EUROCARGO M.Y. 2008 ME DI UM R A N G E - ibb.iveco.comibb.iveco.com/Body Builder...

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EUROCARGOM.Y. 2008BODYBUILDERS INSTRUCTIONS

EDITION 2009

Publication Edited by:Technical ApplicationStrada delle Cascinette, 424/3410156 Turin - Italy

Publication Nr. 603.95.003 - 1st EditionPrinted in Italy - 01.09

B.U. TECHNICAL PUBLISHINGIveco Technical PublicationsLungo Stura Lazio, 15/1910156 Turin - Italy

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Print 603.95.003 Base - January 2009

Update data

EUROCARGO M.Y. 2008Bodybuilders instructionsPrint 603.95.003 - 1st editionBase - January 2009

UPDATE DATA

Section Description Page Revision date

Base - January 2009 Print 603.95.003

Update data

Indicates additional information.NOTE

This manual contains instructions and data for fitting body structures/ancillaries and Vehicle modifications and is intended forskilled and qualified personnel.

The Bodybuilder is responsible for the design and fitting and any modifications necessary for the installation. The Bodybuilder mustensure full compliance with the requirements set out in this manual and with national and international regulations (Constructionand Use, and EEC Standards) in force.

Before starting any work make sure you are working form the latest Iveco Bodybuilders Instruction manual for the model. Makesure that all safety equipment e.g. eye protection, hard hat, shoe, gloves etc are used. Check that all mechanical equipment e.g. liftsand handling gear is in good working order and is used. Finally work on the vehicle in good conditions and ensure maximum safetyat all times.

Any change, modification or installations not covered by this manual and not expressly authorized in writing by IVECO will relievethe latter of any responsibility and make, in particular, the vehicle warranty null and void.

For installations / modifications and general information not covered by this manual contact IVECO.

On completion of the installation e.g. body, crane, wheelbase modification the vehicle and systems must be checked to ensurevehicle operation and safety is as designed by Iveco and has not been compromised. If a vehicle system needs to be set up i.e. enginecontrol for PTO installation then contact your local Iveco Service Department.

IVECO shafl not be responsible for any change, modification or fittings concerning the vehicle.

Due to continuing vehicle improvements and changes in regulationswhich cover or affect the vehicle, the information in this publica-tion may not always be up to date.

If the Bodybuilder has any queries regarding the information contained in this manual regarding the vehicle that is to be workedon he should contact IVECO [email protected] before starting.

Danger to people

Failure to fully comply with these precautions can involve serious danger for personal safety.

Danger of serious damage to the vehicle

Partial or complete non observance of these precautions can cause serious damage to the vehicle and invalidate theIveco warranty.

Warning / Precaution

Failure to fully comply with these precautions can result in serious danger to personal safety and damage to the vehiclewith the loss of the vehicle warranty.

Environment protectionThis indicates the correct use of materials in order to make the vehicle as environmentally friendly as possible.

Symbols - Warnings

!

Foreword


Foreword

Page header and footer interpretation

Vehicle type Section titleSection number -page number

Printnumber

Chapter title Basic edition -month year


Foreword


Index of section

INDEX OF SECTION

Section

General specifications 1

Chassis modifications 2

Building & Mounting the structures 3

Power take-offs 4

Special instructions for electronic subsystems 5

Special instructions for -SCR- exhaust system 6


Index of section

GENERAL SPECIFICATIONS 1-1EUROCARGO M.Y. 2008


Index

Index

SECTION 1

General specifications

Page

1.1 Aim of bodybuilders instructions 1-3

1.2 IVECO “no objection” for changes and fittings 1-3

1.3 Liabilities 1-4

1.4 Guarantees 1-4

1.5 Request for a “no objection” 1-4

1.6 IVECO technical documents available by means of computer 1-5

1.7 Trademarks and logos 1-5

1.8 Legal provisions 1-5

1.9 Prevention of accidents 1-6

1.10 Choice of material to use: Ecology - Recycling 1-6

1.11 Vehicle delivery 1-7

1.11.1 Advice for acceptance of the chassis by the Fitter 1-7

1.11.2 Vehicle maintenance in the store 1-7

1.11.3 Delivery of the vehicle to the end customer 1-7

1.12 Vehicles identification 1-8

1.13 Dimensions and weights 1-9

1.13.1 General specifications 1-9

1.13.2 Determining the centre of gravity of the body and payload 1-9

1.13.3 Observing the permitted weights 1-13

1.14 Instructions for the correct functioning of the parts of the vehicle and accessibility for maintenance 1-14

1.15 Quality system management 1-15

1.16 Vehicle maintenance 1-15

1.17 Conventions 1-16

1-2 GENERAL SPECIFICATIONS EUROCARGO M.Y. 2008


Index



aim of Bodybuilders instructions

aim of Bodybuilders instructions

1.1 Aim of Bodybuilders instructions

The purpose of this publication is to provide data, specifications and instructions for the bodybuilding and conversion of an originalIVECO vehicle to ensure the functionality, safety and reliability of the vehicle and its components.

These instructions also inform Bodybuilders of:- the quality level to be attained;

- their obligations in respect of operations with safety implications;

- their obligations in respect of objective product liability.

You are reminded that the collaboration with IVECO is based on the premise that the Bodybuilder will always do everything tothe best of its technical and organisational abilities and that executions will always be completed in accordance with professionalstandards. The following information is not exhaustive and simply sets out minimum rules and precautions that can be used as abasis for the application of your own technical expertise.

Any faults or defects caused by total or partial failure to observe these rules may not be covered by the warranty on the vehicleand its mechanical parts.

1.2 IVECO “no objection” for changes and fittings

Changes must be carried out in accordance with the requirements set out in the following guidelines.

The followingmay be carried out only with IVECO’s authorisation after submitting a copy (two for English Market) of thedocumenta-tion required for technical evaluation of the proposed change (drawings, calculations, technical report etc.):- wheelbase modifications, where the new wheelbase does not fall within the minimum and maximum wheelbase available withinthe IVECO range for the same vehicle;

- work carried out on the braking system;

- work carried out on the suspension system;

- steering wheel modifications;

- changes to the stabiliser bars and suspensions;

- changes to the cab, cab supports, locking and tipping devices;

- changes to the intake systems, engine exhaust and SCR components;

- engine cooling system modifications;

- power unit and driving component modifications;

- work carried out on front and rear axles;

- fitting additional axles;

- fitting decelerator brakes;

- fitting power take-offs;

- changing the tyre dimensions;

- coupling device (hooks, fifth wheels) modifications;

- electric/electronic unit modifications.

The other modifications of fittings covered by the following standards and made in compliance with the same do not require specificauthorisation from IVECO.Anymodification or fitting not covered by these standards shall, on the contrary, be authorized by IVECOin advance.



Liabilities

Liabilities

1.3 Liabilities

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

- project of the modification or fitting;

- choice and features of the products used;

- workmanship of the modification or fitting;

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

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

- the operation, safety and reliability and in general the effective performance of the vehicle and also the effects that the changesand the conversion may have on the performance and specifications of the vehicle;

- the supply of parts for a minimum of 10 years from the last preparation of an order and for all parts and components installed.

1.4 Guarantees

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

- these specifications have not been adhered to or where unauthorised equipment was installed, or unauthorised modificationswere carried out;

- an unsuitable vehicle/model has been used for the required conversion or application;

- the specifications, standards or instructions issued by the Manufacturer for the flawless execution of the operations have notbeen followed;

- original spare parts or components which IVECO has made available for specific conversions were not used.

Maintaining the functionality of vehicle components.The effective operation of vehicle components, all component safety and running conditions, com-pliance with national and international regulations (e.g. EC Directives) and accident prevention stan-dards must be guaranteed in all permitted conversions and applications.All our vehicles are covered by a warranty as laid down in the specific documents.The Bodybuilder must carry out operations at least in an equivalent manner.

1.5 Request for a “no objection”

The requests for approval or support to carry out work ormake modifications or fittings shall be forwarded to the IVECOmarke-ting offices in charge.

To obtain the approval, the Bodybuilder shall provide adequate documents that illustrate the anticipated implementation, utilizationand conditions of use on the vehicle. The drawings shall highlight any item differing from the instructions contained in this manual.

The Bodybuilder shall submit the modification and/or fitting to the competent authorities for approval.



IVECO technical documents available by means of computer

IVECO technical documents available by means of computer

1.6 IVECO technical documents available by means of computer

The following technical documents are available on the Internet at www.thbiveco.com:

- Bodybuilder instruction manuals;

- specification sheets;

- chassis cab diagrams in .dwg and tiff formats;

- chassis diagrams in tiff formats;

- other specifications concerning the vehicle range.

The Bodybuilder shall submit the modification and/or fitting to the competent authorities for approval.

1.7 Trademarks and logos

Trademarks, nameplates and denominations must not be modified or displaced in relation to the original design. The appearanceof the vehicle must not be changed or modified.

The application of trademarks tied to the transformation or trim levels must be authorised by IVECO. They must not be appliednear to the IVECO tradenames or logos.

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

Instruction for added assemblies

Where assemblies are added, the Bodybuildermust provide the necessary service andmaintenance instructions when the vehicleis delivered.

1.8 Legal provisions

The Bodybuilder must ensure that the final product is compliant, without exception, to all applicable legal provisions at municipal/independent/national level in every State where it is sold and/or in service (Highway Code, Official Regulations etc.) and also atInternational level (European Union Directives, UN/Geneva ECE Regulations etc.). It shall also respect all requirements relating toaccident prevention, assistance instructions, the environment etc.

Legal recommendations, accident prevention provisions and other legal guidelines provided in this directive are exclusively thoseconsidered most important by IVECO and under no circumstances set out to replace or remove the Bodybuilder’s obligation tokeep itself properly informed.

For this reason, IVECO shall not be held liable for the consequences of errors caused by poor knowledge or incorrect interpretationof legal provisions currently in force.



Prevention of accidents

Prevention of accidents

1.9 Prevention of accidents

Do no allow unauthorised personnel to work on or operate the vehicle.

It is forbidden to use the vehicle if its safety devices have been tampered with or damaged.

The structures and devices fitted to the vehiclesmust complywith the current regulations concerningthe prevention of accidents and safety regulations in force in the countries where the vehicle is to beused.

All the precautions dictated by technical awareness must be adopted to prevent malfunction and functional defects.

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

!Components suchas seats, coverings, linings, protective panels etc.maypresent apotential fire hazardif they are exposed to an intense heat source.

They should be removed before working with welding equipment and flames.

1.10 Choice of material to use: Ecology - Recycling

Increasingly greater attention should be paid, at the study and design stage, to the choice of materials to be used.

This is especially the case as regards the aspects connected with ecology and recycling in the light of domestic and internationalregulations that are constantly being developed in the sector.

In this connection:

- everyonemust be aware of the prohibitions on using harmful or potentially hazardousmaterials, such as ones containing asbestos,lead, halogen additives, fluorocarbons, cadmium, mercury, hexavalent chrome, etc.

- use materials whose processing produces a limited amount of waste and allows easy recycling after first use;

- with composite synthetic materials, use components that are compatible with each other, envisaging also their possible utilizationwith the addition of other salvaged components. Affix the markings required in compliance with the current regulations;

- batteries contain substances that are very hazardous to the environment. When replacing batteries, we advise contacting theservice network, which is suitably equipped for battery disposal in compliance with environmental policies and laws.

