Welding the frame 10Wheel chocks 34Wheelbase modifications 15Workplace 1


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Chassis Modification

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Transcript of Chassis Modification