In order to comply with EC directive 2000/53 (ELVs), IVECO S.p.A. prohibits fitting parts containinglead, mercury, cadmium and hexavalent chrome to vehicles (except for the departures referred to inAttachment II of the above directive).



Vehicle delivery

Vehicle delivery

1.11 Vehicle delivery

1.11.1 Advice for acceptance of the chassis by the Fitter

The Fitter who receives a chassis/vehicle from IVECO or from a dealer must make a preliminary check, reporting any missingitems or damage to the carrier.

1.11.2 Vehicle maintenance in the store

To keep the vehicle in perfect efficiency even during a period in store, it may be necessary to perform maintenance operationsat set intervals.

The expenses for performing these operations are borne by whoever owns the vehicle at that time (Fitter, Dealer or Customer).

1.11.3 Delivery of the vehicle to the end customer

Before delivering the vehicle, the Fitter must:

- prepare your execution (vehicle and/or equipment) and check its functionality and safety;

- perform the checks required on the Pre-Delivery Inspection list available with the IVECO network for the items involved in theoperation performed (obviously the other items of the PDI will remain at the charge of the delaer as stated in the warrantybooklet);

- measure the battery voltage, bearing in mind that:

a) the optimum value is 12.5V

b) between 12.1V and 12.49V, the battery must be trickle charged

c) with values lower than 12.1V the battery must be changed.

Battery maintenancemust be carried out at regular intervals until the vehicle is delivered to the Customer so as to avoid problemsof insufficient charge, short circuiting or corrosion.IVECO reserves the right to invalidate the battery guarantee if the required maintenance procedures are not respected;

- perform (in the case of vehicle conversion) an on-the-road functional test. Any defects or troubles should be notified to theIVECO Assistance Service to check whether there conditions for including them in the PDI costs exist;

- prepare and deliver to the end customer the necessary instructions for servicing and maintenance of the fitted vehicle and ofany added assemblies;

- record the new data on the plates provided;

- give confirmation that the jobs done correspond to the indications supplied by the vehiclemanufacturer and to the legal require-ments;

- draft a warranty the regards the modifications introduced.



Vehicles identification

Vehicles identification

1.12 Vehicles identification

The trade names of IVECO vehicles are not the same as the type-approval names.There follow two examples of trade names with the meanings of the abbreviations used:

Range Model Power Configur.Version

Suspension

M L 1 5 0 F PE 82

M L 8 0 E 81 KD

ML

GVW

(no./10→ weightin tons) E

EL

Power

Engine

(no.x 10→ HP)

RKDR-swW

P/FP

1 5 O E 82EXTERNAL ABBREVIATIONON VEHICLE

RANGE/CAB

ML = EurocargoE = Standard cab (short, long, 6+1)EL = Reduced height cab (short, long)

VERSION

R = TowingK = TipperD = Cab 6+1 for MLR-sw = SweeperW = 4x4

SUSPENSION

- = Mechanical/P = Pneumatic/FP = All-wheel pneumatic

R

Cab



Dimensions and weights


1.13 Dimensions and weights

1.13.1 General specifications

The dimensions and maximum permissible weight on the axles are indicated on drawings, on technical specifications and, ingreater details, on the official documentation issued by IVECO.

The kerb weights refer to vehicles with standard equipment. Special equipment may involve considerable modification to the weightand its distribution on the axles.

Lights and rear-view mirrors positioning on our vehicles is designed for widths of 2,550 mm. This dimension may also be appliedto special body versions with a width of 2,600 mm (e.g. refrigerator vans).

Weighing the chassisAs a result of production factors there may be a variation in weight of approx. 5%.

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

1.13.2 Determining the centre of gravity of the body and payload

Positioning on longitudinal plane

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

The technical documentation specific to eachmodel (chassis cab drawing) give the positions permittedwith the vehicle in its standardform. The weight and positioning of the single components of the vehicle are given in the chassis and weight distribution diagram.




Figure 1.1 refers to vehicles with 2 axles.

Figure 1.1 Positioning on the longitudinal plane

W = Outfit + useful load (kg)W1 = Portion of W weighing on the front axle (kg)W2 = Portion of W weighing on the centreline of the rear axle or on the centreline of the bogie (kg)L1 = Distance of the center of gravity from the centreline of the rear axle or from the centreline of the bogie (mm)L = Calculation wheelbase (mm)

L1 =W1 ⋅ LW

91517

or L1 = L −W2 ⋅ LW

Computational example of the position of the centre of gravity of the load

We consider an ML120E18/P vehicle, wheelbase 4185 mm, with

1. GVW = 12000 kg (maximum permissible 4400 kg on front and 8480 kg on rear)

2. kerb weight = 4220 kg (2760 kg on front axle and 1460 kg on rear)

The maximum permissible load (outfit + useful load) is W = 12000 - 4220 = 7780 kg. We obtain the position of the centre ofgravity where the maximum permissible load on the front axle is reached.We hypothesize a uniform load distribution. In this case,of the 7780 kg, W1 = 4400 - 2760 = 1640 kg will go on the front axle and the remainder W2 = 7780 - 1640 = 6140 kg on therear axle. So we will have

1. W1 = 1640 kg

2. L = 4185 mm

3. W = 7780 kg

L1= W1 x L / W = 882 mm

The centre of gravity of the load (outfit + useful load) can be no more than 882 mm from the rear axle, otherwise there wouldbe an overload on the front axle.




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

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

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

The Bodybuilder will also need to install suitable payload securing systems on the body so that transport can bemadewith the utmostsafety.

Figure 1.2

123482

Uniform distribution of the load Non-uniform distribution of the loaddue to the lack of rear overhang

Uniform distribution of the load Non-uniform distribution of th e load(beware of load on axles and minimum ratio)




Height of the centre of gravity

The height of the centre of gravity of the chassis cab is given in the technical documentation specific to each model (chassisdrawing).

For testing the vehicle complete with superstructure, the Bodybuilder must check that the height of the centre of gravity of theequipment including the payload, or of the entire vehicle when fully loaded, falls within the maximum permitted values.

These limits are defined in compliance with the national or international regulations (e.g. as amended by the current EC brakingDirective) or requested by the Manufacturer to ensure good handling of the vehicle (e.g. transverse stability of the moving vehicle).

In order to comply with the current ECDirective, IVECO provides information for the variousmodels (wheelbase and specific body)on computer, regarding:- height of centre of gravity of chassis cab (e.g. chassis cab diagram, braking data);

- maximum height of centre of gravity of complete vehicle at full load (e.g. national type-approval document);

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

Figure 1.3

Verification with full load:

Wv = Chassis cab vehicle kerb weightHv = Height of centre of gravity of chassis cab vehicle (laden condition)Ws = Body and payloadHs = Height of centre of gravity of body and payload in relation to groundWt = Vehicle weight when fully loadedHt = Height of centre of gravity of vehicle fully laden to gvw

Ht=Wv . Hv + Ws . HsWv + Ws

Hs= (Wv + Ws) . Ht − Wv . Hv

Ws

To check the vehicle with its body but no payload, use above formula but for Ws use only the body kerb weight (The position forHv will depend on the load and deflection of the suspension).The height of the centre of gravity indicated in Figure 1.3 represents values which are not to be exceeded for each given equipmentlevel. These values have been calculated only in terms of the transverse stability of the vehicle and are applicable to a mid wheelbase.Any other possible restrictive specification, e.g. braking regulation, should be taken into consideration.The values given in Figure 1.3 refer to the superstructure with fixed payload. In versions where the payload tends to move on side(e.g. suspended loads, fluid loads etc.) especially when turning, higher dynamic stress is generated which makes the vehicle less stable.This must be taken into consideration when providing vehicle operating instructions or for possible reduction in the height of thecentre of gravity.




Using stabiliser barsSupplementary stabilising or anti-roll bars, where available, spring reinforcements or the application of rubber components

(in compliance with point 2.7)may increase the height of the centre of gravity of the payloadwhich must be defined as each occasionarises. The modification must be carried out after careful consideration has been given to the specifications of the version, to thewheelbase and to the distribution of the cross-stresses acting on the suspension both at the front and at the rear of the vehicle.It must be borne in mind that it is often advisable to modify the rear axle only since a modified front axle would give the driver afalse sense of stability making it more difficult to perceive the safety limits. Modification to the front axle may be made where theload is positioned behind the cab (e.g. crane) or where the superstructures are very rigid (e.g. van conversion).

Exceeding the limitsWhen transporting goodswith an exceptionally high centre of gravity (e.g. machinery, indivisible cargo etc.) from a technical point

of view it is possible to exceed the values indicated in the table provided that the steering system of the vehicle is suitably adaptedto this condition (e.g. reduced speed, gradual changes on the steering wheel, etc.).

1.13.3 Observing the permitted weights

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

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

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

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

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

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

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

Variations in the permissible weightSpecial exceptions to the maximum permissible weight may be granted for particular applications for which, however, precise

limitations regarding the use will be imposed in addition to possible vehicle reinforcements.

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

A reduction in admissible vehicle load (downrating) may require modifications on some parts, such as the suspension. In these cir-cumstances, the necessary information may be supplied.

The request for authorisation must include:

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

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

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



Iinstructions for the correct functioning of the parts of the vehicle and accessibility for maintenance

Iinstructions for the correct functioning of the parts of the vehicle and accessibility for maintenance

1.14 Instructions for the correct functioning of the parts of the vehicleand accessibility for maintenance

As a rule, when modifying or installing any type of equipment, nothing must be altered which prevents the correct functioningof assemblies and parts of the vehicle under all operational conditions.

For example:- ready access to all parts requiring inspection or maintenance and periodic servicing must be provided. In the case of closed bodytypes suitable opening doors must be provided.

- for tilting cabs, adequate space permitting tilting must be assured. In the case of structures which involve the space above thedriver’s cab, adequate space for the passage of intake air must be guaranteed (see Figure 1.4).

Figure 1.4

1. Retain adequate room for tilting the driver’s cab - 2. Retain the free space above the gearbox (for tractors with semitrailersconsider the movement between tractor and semitrailer) - 3. Cab pivot point - 4. Min. distance to be met

130671

- service access to chassis/driveline components must be retained. For instance repairing the gearbox or clutch must be possiblewithout necessitating the removal of major components of the added structure.

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

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



Quality System management

Quality System management

- adequate ventilation of the brakes and battery case (especially in the case of box bodies) must be guaranteed.

- the positioning of the mud-guards and wheel-arches must allow free movement of the rear wheels even when chains are beingused. Sufficient space must also be ensured with lifting axles. Some of our models have 3rd axle steering which also steers inthe raised position; and it is necessary to leave space for this function (see point 2.21).

- when the vehicle has been set up, for safety reasons, headlight attitude must be checked and adjusted as necessary. Performthe adjustment according to the instructions provided in the user and maintenance manual.

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

1.15 Quality system management

For some time IVECO has been promoting Quality System development and training for Bodybuilders.

This is a requirement due not only to compliancewith domestic and international regulations on product liability, but also the growingdemand for increasingly higher quality levels. The creation of new forms of organization in the various sectors and the quest forincreasingly more advanced levels of efficiency.IVECO believes it essential for Bodybuilders to be equipped and organised where the following are defined and available:

- organization charts for functions and responsibilities;

- Quality goals;

- technical design documentation;

- process and control phases with relevant resources;

- product improvement plan, obtained also with corrective actions;

- after sales service;

- staff training;

- manufacturer liability documentation;

1.16 Vehicle maintenance

In addition to making the necessary checks on the body/structure in keeping with customary working procedures, the Bodybuil-der shall perform the checks specified in the “IVECO pre-delivery inspection” list, which can be obtained from the IVECO network,for the aspects affected by the modifications performed.



Convention

Convention

1.17 Conventions

In these Bodybuilders instructions, the wheelbase is taken as the distance between the centreline of the first steering axle andthe centreline of the first rear axle (driven or non-driven). This definition differs from the definition of wheelbase in the CEDirectives.The rear overhang is taken as the distance between centreline of the last axle and the rear end of the chassis runner. For dimensionsA, B and t of the frame section please refer to the figure below.

Figure 1.5

91473

CHASSIS MODIFICATIONS 2-1EUROCARGO M.Y. 2008


Index

Index

SECTION 2

Chassis modificationsPage

2.1 General instructions for chassis modifications 2-5

2.1.1 Specific precautions 2-5

2.2 Protection against rust and painting 2-7

2.2.1 Original components 2-7

2.2.2 Added or modified painted parts 2-10

2.2.3 Precautions 2-11

2.3 Drilling the chassis 2-12

2.3.1 Screws and nuts 2-12

2.3.2 Characteristics of the material to be used when modifying the chassis 2-13

2.3.3 Stresses on the chassis 2-14

2.3.4 Welding the Chassis 2-15

2.3.5 Closing of existing holes 2-17

2.4 Modifying the wheelbase 2-18


2.4.2 Authorisation 2-18

2.4.3 Effects on the steering 2-18

2.4.4 Recommended procedure 2-19

2.4.5 Chassis stress level 2-20

2.4.6 Cross members 2-20

2.4.7 Sections of chassis frame structural members: Availability with IVECO Spare Parts 2-21

2.4.8 Changes to the transmissions 2-21

2.5 Modifying the rear overhang 2-22


2.5.2 Reducing the overhang 2-22

2.5.3 Increasing the overhang 2-22

2.6 Installing a towing device 2-24


2.6.2 Traditional towing hooks 2-25

2-2 CHASSIS MODIFICATIONS EUROCARGO M.Y. 2008


Index

Page

2.6.3 Towhook for mid-axled trailers 2-26

2.6.4 Centre-axle trailers (with rigid drawbar) 2-28

2.6.5 Reinforcement of standard rear cross member 2-32

2.6.6 Lowered rear cross member 2-34

2.6.7 Rear crossmember in low, forward position (short attachment) 2-36

2.6.8 Remarks about the payload 2-36

2.6.9 Increasing the towable weight 2-36

2.7 Installing a supplementary axle 2-37


2.7.2 Chassis frame reinforcement 2-37

2.7.3 Application of a rear or central axle on models ML150 and ML180 2-39

2.7.4 Application of a rear axle 2-39

2.7.5 Application of a middle axle 2-40

2.7.6 Steering axles 2-40

2.7.7 Components and suspension 2-40

2.7.8 Stabilisers 2-41

2.7.9 Connection to the chassis frame 2-41

2.7.10 Braking system for additional axle 2-41

2.7.11 Lifting device 2-42

2.7.12 Modifying the suspension 2-42

2.7.13 Conversion from mechanical to pneumatic suspension 2-42

2.8 Modifying the drive line 2-43

2.8.1 Permitted lengths 2-43

2.8.2 Determining driveshaft positions 2-45

2.9 Modifications of the engine air intake and exhaust system 2-48

2.9.1 Intake 2-48

2.9.2 Engine exhaust 2-48

2.9.3 Alignment of the parts of the exhaust system 2-48

2.10 Modification of the engine cooling system 2-57



Index

Page

2.11 Installation of a supplementary heating system 2-58

2.12 Installing an air-conditioning system 2-59

2.13 Cab modifications 2-60


2.13.2 Roof panel modifications 2-60

2.13.3 Fitting a spoiler or a top-sleeper 2-61

2.13.4 Construction of crew cabs 2-61

2.14 Changing the size of the tyres 2-63

2.15 Modifications to the braking system 2-64


2.15.2 Brake pipes 2-64

2.15.3 Electronic braking system control devices 2-69

2.15.4 Taking air from the system 2-69

2.16 Electrical system: modifications and drawing-off power 2-70

2.17 Repositioning parts and mounting auxiliary assemblies and equipment 2-70

2.18 Transporting hazardous goods ADR 2-72

2.19 Application of a retarder brake 2-72

2.20 Alterations to the rear protection bar 2-73

2.21 Rear mudguards and wheel boxes 2-74

2.22 Mudflaps 2-74

2.23 Side guards 2-75

2.24 Chocks 2-77

2.25 Front protection (FUP) 2-77

2.26 Rear view mirrors 2-78



Index



General instructions for chassis modifications

2222.2


2.1 General instructions for chassis modifications

Particular attention must be given to the following points:

- welding to the bearing structures of the chassis is explicitly prohibited (with the exception of the items described at points2.3.4, 2.4 and 2.5);

- holes in the flanges of the side members are not permitted (except for the items described at point 2.3.4);

- where riveted connections exist and can be modified as explained below, these can be replaced by flanged-head screws andnuts of min. class 8.8 or by hex screws of the next greater diameter and self locking nuts. Screws greater than M12 must notbe used (max. diameter of hole 13 mm) unless otherwise specified;

- if connections that require screws to be used are restored, it is necessary to check that the screws are appropriate before reutilisa-tion and to tighten them to a proper torque;

!If safety components are remounted, the previously used screws can not be reutilised and itis necessary to tighten them to the specific torque required (contact the service network tofind out the value).

- in the cases of remounting safety components and when rivets replaced with screws, you have to recheck the closing of theconnection after covered distance of about 500 - 1000 km.

2.1.1 Specific Precautions

!Duringwelding, drilling, grinding and cutting operations near brake systempipes, and electri-cal cables, adopt the appropriate precautions for their protection. Remove them altogetherif necessary (observe the requirements set out under points 2.15 and 5.8).

Figure 2.1

91444




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

b) Checking the ground connections.As a general rule the original ground connections of the vehicle must not be changed. If it is necessary tomove these connectionsor to implement further ground points use the existing holes on the chassis as far as possible and:

- remove, mechanically, and/or with an appropriate chemical product, the paint on the chassis side and on the terminal sidecreating a resting plane free from indentations or ridges.

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

- connect the ground cables within 5 minutes from the application of the paint.

Do not use the IVECO standardised M1 (battery ground connection) M2, M8 (ground connection for starter motor dependingon the driving position) points for the ground connections for control switches (e.g. sensors or low absorption devices).

With regard to the electronic devices, avoid linking ground connections between the devices; only use single wire grounds withoptimised lengths (as short as possible).

For further information regarding the braking and electronic system, refer to points 2.15 and 2.16.

c) Specifications and standards for correct installation of wires in electrical systems

- Power cables (+ direct) must be fed on their own into corrugated piping (of appropriate diameter) and not together withother smaller cables (signal and negative cables);

- they must be spaced a minimum distance of 100 mm apart (reference value = 150 mm) from high heat sources (engineturbine, exhaust manifold, ...);

- a distance of at least 50 mm must be maintained from chemical agent containers (batteries, etc.);

- the same prescription is applicable with regard to the proximity to moving parts;

- the passage of cables through openings and over sharp edges of sheet metal must be protected by means of cable glands(in addition to the flexible conduit covering);

- the flexible conduit must protect the cable entirely and it must be joined (with shrink wraps or by taping) to the rubber capson the terminals. In addition, the clamps securing the flexible conduit (cut longitudinally) must not deform it; this precautionprevents the risk of cables coming out of the conduit or coming into contact with the cut edge of the conduit;

- all connection clamps (+) for the above cables and their terminals must be protected by sealed rubber in areas exposed toatmospheric agents with the possible risk of standing water;

- fixing of the cable lugs to the terminals (including negative terminals) must be assured in such a way as to prevent themwork-ing loose, applying tightening torque wherever possible and arranging the lugs in a star configuration in the case of multipleconnections (to be avoided if possible);

- the route of the cables in question must be defined as far as possible with dedicated brackets and ties that are close enoughtogether to avoid loose sections and provide the possibility (and obligation) to reconstruct the same installation in the eventof repairs or the installation of additional equipment;

- in the case of connection between the chassis-tilting cab, the position of the cable harness must be checked with the cabin its driving position and when tipped, in order to identify any points of interference or pulling, which must be corrected.



Protection against rust and painting


2.2 Protection against rust and painting

All parts fitted to the frame must be painted in accordance with St. Iveco 18-1600 Colour IC444RAL 7021 70/80 gloss.

NOTE

2.2.1 Original components

In Table 2.1 details the operations for protecting and painting the components of the original vehicle (Table 2.3 for painted parts,Table 2.2 for non-painted or aluminium parts).

Table 2.1 - Protection category - STD 18 - 1600 (Schedule I)

Class Features of the part Examples of the type of part

A Parts in direct contact with atmospheric agents Cab, rear view mirrors, cab fixing components

B Parts in direct contact with atmospheric agents withmostly structural characteristics directly visible

Chassis and related parts, including fixing.Components and parts under the hood

B1mostly structural characteristics, directly visible

Rear and front axles

CParts in direct contact with atmospheric agents, notdirectly visible

Engine and related parts

D Parts not in direct contact with atmospheric agents Pedals, seat frames, fixing components, internal cab pillars

Parts must be supplied only with cataphoretic coating or rustproofing (Schedule III). The enamelwillbe appliedduring the frame finishing stage.

NOTE




Table 2.2 - Various unpainted and aluminium parts and components

Material Type of protectionClass

Material Type of protectionA B - B1 C D

Stainlesssteel

- yes - - -

chemical coatingDAC 500/8/PLGEO 321/8/PL (*)GEO 321/8/PM (*)

(1)DAC 320/5GEO 321/5 (*)GEO 500/5 (*)

(1)---

---

FFE/ZN 12 III - - yes yes

Ferrous FE/ZN 12 IV (*) - - yes yes( )

Zinc treatment (2)Zinc treatment

FE/ZN 12 V

( )- yes - -FE/ZN 12 V

FE/ZN 12 IV S (*) -

y

yes - -

AluminiumAnodizing yes yes yes yes

AluminiumPainting yes - - -

(*) Hexavalent chromium-free(1) I.S. 18-1101(2) I.S. 18-1102




Table 2.3 - Painted parts - STD 18 - 1600 (Schedule III)

Description of the cycle phaseClasses

Description of the cycle phaseA B (5) B1 C D

Mechanical surface cleaning Sand blasting - yes • - yes • yes •Mechanical surface cleaning(including the removal of burrs /

d l f d f d )Brushing yes •( g

rust and cleaning of modified parts) SandingDegreasing - - - yes • yes •

Pre treatmentPhosphate degreasing

Pre-treatmentPhosphating of the heavy iron yes •Phosphating of the zinc yes

Cataphoretic treatment

High thickness(30-40 µm)

yes (1) yes (4)•

- yes (6)•

yes •

Cataphoretic treatment Low thickness (15-25 µm) yes (2)Acrylic to finish (>35 µm) -

RustproofingBicomponent (30-40 µm) - yes (7) -

RustproofingMonocomponent (30-40 µm) - yes

Chip-resistant primerMono (130 °C) or bicomponent(30-40 µm)

yes (2) - - - -

Mono (130 °C) or bicomponent(30-40 µm)

yes yes • - yes • yes •

Enamel Powders (50-60 µm) yes (3) yesMonocomponent at low temperature(30-40 µm)

- - yes

(1) = Cycle for two-coat preparation.(2) = Cycle for three-coat preparation.(3) = Alternative to the mono or bicomponent paint, only for cab parts (windscreen wipers, rear view mirrors, etc.).(4) = Excluding parts that cannot be immersed in pre-treatment and paint baths, due to their geometry (air tanks), their large size (castings) orwhere thiswould

compromise their functionality (mechanical parts).(5) = For ferrous steel or pre-coated fuel tanks, refer to Table 2.2.(6) = Only parts fitted on the engine.(7) = Parts that cannot be treated cataphoretically (4).• = Alternative products and cycles for the same class, as long as they are compatible with the part being treated.

All components installed on chassis must be painted as per Sta Iveco 18-1600Colour IC444RAL 7021brightness 70/80 gloss.

NOTE




2.2.2 Added or modified painted parts

All parts of the vehicle (cab, chassis, bodywork, etc.) which are added or subjected to modification must be protected from rustand corrosion.

There must be no unprotected areas on ferrous materials.

Table 2.4 (painted) and Table 2.5 (unpainted) show the minimum treatments required for modified or added components whenit is not possible to provide the same protection as that used on IVECO original components. Different treatments are allowed oncondition that the same level of protection against rust and corrosion is guaranteed.

Never use powder enamels directly after degreasing.

Parts in light alloy, brass and copper must not be protected.

Table 2.4 - Added or modified painted parts

Description of the cycle phaseClass

Description of the cycle phaseA - B - D (1)

Mechanical surface cleaning (including the removal of burrs /Mechanical surface cleaning (including the removal of burrs /rust and cleaning of modified parts)

Brushing/sanding/sand blastingrust and cleaning of modified parts)

Brushing/sanding/sand blasting

Pre-treatment Degreasing

Anti-rust Bicomponent (30-40 µm) (2)

Paint Bicomponent (30-40 µm) (3)

(1) = Modifications to rear axles, front axles and engine (Classes B1 and C) are not allowed.(2) = Preferably epoxy.(3) = Preferably polyurethane.

Table 2.5 - Parts not painted or made of aluminium that have been added or modified

Type of protectionClass

Type of protectionA B - B1 C D

Stainless steel yes - - -

Dacromet DAC 320/8/PLDAC 500/8/PL

DAC 320/5 - -

FE/ZN 12 III - - yes yesGalvanization FE/ZN 12 V - yes - -

FE/ZN 25 V - - - -

AluminiumAnodic oxidation yes yes yes yes

AluminiumPainting yes




2.2.3 Precautions

Suitable precautions must be taken to protect those parts whose preservation and operation could be damaged by paints such as:

- rubber or plastic pipes for the air and hydraulic installations;

- gaskets, parts in rubber or plastic;

- flanges of the transmission shafts or power take-offs;

- radiators;

- shock absorber and hydraulic or air cylinder rods;

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

- fuel sediment filter;

- nameplates and logos.

With particular regard to the engine and its electric and electronic components, adequate precautions must be taken to protect:

- on the whole engine and vehicle wiring, including ground contacts;

- on all connectors on sensor/actuator side and wiring side;

- on all sensors/actuators, on flywheel, on flywheel rev sensor bracket;

- on the whole diesel fuel system pipes (plastic and metallic);

- on complete diesel fuel filter base;

- on control unit and control unit base;

- on the whole soundproofing cover inner side (injectors, rail, pipes);

- on common rail pump including regulator;

- on vehicle electric pump;

- on tank;

- on front belt circuit and relevant pulleys;

- on power steering pump and relevant piping;

- ECU’s fitted on the vehicle.

If the wheels are removed, protect the contact surfaces on the hubs, avoid increasing the thickness and especially avoid the build-upof paint on the connecting flanges of the wheel disks and contact points of the fixing nuts.

Ensure that the disc brakes are adequately protected.

The electronic components and modules must be removed.

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



Drilling the chassis


2.3 Drilling the chassis

When it is necessary to mount assemblies or auxiliary units on the chassis, as a general rule, the existing holes made at the factoryshould be used.

!Under no circumstances should the flanges of the supporting member of the vehicle be drilled unlessin compliance with the indications given in point 3.3.1.

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

Position and Size

The new holes must not be made in areas of high stress (such as supports for springs) and at variance with the cross-sectionof the side member.The diameter of the holes must be proportional to the thickness of the steel. Under no circumstances must this exceed 15 mmunless otherwise specified. The distance from the centre of the hole to the edges of the side member must not be below 40 mm.The centres of the holes must never be located at a distance of less than 45 mm from each other or in relation to the existing holes.The holes must be staggered as shown in Figure 2.2. When moving spring support or crossmembers, the same drilling arrangementmust be used always maintain the original boring.

Figure 2.2

91445

2.3.1 Screws and nuts

In general, use connectors of the same type and class as those for similar fixings on the original vehicle (Table 2.6).

As a general rule, materials of class 8.8 are recommended. Class 8.8 and 10.9 screws must have been hardened and tempered.For applications of diameter ± 6mm, stainless steel parts are recommended. Approved finishes are Dacromet and zinc coating, asdetailed in Table 2.2. A Dacromet finish is not recommended if the screws are to be subjected to welding. If space allows, use screwsand nuts with flanged heads. Use self-locking nuts. Nuts must be tightened using a torque wrench set to the correct torque settingfor the fixing.




Table 2.6 - Classes of resistance for screws

Class of resistance Usage Tensile strength(N/mm2)

Yield point(N/mm2)

4 (1) Non-load bearing screws 400 320

5.8 (1) Low resistance screws 500 400

8.8 Medium resistance screws (crossmembers, cleat plates, brackets)

800 640

10.9High resistance screws

(spring supports, anti-roll barsand shock absorbers)

1000 900

(1) Not to be used.

2.3.2 Characteristics of the material to be used when modifying the chassis

When modifying the chassis of the vehicle, and in applications which reinforce the side members directly, the material used mustcorrespond in quality (Table 2.7) and thickness (Table 2.8) to that of the original chassis.

Sections of various thicknesses are available from IVECO Spare Parts.

If materials with the specified thickness cannot be found, it is possible to use the standard thickness immediately above those indicatedin Table 2.8 and with lengths of 1,500 mm and 2,000 mm.

Table 2.7 - Material to be used to modify the chassis

Steel name Tensile strength(N/mm2)

Yield point(N/mm2) A5 elongation

IVECO FEE490

Europe S500MC 610 490 19%

Germany QSTE500TM

Alternatively, just for rear overhang extension.

IVECO FE510D

Europe S355J2G3520 360 22%

Germany QST52-3520 360 22%

UK BS150D




Table 2.8 - Sections of chassis frame structural members

Thickness t (mm)

Model A x B Wheelbase (mm)Model A x B

(mm) 3105 3330 3690 4185 4455 481560E, 65E,75E, 80EL 172.5x65 4 4 4 4 4 5

80E, 90E,100E 195.5x65 4 4 4 5 5 5


(mm) 3105 3330 3690 4185 4455 4590 4815 5175 5670 6210 6570110EL, 120EL 195.5x65 5 5 5 6 6 - 6 - - - -

120E240x70

55 5 6 6 6 7

6.7 6.7130E

240x70-

- 5 5 6 - 6 6.7-

--

140E - 5 5 6 -150E 240x70

5-

6 66 -

6 76.7 6.7 -

7 7160E

5 6 6 6.7 7.7

180E262 5x80 6 7 7 7 7 7 7 7 7 7 7 7 7 7 7

190EL262.5x80 - - 6 7.7 - 7.7 7.7 7.7 7.7 7.7 7.7


(mm) 3240 3690 3915110EW

240x705 5 -

150EW240x70

6 6 6

2.3.3 Stresses on the chassis

Do not exceed the following stress values under static conditions:

Table 2.9

Range Permitted static stress on the chassis (N/mm2) σ amm.

On road Off-road use

Eurocargo 120 80

When required by national regulations, the Bodybuilder must check that the stress limits are not exceeded.

Welding activity will cause a deterioration in the characteristics of the material. Therefore, when checking the stresses in thermically-modified zones, consider a reduction of approx. 15% of the resistance characteristics.




2.3.4 Welding the Chassis

!Welding operationsmust only be carried out by specialist, trained personnel, using suitable equipmentand in a perfectly workmanlike manner.

Any intervention on the system not carried out as per instructions provided by IVECO or carried outby unskilled staff, might severely damage the on-board systems, thus adversely affecting vehicle oper-ation safety and efficiency and causing damages not covered by warranty.

Welding is permitted:

- when joining the sidemembers to extend or shorten the wheelbase or rear overhang.

- for the application of reinforcing L section flitch on a side member that is to be modified as detailed below (v. Figure 2.3).

Figure 2.3

91448

When arc welding, the instructions below must be followed in order to protect electric units and ECUs:

- before disconnecting power cables, check to ensure all electrical items are switched off;

- where an electric switch is installed (battery isolation switch) wait for cycle end;

- disconnect negative power pole;

- disconnect positive power pole without connecting it to ground and DO NOT short circuit it with negative pole;

- disconnect ECUs connectors, carefully and do not touch ECU connector pins;

- when welding within the electronic control devices, disconnect them from the vehicle;

- connect welding machine ground directly to the part to be welded;

- protect plastic pipes against heat sources and remove, if necessary;

- if welding near leaf springs or air springs protect against welding spatters;

- avoid electrode or gun contact with spring leaves.




Operations for welding preparation

As part of the procedure it will be necessary to remove the paint and deoxidise the parts of the chassis that are affected by thewelding operation as well as those parts whichmay have to be covered by possible reinforcements.When work has been completedthe modified part must be protected with adequate rustproofing (see point 2.2.2).

a) Cut the side members with a diagonal or vertical cut. (We recommend that the diagonal cut be used particularly for the sectionbetween the wheelbase) Cuts are not permitted in areas in which the profile of the side member as well as the chassis widthchange or in those where there is a high concentration of stresses (e.g. spring brackets). The cuts must not be made throughthe holes present in the side member (see Figure 2.4).

91446

Figure 2.4

YES

YES

NO

NO

b) On the inner side of the side member give the parts that are to be joined a V-shaped chamfer of 60° along the entire lengthto be welded (see Figure 2.5).

c) Arc weld in stretches using carefully dried basic electrodes. The recommended electrodes are:For S 500 MC (FeE490: QStE 500TM)Diameter of the electrode is 2.5 mm, current intensity approx. 90A (max. 40A for each millimetre of diameter of the electrode).Using MIG-MAG welding use a welding rod with the same characteristics as the material to be welded (diameter 1 to 1.2 mm).Recommended welding rod: DIN 8559 - SG3 M2 5243

gas DIN 32526-M21 or DIN EN 439

If FeE490 is used at very low temperatures, we recommend:PrEN 440 G7 AWS A 5.28 - ER 80S - Ni 1gas DIN EN439-M21

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

d) Repeat the operation on the reverse side by welding as detailed in point c).

e) Allow the side members to cool slowly and uniformly. Cooling by air, water or other means is not permitted.

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




91447

Figure 2.5

g) On the inner side reinforcing L-section flitches should be applied. These should bemade of steel and have the samecharacteristicsas the steel used for the chassis. The minimum dimensions are given in Figure 2.3.The reinforcements may only be fixed to the vertical web of the side member using welding beads, plug welds, bolts or rivets(Huck rivets may also be used).The cross-section and the length of theweld bead, the number and distribution of the plugwelds, bolts or rivets must be adequateto transmit the bending and shearing moment of the section.

2.3.5 Closing of existing holes

If making new holes close to other existing holes (see Figure 2.2) the existing holes can be closed by welding. To ensure thatthe operation is successful, level the external edge of the hole and apply a copper plate to the inner part of the side member tosecure the solder (same as that of the side member) and weld both sides of the side member.

Grind the excess part of the material away.

Levelled washers may also be used to close the holes.



Modifying the wheelbase


2.4 Modifying the wheelbase


!Any change to thewheelbase affecting the electrical circuits and/or entailing a relocationof the electri-cal/electronic components must be approved and performed according to the instructions providedin Chapter 5.

Generally, the wheelbase must be changed by operating on the standard production wheelbase that is nearest to the one thatyou want to create.

However, note that if you want to create a measurement lower than the minimum allowed or greater than the maximum allowedwritten permission must be requested.The chassis must be cut according to the instructions given at point 2.3.4. If the size of the superstructure allows it, it is preferableto create wheelbase values equal to those in standard production. This allows original propeller shafts and pre-established cross-member positions to be used.When wheelbase values in excess of those laid down as standard are introduced, take particular care to comply with limits laid downby national law. In particular, ensure the vehicle is within the required dimension range (where applicable). Use only material indicatedin point 2.3.2.

2.4.2 Authorisation

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

- if the wheelbase is to be lengthened and the new value is still within the standard range of length with the same side membersection. These sizes are given in the specific technical documentation or in Table 2.7 and Table 2.8.

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

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

Conversion must be carried out performed in compliance with these instructions by making the necessary changes and adjustmentsand taking the appropriate precautions (e.g., determining whether ECU parameters need updating, rearranging the exhaust pipes,ensuring compliance with specific load limits on the rear axle, etc.), by taking into due account the requirements specified for theoriginal wheelbase lengths.

2.4.3 Effects on the steering

Generally, lengthening the wheelbase has a negative effect on the steering.Whenever national regulations require it, the limits on the overall dimensions must be observed as well as the limits concerningthe effort applied on the steering wheel and the relevant operation times (e.g. ECE - R 79/01 standard or current EC Directive).

Table 2.10 contain, the wheelbase extension limits for the various models, with series drive, at max load admissible on front axleand with tires admissible on vehicle.

Should vehicles with longer wheelbase be needed, for special applications, it will be necessary to fit various devices aimed at improvingthe steering characteristics such as a reduction in the maximum permitted load on the front axle or the installation of wheels andtyres with shorter kingpin offset values.

The fitting of an additional pump and a dual circuit power steering unit, if not immediately available, will require authorisation andmust only be installed by an authorised workshop.




Table 2.10 - Steering, limits on wheelbase extension

Model Maximumwheelbase (mm)

60E, 65E, 75E, 80EL 80E, 90E, 100E, 110EL, 120EL 5670120E, 130E, 140E, 150E, 160E 6570180E, 190EL 6700110EW, 150EW 4500

For the tyre outfit see point 2.14.

2.4.4 Recommended procedure

To ensure the success of the conversion proceed as follows:

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

- disconnect the propeller shafts, the braking system pipes, the wiring harness and any equipment that might prevent the workbeing carried out correctly.

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

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

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

- if cutting the chassis, make a second line of reference points so that the area affected by the modification is included betweenthese and the previous points (in any event ensure a distance of not less than 1500 mm. measured when the work has beencompleted). Inside these two reference lines make points to mark out the area of the cut then proceed as indicated in point 2.3.4.Before welding, ensure that the side members, including any added portion, are perfectly aligned and take measurements onboth sides and diagonally to check, as previously described. Fit the reinforcements as instructed at point 2.3.4.




Further indications

- Protect the surfaces from oxidation as described in point 2.2.2.

- Restore the electrical and braking systems as described in points 2.15 and 2.16.

- For changes to the drive line follow the instructions given in point 2.8.

2.4.5 Chassis stress level

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

The Bodybuilder shall verify that such stress is not greater than the one of the chassis with the original wheelbase, by assuming anevenly distributed load and the chassis being considered as a beam resting on the suspension supports. In any case, more restrictivelimits (if any) set by the national standards shall be complied with.

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

2.4.6 Cross members

The necessity of applying one or more additional cross members depends on the length of the extension, the location of thetransmission shaft support, the welding area, the introduction points of the forces produced by the body and the condition underwhich the vehicle is to be used.

Any supplementary crossmembersmust have the same features as those already existing (flexural strength, torsional strength, qualityof thematerial, connection to the side members, etc). In Figure 2.6 shows an example of the application. A crossmember is mandato-ry for any extension over 600 mm.

As a general rule the distance between the two cross members must not be greater than 1000 to 1200 mm.

The minimum distance between two cross members must not be less than 600 mm, particularly for heavy-duty and off-road use;this limit does not apply to the ”lightweight” transmission support cross member.

91449

Figure 2.6




2.4.7 Sections of chassis frame structural members:Availability with IVECO Spare Parts

For the work on changing the wheelbase of the chassis frame, IVECO Spare Parts have the following sections:

Table 2.11

Models Dimensions (mm) Length (mm) Part Nr.

Eurocargo 180,5x65x4 1500 1908966

Eurocargo 182,5x65x5 1500 1908967

Eurocargo 203x65x4 1500 1908964

Eurocargo 205x65x5 1500 1908965

Eurocargo 250x70x5 1500 1908962

Eurocargo 252x70x6 1500 1908963

Eurocargo 275,9x80x6,7 2000 1908958

Eurocargo 230,9x80x6,7 2000 1908959

Eurocargo 277,9x80x7,7 2000 1908960

Eurocargo 232,9x80x7,7 2000 1908961

2.4.8 Changes to the transmissions

To check the permissible modifications, please refer to paragraph 2.8.



Modifying the rear overhang


2.5 Modifying the rear overhang


In modifying the rear overhang it must be borne in mind that such modification entails changes in the distribution of the payloadon the axles relative to the loads established by IVECO (see point 1.13). The limitations established by national laws must also berespected as well as the maximum distance from the rear edge of the body and the ground clearance prescribed for the tow hookand the underrun bar. The distance from the extremity of the chassis to the rear edge of the body must not, as a general rule, exceed350 to 400 mm.

Should the bolted rear cross member be re-positioned, the same standard type of connections should be maintained (i.e. numberof screws, dimensions, class of resistance).When re-positioning rear cross members fastened by rivets, these can be replaced by flanged nuts and bolts with same diameteror by class 8.8 hexagonal-headed screws with the next largest diameter. Use self-locking nuts (do not use bolts with a diameter largerthan M14).When the installation of a tow hook is planned an adequate distance (approximately 350 mm) must be left from the rear crossmember to the next nearest cross member for mounting and removing the tow hook wherever necessary.If the modifications are carried out competently and in compliance with the specifications contained in this manual, the towableweight originally established may be retained. In any case responsibility for the work rests with those who have carried it out.

Authorisation

Rear lengthening of the frame up to the longest value laid down as standard for each model as well as shortening to the shortestvalue, created according to those allowed, do not require any IVECO approval.

For special preparations (e.g. shop or workshop vans) where distribution of the load is pre-established and controlled, it is also possi-bile to reach wheelbase values > 60% provided the conditions described in par. 1.13.3 are respected.

!If it proves necessary to reposition the RFC (Rear Frame Computer) on the frame and/or modify thelength of the electrical circuits, see Chapter 5 “Special instructions for electronic subsystems”.

2.5.2 Reducing the overhang

If the rear overhang of the chassis has to be reshortened, the last cross member must be moved forward.If, when reducing the overhang, the rear cross member is found to be too close to an existing cross member, the latter must beremoved if it does not affect the suspension supports.

2.5.3 Increasing the overhang

Various methods of increasing the length are given in Figures 2.7 and 2.8.The framemay be straight cut. The minimum dimensions of the reinforcements the are to be fitted to the modified section are givenin Figure 2.3.Figure 2.7 shows a typical method of extension for increases of 300 to 350 mm. In this case the reinforcing L-bars, which also serveto connect the crossmember and the chassis frame,must be of the same thickness andwidth as the original gusset plate. The connec-tion of the crossmember and the plates, originally achievedwith rivets, may bemadewith class 8.8 bolts with thenext larger diameter.




In those cases where the joint between the cross member and the gusset plate is made by means of a weld, it is permissible to jointhe gusset plate to the reinforcement by welding (see Figure 2.7).

When the increase exceeds 350 mm, Figure 2.8 shows the procedure to be used.

91454

Figure 2.7

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

91455

Figure 2.8

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

So will be necessary to examine on a case by case basis, the feasibility of installing a supplementary cross member to give the framesufficient torsional rigidity. Adding a supplementary cross member with the same properties as the standard production cross mem-ber is necessary whenever the distance between two cross members is greater than 1200 mm.



Installing a towing device


2.6 Installing a towing device


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

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

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

In trailers with one or more axles close together (centre axle trailers), considering the stress resulting in particular from the verticaldynamic load to which the rear cross member is subjected, the instructions given in point 2.6.4 must be taken into account.

!The tow hook must be appropriate for the permitted loads and of the type approved by national laws.

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

To secure the tow hooks to the crossmember, in addition to the House recommendations for constructing the hook, the limitationsset by the current standards must be respected including the minimal spaces for the brake coupling and electrical system, maximumdistance between the hook pin centre line and the superstructure rear surface.

This may vary as a function of national standards. In the European Community a maximum of 420 mm can be reached. If highervalues are required, check the EC Directive for the conditions to be able to accomplish this.

Should the fixing holes in the flange of the coupling hook not match the holes in the rear towing crossmember of the vehicle thenin certain cases re-drilling may be authorised in specific cases after applying appropriate reinforcements.

It is the Bodybuilder’s responsibility to ensure that no part of the body or structure creates a hazard or impairs the maneuverabilityof the trailer.

The trailer drawbar must be free to move unobstructed.




2.6.2 Conventional tow hooks

The reference dimension for choosing the type of hook is defined by value D calculated as defined below.

Figure 2.9

116773

Free area for towing hooks

When selecting the appropriate hook and for the use of reinforcements for the rear cross member (where necessary), the effectof the horizontal forces produced by theweight of the tractor and trailermust be taken into account in accordancewith the followingformulas:

T · RT + R

D = 9.81 ·

D = Representative value of the hook class (kN).T = Maximum weight of tractor, in kg.R = Maximum weight of trailer, in kg.

Example of class calculation of the attachment device for conventional trailers

We consider a vehicle with maximum mass 12 t that has to haul a conventional trailer with maximum mass equal to 8000 kg.From the data

we obtain:

D = 9.81 · (12 · 8) / (12 + 8) = 47.0 kN




2.6.3 Towhook for mid-axled trailers

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

The values of the trailer loads and of the permissible vertical loads are contained in the technical documentation of themanufacturerof the tow hook or on the production data plate (e.g. DIN 74051 and DIN 74052).

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

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

Trailer with rigid drawbar

This terminology indicates that the drawbar is rigidly connected to the trailer frame.

With regards to articulated drawbars, trailers with rigid drawbars and central axles (one axle or several compressed axles) determinestatic-dynamic vertical loads on the tow hook during braking and oscillations caused by the road conditions.

These loads in turn increase flexing on the overhang and torsions on the rear crossmember of the towing vehicle. Reinforcements,as described in the following chapter must therefore be provided.

Mid-axled trailer

This is a trailer with a rigid drawbar and axle positioned close to the centre of gravity (under a uniform load) so that only a verticalload not greater than 10% of the maximum mass (of the trailer itself) or equal to 1,000 kg (i.e.: the minimum value between thetwo) is transmitted to the towing vehicle.

The following formulas are valid for mechanical attachment devices designed for mid-axled trailers:

D = g ⋅ T ⋅ CT+C

V = a ⋅ X2L2⋅ C

D = representative value of the hook class [kN]. It is defined as the theoretical reference force for the horizontal forcebetweenthe towing vehicle and the trailer;

g = acceleration due to gravity [m/s2];T = maximum mass of the towing vehicle;R = maximum mass of the trailer;S = value of the vertical load of the trailer which, in static conditions, is transmitted to the point of attachment.

S must be ≤ 0.1 ⋅ R ≤ 1000 kg of the trailer;C = the sum of maximum axial loads of the mid-axled trailer at maximum load. It is equal to the maximum

mass of the trailer minus the vertical static load (C = R - S);V = value of the intensity of the theoretical vertical dynamic force;a = vertical acceleration in the drawbar/hook in the joint area. Depending on the rear suspension of the tractor unit, use the

following values:- a = 1.8 m/s2 for air suspension;- a = 2.4 m/s2 for other types of suspension;

X = length of the load surface [m], (see Figure 2.10);L = theoretical length of the drawbar (distance between the centre of the eye of the drawbar and the centreline of the trailer

axles) [m], (see Figure 2.10);X2/ L2 ≥ 1 if the result is less than one, use the value 1.




Computational example of the class of the connection device for centre-axle trailers

We consider a vehicle with maximum mass 10 t that has to haul a centre-axle trailer of 9 t with load surface length 8 m and theoreti-cal drawbar length 7 m.Therefore from the data

R = 9 t

S is equal to 0.9 t that is the lesser of the values 0.1· R = 0.9 t and 1 tX2 / L2 = 64 / 49 = 1.3

we obtain:

D = 9.81 · [10 · (9 - 0.9)] / [10 + (9 - 0.9)] = 9.81 · 81 / 18.1 = 43.9 [t] = 430.66 [KN]

V = 1.8 · 1.3 · (9 - 0.9) = 18.95 [t] = 185.94 [KN]

132088

Figure 2.10

Length of the load surface of the trailer and theoretical length of the drawbar

If you wish to use a vehicle that was not originally prepared for towing (but within the limits established by IVECO for each model)rear crossmembers to be drilled or original crossmembers that are already drilled can be fitted. In either case, the towable massesand the vertical loads that can be supported can be defined on the basis of the drilling dimensions.

To tow mid-axled trailers, a suitable connection must be made on the vehicle between frame and subframe and, in particular, fromthe rear edge of the overhang to the rear suspension front mount. Plates with longtitudinal and transverse seals must be used (seeFigure 2.13).

With long rear overhangs, depending on the masses to be towed, it may be necessary to adopt larger subframe sections than thosenormally recommended.




Table 2.12

Dimensions of flange (mm)Max. vertical loads permitted

on hook (kg) Maximum towable weight (kg)Dimensions of flange (mm)(hook class)

Static S Total load(static+dynamic) Fv

Maximum towable weight (kg)for centre-axle trailers R

120x55 (G135 or G3) 400 1130 4500( )

650 1690 6500

140x80 (G140 or G4) 900 2340 9000

(G150 950 2470 9500(

G5 10001 29601 120001

160x100 G6 10002 40402 180002

81 G5 10002 44002 200002

700G61) 10002 51202 240002

1 Possible with strengthened tie and suitable tow hook2 Possible on models with strengthened tie and suitable tow hook.

The maximum vertical load value (static+dynamic)transmitted from the trailer to the hook can be calculated using the followingISO formula:

Fv = V + S = [a · X2/L2 · C · 0,6] + S

Fv = Maximum vertical load (static + dynamic), transmitted from the trailer to the tow hook (in kN).0,6 = Factor of deceleration

2.6.4 Reinforcements on the chassis frame structural members

Use sections with a higher modulus of resistance if the body requires it. From time to time check the need to mount a suitabletow tie and a suitable hook.

Figure 2.11

1. Combined reinforcement - 2. Shear resistant connections (cleat plates) - 3. Subframe longitudinal runner -4. Vertical load on tow hook

102183




Table 2.13

Modulus of resistance Wx of the subframe section (cm3)

Chassis Whe Rear

R = Maximum mass of the trailer (kg)S = Static vertical load (kg)

Model

Chassisframesection

t(mm)

Wheel-base

Rearover-hang

R≤4500S≤450

R≤6500S≤650

R≤9500S≤950

R≤10500S≤1000section

AxB (mm)(mm) base

(mm)hang(mm) Yield point of material used (N/mm2)

240 360 240 360 240 360 240 360

60EP3105 1313 A A 16 A

60EP3330 1830 A A 19 16

65EP 172 5 x 653105 1313 A A 16 A

65EP 172,5 x 653330 1830 A A 19 16

75EP3105 1313 16 A 16 A

75EP3330 1830 16 16 22 16

80EP 43105 1313 A A 16 A 16 A

80EP 43330 1830 16 A 19 16 26 16

3105 1313 A A 16 A 16 16

90EP195 x 65

33301830

16 A 19 16 29 1690195 x 65

36901830

29 16 32 19 58 35

3105 1313 A A 16 A 19 16

100EP 33301830

19 16 22 16 29 1600

36901830

32 19 58 35 87 52

Strength modulus Wx of subframe member (cm3)

Chassis Whe Rear

R = Maximum trailer mass (kg)S = Static vertical load (kg)

Model

Chassisframesection

t(mm)

Wheel-base

Rearover-hang

R≤6500S≤650

R≤9500S≤950

R≤12000S≤1000

R≤14000S≤1000

R≤16000S≤1000


AxB (mm)(mm) base


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

120EP3105 1313 A A A A 16 A 16 A

120EP3690 1740 22 16 29 16 32 16 32 19

130EP 240 x 70 53105 1313 A A A A 16 A 16 A

130EP 240 x 70 53690 1740 26 16 32 16 44 16 58 22

150EP3105 1313 A A A A A A 16 A 16 A 19 A

150EP3690 1740 32 19 58 22 82 26 82 35 99 40 99 52

A = the section of the subframe required for the related body is enough.The stated values apply for both the short cab and the long cab (where applicable).On vehicles with a short cab, for special outfits or for specific needs that require lower values of w, so for configurations not included in the table, forward a specificrequest to IVECO.




Table 2.13

Modulus of resistance Wx of the subframe section (cm3)

Chassis Whe Rear

R = Maximum mass of the trailer (kg)S = Static vertical load (kg)

Model

Chassisframesection

t(mm)

Wheel-base

Rearover-hang

R≤4500S≤450

R≤6500S≤650

R≤8500S≤850

R≤9500S≤950


AxB (mm)(mm) base


240 360 240 360 240 360 240 360 240 360

3105 1313 A A 16 A 16 A

43330

183016 A 19 16 26 16

80EL4

36901830

30 16 33 23 58 3580EL

4185 2145 44 23 72 44 88 65

172 5 x 655 4815 2505 58 22 88 40 - 58

172,5 x 653105 1313 16 A 19 16 19 16

43330

183016 16 26 16 29 19

80ELP4

36901830

32 19 58 35 72 5280ELP

4185 2145 44 32 72 52 104 65

5 4815 2505 58 22 87 40 - 58

3105 1313 A A A A 16 A 16 A

5 33301830

16 A 16 16 26 16 26 16

120EL

5

36901830

44 19 58 26 87 35 87 40120EL110EL 4185 2145 72 22 87 29 104 40 122 52

6 4455 2280 72 26 104 35 122 52 - 58

195 x 65

6

4815 2505 104 40 122 52 - 65 - 72195 x 65

3105 1313 A A 16 A 16 16 19 16

5 33301830

19 16 26 16 29 16 32 19

120ELP

5

36901830

58 22 72 35 104 52 104 52120ELP110ELP 4185 2145 72 22 87 29 122 40 122 52

6 4455 2280 87 22 104 40 122 52 - 526

4815 2505 104 32 122 52 - 65 - 69


Chassis Whe Rear


Model

Chassisframesection

t(mm)

Wheel-base

Rearover-hang

R≤6500S≤650

R≤9500S≤950

R≤12000S≤1000

R≤14000S≤1000


AxB (mm)(mm) base


240 360 240 360 240 360 240 360 240 360

3105 1313 A A A A A A A A

5 3690 1740 29 16 44 19 58 19 72 225

4185 2055 44 19 82 32 99 44 117 52

140E 64455 2190 44 19 82 26 99 29 117 40

140E 64815 2460 87 26 117 40 136 52 157 65

5175 2685 104 26 136 44 178 58 200 73

6.7 5670 3000 117 40 200 73 - 82 - 87

240 x 70

6 7

6570 3605 200 82 - 117 - 140 - 178240 x 70

3105 1313 A A 16 A 16 A 16 A

5 3690 1740 29 16 44 19 58 22 73 265

4185 2055 44 19 82 32 99 40 117 52

140EP 64455 2190 44 16 82 26 99 26 99 35

140EP 64815 2460 72 22 99 32 117 40 136 52

5175 2685 82 26 117 29 157 44 157 58

6,7 5670 3000 117 29 157 44 178 58 200 826,7

6570 3605 159 58 - 82 - 99 - 117





Table 2.13


Chassis Whe Rear


Model

Chassisframesection

t(mm)

Wheel-base

Rearover-hang

R≤6500S≤650

R≤9500S≤950

R≤12000S≤1000

R≤14000S≤1000


AxB (mm)(mm) base


240 360 240 360 240 360 240 360 240 360

5 3105 1313 A A A A A A 16 A 16 A

3690 1740 40 16 44 19 58 22 82 22 82 26

6 4185 2055 73 22 99 26 117 40 136 44 157 52

150

6

4455 2190 82 26 117 40 136 52 157 58 178 78150160E

6 74815 2460 99 29 140 44 178 58 200 73 - 82

6,75175 2685 136 40 178 73 200 82 - 99 - 117

7 75670 3000 178 44 - 82 - 99 - 117 - 136

240 x 70

7,76570 3605 - 99 - 136 - 178 - 200 - -

240 x 705 3105 1313 A A 16 A 16 A 16 A 19 A

3690 1740 44 19 58 22 73 22 89 26 99 26

6 4185 2055 73 22 99 26 117 35 117 40 140 52

150EP

6

4455 2190 82 26 117 35 136 44 136 52 157 73150EP160EP

6 74815 2460 99 26 136 40 157 44 178 58 178 73

6,75175 2685 117 29 157 58 178 73 200 82 - 87

7 75670 3000 136 32 178 58 200 82 - 82 - 99

7,76570 3605 200 73 - 99 - 117 - 136 - 157


Chassis Whe Rear


Model

Chassisframesection

t(mm)

Wheel-base

Rearover-hang

R≤6500S≤650

R≤9500S≤950

R≤12000S≤1000

R≤14000S≤1000

R≤16500S≤1000


AxB (mm)(mm) base


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

6 3690 1133 16 A 16 A 16 A 16 A 16 A 16 A

4185 1313 58 19 58 19 73 22 82 22 82 26 82 26

4590 1650 82 26 117 29 122 29 136 40 140 44 157 52

190EL 4815 1853 117 29 136 32 140 44 157 44 178 58 178 73190EL180E 7,7 5175 2123 157 44 157 58 200 73 200 82 243 82 243 997,7

56702235

178 73 221 82 243 99 - 99 - 117 - 136

262 5 806210

2235221 82 243 117 - 117 - 136 - 136 - 157

262.5 x 80(217 5 x 80

6570 2775 - 117 - 136 - 157 - 178 - 200 - 200(217.5 x 80rear) 6 3690 1133 16 A 19 A 22 16 22 16 26 16 26 16rear)

4185 1313 58 19 82 22 82 26 82 26 99 26 99 26

4590 1650 99 26 117 29 117 29 136 40 140 32 157 44

190ELP 4815 1853 117 26 117 29 136 32 157 44 157 44 178 58190ELP180EP 7,7 5175 2123 136 29 157 44 178 58 200 73 200 82 221 827,7

56702235

157 44 178 73 200 82 221 82 243 99 243 99

62102235

178 73 221 82 243 99 243 99 - 117 - 117

6570 2775 221 82 - 117 - 136 - 136 - 157 - 157





Table 2.14 - Solutions with sections for reinforcement with combined cross-sections

A B C DR0,2 (N/mm2) (1) 320 320 360 360Maximum reduction in the height of the section(mm)

40 60 100 120

LV (see 2.11) 0.5 Lu 0.5 Lu 0.8 Lu 0.85 LuLh (see 2.11) 0.6 Lu 0.6 Lu 0.95 Lu 1.0 LuExample of combined sections as an alternative to achannel section 250x80x8 (mm)

210x80x8 190x80x8150x50x8+ angle piece

130x50x8+ angle piece

Actual reduction in height (mm) 40 52 92 104

The possibility of interrupting the continuity of the combined reinforcements is limited to particular cases and must be authorized.Likewise when the application of the external reinforcement angle piece (solution C and D, see Figure 3.24) is difficult (e.g., presenceof suspension supports or air spring brackets) and the slot to make could reduce the strength of the section too much, the solutionmust be submitted for approval with the proposed reinforcements.

2.6.5 Reinforcement of standard rear cross member

When it is necessary to reinforce the standard crossmember andwhen original cross members are not available, the Bodybuilderwill provide suitable reinforcements for which he shall be responsible.These reinforcements may consist of C-sections mounted on the inside of the cross member. Care must be taken to ensure thatthe connections between the cross member and the side members are also reinforced following the procedures recommendedbelow, whenever stronger enforcements are required.

1) The mounting of a C-section on the inside of the cross member and joining it to the vertical web of the side member or to thefollowing cross member of the chassis, if it is situated in close proximity, in compliance with the procedures illustrated in Figure 2.12.

Figure 2.12

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

91459




2) Mounting a box section of suitable dimensions underneath the cross member, anchored at the extremities to the vertical webof the side members and joined at the centre of the cross member as shown in Figure 2.13.In vehicles having a short rear overhang and a subframe, the box section can be fitted within the subframe sections, above thecross-member, and connected to it by means of a plate (as shown in Figure 2.15).

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

Figure 2.13

1. Original rear cross member - 2. Box section - 3. Connecting plate - 4. Ribbing plate

91460




2.6.6 Lowered rear cross member

If the type of trailer used requires the towing hook to be in a lower position than that originally recommended, IVECO maygive authorisation to lower the attachment of the original crossmember (Figure 2.14) or to apply a supplementary crossmemberin a lower position (Figure 2.15). Figures 2.14 and 2.15 show some examples of the completed work.

Lowering of the original crossmember

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

Figure 2.14

1. Original rear cross member - 2. Gusset - 3. Upside-down gusset - 4. Connecting angle piece

91456

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

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

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

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




Application of a supplementary crossmember

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

Figure 2.15

a) Version for chassis withlong overhangs

b) Version for chassis withshort overhangs

1. Original rear cross member - 2. Connecting angle piece - 3. Connecting plate - 4. Gusset plate -5. Pressed steel channel sections (same size as chassis) - 6. Space for rear sprung support

91457

Where the solution of a supplementary crossmember is adopted for vehicles with short rear overhangs, the external connectionanglesmust be created according to the solution in Figure 2.15, ref. b). Should the brackets of the underrun bar be modified, followingthe lowering of the rear crossmember, the new version will be equivalent to the original in terms of attachment, strength and stiffnessand the positioning of the lights checked for compliance with the standards (local standards where applicable).




2.6.7 Rear crossmember in low, forward position (short attachment)

For mid-axled towing by vehicles with long rear overhangs, it is advisable to arrange a suitable towing crossmember in a low,forward position close to the rear supports of the rear suspension or of the air springs.

With a solution of this type the chassis of the towing vehicle does not require any particular reinforcements, while for the counter-frame the dimensions of the sections established for the various superstructures are sufficient (e.g. see Table 3.4 standard bodies).The Bodybuilder will accurately work out the size and position of the chassis connection structure (see point 2.6.3 and 2.6.5) andmake use of a suitable cross member and an appropriate towing hook.

The tow hook position will be such to permit anymovement between vehicle and trailer drawbar according to the various conditionsof use, to comply with the required safety margins and the standards and legal regulations in force (where applicable). In these casesthe standard underrun bar cannot be used, and the Bodybuilder will investigate the possible permitted changes from specificationsor the specific solutions to adopt (e.g. tilt type underrun bar).

2.6.8 Remarks about the payload

It should be ascertained that the static drawbar load does not cause the allowable load on the rear axle or axles to be exceededand that the required minimum load acting on the front axle is adhered to see point 1.13.3.

2.6.9 Increasing the towable weight

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

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

These include possible reinforcements to the standard cross member (see Figure 2.12), the instructions for installing a reinforced crossmember when available, and those on the brake system to be made.

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

To fasten the crossmember to the chassis frame, preferably use flanged head nuts and bolts or hex head screws of minimumclass 8.8.Use self-locking nuts.



Installing a supplementary axle


2.7 Installing a supplementary axle

!The installation of an additional axle has heavy repercussions on the vehicle systems; in particular, ithas a critical impact on the braking system, the compressed air system, the wiring harness and theMUX interconnection systems.Accordingly, the addition of an extra axlemust be approved by IVECOandmust be performedaccord-ing to the instructions given in chapter 5 “Special instructions for electronic subsystems”.


On certain models IVECO may authorise, upon request, the installation of a supplementary axle and, consequently, an increasein the total weight of the vehicle.

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

Diagrams of the installation procedure may be submitted for inspection. These proposals must indicate the parts necessary to con-nect the axle to the chassis as well as the reinforcements to, and modifications of the chassis. It is also necessary to submit diagramsshowing the changes made to the systems.

The specifications given in preceding paragraphs are to be followed for all modifications of the chassis.

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

These reinforcements must in all cases satisfy all provisions of local applicable laws. The chassis that has thus been modified mustnot be subject to flexural stresses greater than those of the original chassis in the corresponding sections.

2.7.2 Chassis frame reinforcement

Figure 2.16 illustrates possible ways of modifying the chassis. The reinforcements must be continuous and must span the lengthof the entire frame of the vehicle up to the driver’s cab. For their attachment to the side member - when using L-bars - class 8.8reinforcement bolts must be used and their diameter and distribution must be such to enable the section reinforcements to providethe required strength.




Figure 2.16

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

91461

Where an auxiliary frame is required as reinforcement (see point 3.1), the body mounting brackets on the chassis (if any) shouldbe used for the attachment. An alternative method of attachment is shown in point 3.1.2 and those that follow it.

We recommend using shear resistant connection in the area of the rear overhang up to approximately the mid wheelbase (or toa point no closer than 2 m from the front axle) (see Figure 2.16).

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

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

It is possible to do without reinforcements on the frame if the static stress values in the Table 2.9 are not exceeded.

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

Because of the deterioration of the material’s properties during the welding process, if the installation is unavoidable it is then advis-able to assume a reduction of 15% in the strength of the material when checking the load-effects acting on the various sectionsof the chassis.

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




2.7.3 Application of a rear or central axle on models ML150 and ML180

The following modifications are obligatory when applying a third rear axle or mid axle on ML150 and ML180 vehicles:

- change the 3-channel ABS control unit with the 4-channel ABS control unit;

- add an ABS solenoid valve; in this way there are 4 solenoid valves, two for the front axle and two for the rear axle;

- use suitable brake cylinders on the rear axle for the parking braking;

- adjust the brakes system.

It is necessary for one of the two rear axle ABS solenoid valves to manage the right wheels of the driving axle and of the addedaxle and the other one the left wheels.For the ML150E and ML180E models there is the optional device 4667, ready for the application of a third rear axle. When thereis this optional device the conditions stated in this paragraph are already in place. In any case, the application of a third axle mustbe done according to the technical standards, to be requested from the IVECO Function that issues approvals.In the case of applying an added axle in the central position, special attention must be paid to avoid any interference between thisaxle and the propeller shaft.

2.7.4 Application of a rear axle

The application of a rear axle generally requires extending the overhang of the chassis frame, it must be performed as describedin point 2.5 related to changes to the chassis frame, with it still being necessary to apply the above-mentioned reinforcements.

For vehicles with a chassis frame that in the rear overhang has a section of a shorter height than those in correspondence with thewheelbase, by applying an additional axle the adjustment of the section to the greater value can be a helpful solution for limitingthe stresses due to the conversion.

Figure 2.17 shows an example of applying a rear axle with overhang extension.

Figure 2.17

91539

1 Additional added axle2 Extension of the overhang3 Reinforcements for the change to the chassis frame4 Connections5 Reinforcement section




2.7.5 Application of a middle axle

The application of the additional axle in an advanced (intermediate) position in relation to the engine axle can require shorteningthe rear overhang (see point 2.5) in order to divide the masses appropriately (see Figure 2.18).

Figure 2.18

91540

1 Additional added axle2 Reinforcement section3 Connections4 Shortening rear overhang (if necessary)

2.7.6 Steering axles

Steering axles can be installed both intermediately and at the rear. They can be of the self-steering or force-steering types andbe designed and installed in such a way that the required dependability and road safety are guaranteed. The self-steering axle mustbe fitted with a device controlled from the driver’s seat which will lock the axle in the straight position when reversing.

The installation of an axle whose force-steering is obtained by means of the original steering system of the vehicle requires specificauthorisation from IVECO in relation to the suitability of the original components for the conversion in question. In this case, it willbe necessary for diagrams of the supplementary system to be submitted for our inspection.

2.7.7 Components and suspension

Manufacturing quality of all components used (axle, suspension, braking units, systems etc) must be ensured in order to guaranteedriving safety and good vehicle operation.

Particular care and attention must be paid to the designing and construction of the suspension in consideration of its importancefor the proper performance and handling of the vehicle on the road.

The designed suspension may be either of the mechanical leaf-spring type, pneumatic with air actuated springs or of a mixed type.Whatever type is used it must not negatively affect the handling characteristics of the vehicle and its components in terms of drivingquality, comfort, road holding, working angle of die transmission and its working space in the case of an intermediate supplementaryaxle.

Where the additional axle has its own independent suspension, the suspension characteristics must be proportional to those ofthe original rear suspension in relation to the static loads applied to the two axles.




2.7.8 Stabilisers

When pneumatic suspension is used for the added axle, depending on the solution adopted, it may be further necessary to fitan antiroll bar in particular when a body with a high centre of gravity is used.Similar measures must be adopted to ensure stability in relation to mixed type suspension on an additional rear axle.

2.7.9 Connection to the chassis frame

The connections of the added axle to the chassis must be such as to be able to withstand all longitudinal and transverse stressforces without transmitting them to the drive axle.At the points in which the forces are introduced (spring supports, air spring brackets etc.), appropriate cross members or suitableframe reinforcements must be provided.Ensure that the added axle is at right angles and aligned properly in relation to the longitudinal axis of the vehicle and the live axle.Check using the appropriate equipment available in the market.

2.7.10 Braking system for additional axle

!The braking system, considering its importance relative to the active safety of the vehicle,must be ex-tremely well developed and constructed.

Braking units, hoses and joints of the same type as on the original vehicle must be used.The auxiliary axle must be equipped with the same brake components as those provided for the front axle.Use flexible pipes to form the connection between the fixed parts (chassis) and moving parts (axles).The braking torque must be proportional to the static and dynamic loads in order to provide an even distribution of the brakingaction to all the axles of the vehicle.The total braking capacity of the modified vehicle must, as a general rule, be proportional to that of the original vehicle, allowingfor the different total mass that is now applicable. The performance of the braking system (service, emergency and parking) mustin all cases satisfy the current government regulations in terms of deceleration, behaviour when hot, response time, efficiency ofengine braking and so forth.If the Technical Control Authority demands that the technical documentation regarding the braking system be submitted (e.g. ad-hesion curves, compatibility range diagram) this must be provided by the company in charge of the conversion or the manufacturerof the auxiliary axle.Upon request, technical documentation with characteristics and attainable performances of the braking system of the original vehiclemay be made available.For the construction of the braking circuit for the additional axle it is advisable to employ equipment and circuits specially providedfor each single model by the Manufacturer of the equipment in use on the original vehicles.Solutions are allowed that include direct connection between the additional axle braking section and the engine axle braking section.Check that the air tank capacity is sufficient for the size of the new additional brake cylinders. If necessary, fit a supplementary airtank.Current legal requirements must be complied with for the emergency and parking brake. We recommend that a parking brake isfitted on the additional axle.

!For indications of a general nature concerning the braking system, see the instructions given atpoint 2.15.For the electrical system, comply with the indications provided at point 2.16.




2.7.11 Lifting device

The added axle can be equipped with lifting device and it can be used, in particular cases, if the national laws allow it, in orderto increase the adherence of the driving axle in certain situations (uphill pickup, slippery, snowy or icy road), under the followingconditions:- the construction is subordinate to IVECO issuing the relevant approval, which states the permissible maximum load on the over-loaded axle.

- use of the device is limited to short distances, in the above-mentioned uses, and at the speed limit established in the specificauthorization.

Some national regulations allow using the lift device also when driving the vehicle normally provided that themax load of the type-ap-proval for the driving axle and the permitted speed limit are not exceeded.In these cases it is wise to remember the instructions of point 1.13.2 as concerns positioning the centre of gravity of the body plusthe useful load.

Type-approval tests and responsibility for the work

After conversion the vehicle must be presented for the type-approval tests (e.g., single testing or type-approval testing) withthe competent local Authorities.

Granting the authorization for IVECO to apply an additional axle and passing the type-approval tests do not exempt the Bodybuilderfrom full responsibility for the conversion.For the service and maintenance work, for the added assemblies plan for operations and work times that are homogeneous withwhat is set down for the original vehicle and stated on the specific documentation.

2.7.12 Modifying the suspension

!Changes to the suspension can be made only with IVECO’s prior approval, the suspension being a sys-tem of decisive importance to riding safety.

As a general rule no modification of the parabolic springs is permitted. On vehicles equipped with these springs, installation of elasticrubber components may be authorised for special versions or uses in order to increase the stiffness of the suspension. In very specificcases, and for specific uses, the possibility may be evaluated of adding an extra leaf to the parabolic spring. This operation shouldbe carried out by a specialised firm following approval by IVECO.

The use on the same axle of one parabolic spring and one trapezoidal spring is not allowed.

2.7.13 Conversion from mechanical to pneumatic suspension

This type of conversion is generally authorized on the rear axle. Solutions suggested by the Bodybuilders can be examined.

For everything that concerns the sizing of the air springs, fasteners, reaction bars, functionality of the suspension and the air supplysystem and the behaviour of the vehicle, the firm that made the conversion is in any case responsible. The suspension componentsand the anchoring elements have a safety effect in terms of vehicle handling, and the company carrying out the transformation musttherefore take the necessary precautions.

The air tank (where applicable) for the suspension must be connected to the specific circuit, supplied by the specific air compressor.



Modifying the drive line


2.8 Modifying the drive line

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

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

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

2.8.1 Permitted lengths

The maximum operating lengths obtainable for both the intermediate shaft sections and the sliding shafts ”LG” or ”LZ” (seeFigure 2.19) can be determined according to the external diameter of the tube existing on the vehicle and the maximum operatingrotational speed (see formula). These are specified in Table 2.16.

For the propeller shaft length specified in Table 2.16 when the tube diameter is not sufficient, a new shaft section with the samecharacteristics as the existing shafts must be used. As an alternative, in some cases the transmission shaft with a larger diameter tubecan be used. The tube diameter required can be determined in compliance with the required length and the maximum rotationalspeed, directly from Table 2.16.

INTERMEDIATE SHAFT

C C

LZ LG

Figure 2.19

SLIDING SHAFT

SINGLE-SECTION SHAFT

116721




As far as sliding shafts are concerned, length LG shall be assessed between the spider centers, with the sliding stub in its intermediateposition.As regards single-stub shafts, check both branches LG and LZ.The maximum working revs number shall be obtained from the formula below:

nG =nmaxiG ⋅ iV

nmax = maximum number of turns of the engine (rpm) for the calculation of the transmission, see Table 2.15.iG = gearbox ratio in the fastest gear, see Table 2.15.iV = lowest transfer box ratio, 0.95 for Eurocargo 4x4 and equal to 1 if not present or for shafts upstream of the transfer box.

Table 2.15 - Eurocargo, maximum number of engine revs

Engine nnom (rpm) nmax (rpm) Gearbox iGS5-42 0,77

E14 2700 3000 6S700 0.796AS700 0.79S5-42 0,77

er E16 2700 3000 6S700 0.79

nde

6AS700 0.79

cylin S5-42 0,77

4c

6S700 0.79

E18 2700 30006AS700 0.79

E18 2700 30009S-75 1S1000 0.71S2500 0.746S700 0.796AS700 0.79

E22 2700 3000 9S-75 1S2500 0.74S3000 0.656S800 0.78

r E25 2700 30006AS800 0.78

der E25 2700 3000

9S-75 1

ylind

S3000 0.65

6cy 6S1000 0.78

6

E28 2500 30006AS1000 0.71

E28 2500 30009S-1110 0.78S3000 0.656S1000 0.71

E30 2500 30006AS1000 0.71

E30 2500 30009S-1110 0.78S3000 0.65




Table 2.16 - Possible transmission characteristics

Pipe diameterMaximum number of revs

Pipe diameterx thickness 2500 2700 2900 3300 3800x thickness

Maximum length90x3 2060 1960 1900 1760 1635100x3 2170 2100 2000 1850 1710120x3 2420 2350 2220 2070 1850120x4 2420 2360 2220 2070 1900

!The above-mentionedmaximumattainable lengths refer to the original shafts; plan for shorter lengths(-10%) for the sections obtained for conversion.

The greater thickness of the pipe depends on the class and therefore on the torque that the original shaft has to transmit as wellas on the construction formulation of the transmission line (torque, ratios in the drive line, load on the driving axle(s)).It is not possible to provide a general guideline on the thickness of the pipe.The thickness of the pipe must therefore be agreed upon each time, on the basis of the dimensions of the propeller shaft (e.g. dimen-sions of the cardan), with the authorized workshops of the propeller shaft manufacturers.The minimumworking length (between flanges) must be no less than 800 mm for the sliding shafts and 700 mm for the intermediateones.

2.8.2 Determining driveshaft positions

In the case of drive lines which consist of several shafts, the individual shafts must all be approximately of the same length. Asa general rule, the difference in length between a non sliding and a splined shaft (see Figure 2.20) must not exceed 600 mm. Thedifference in length between the shafts must not be more than 400 mm. A margin of at least 25 mmmust be left so that the slidingjoint can travel when the splined shaft is closed. When fully extended the shaft sliding sleeve should cover the splined stub for alength that should be about twice the diameter of the splined stub itself.When the required length of the drive line exceeds the permissible length, an additional driven shaft must be provided as illustratedin Figure 2.20.

1. Engine, clutch, gearbox axis - 2. Intermediate shaft (non sliding) - 3. Intermediate shaft support - 4. Propeller shaft withsliding end - 5. Inclination of rear axle case (static load) - 6. Inclination of rear axle case (max. compression) - 7. Inclination

of rear axle case (unladen) - 8. Intermediate shaft and axle case axis must have the same inclination

Figure 2.20

91451




The intermediate shaft and the inclination of the rear axle case must be aligned accurately. The difference in their inclination relativeto the engine-clutch-gearbox axis must not vary more than 1°. This can be achieved by fitting wedges between the rear axle andthe springs, or by adjusting the rear axle reaction bars. The inclination of the rear axle must not exceed 5.5°.

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

When lengthening the wheelbase is substantial, it may become necessary to fit a supplementary intermediate shaft as shownin Figure 2.21. In this case the same inclination must be maintained between the engine-gearbox axis, the second intermediateshaft and the axis of the differential housing.

Figure 2.21

1. Engine, clutch, gearbox axis - 2. 1st intermediate shaft - 3. Intermediate shaft support - 4. 2nd intermediate shaft -5. Propeller shaft with splined end - 6. Inclination of rear axle case (static load) - 7. Inclination of rear axle case(max. compression) - 8. Inclination of rear axle case (unladen) - 9. Gearbox, 2nd intermediate shaft and rear axle

case axis must have same inclination.

91452

Elastic supports must be fitted with the aid of supporting plates, at least 5 mm thick (see Figure 2.22), connected to cross-membershaving the same characteristics as those specified by IVECO.

When reducing the wheelbase it is recommended that the intermediate shafts are removed if the length of the splined shaft is lessthan approximately 800 mm.

Figure 2.22

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

91453

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




The same holds true also for vehicles with separate gearbox. In addition to this, as a general rule, the wheelbase of such vehiclescannot be reduced beyond the measurement of the shorter wheelbase contemplated for standard production (tippers for example).

The use of original drive line parts from IVECO is recommended for these modifications however. Should this not be possible, har-dened steel tubes with a yield point of not less than 420 N/mm2 (42 kg/mm2) may be used.

Modifications to the universal joints are not permitted.

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

!Since transmission is important to vehicle driving safety, it should be borne in mind that anymodification to itmust bearmaximumoperational guarantees.Only very specialised and transmissionmanufacturer-certified companies should therefore be employed to carry out work of this kind.

IVECO’s approval is not required, if the frame is extended at the rear, or is shortened to the minimum value admissible for eachmodel as standard, provided that this is done according to the instructions given herein.

!If it proves necessary modify the length of the electrical circuits, see Chapter 5 “Special instructionsfor electronic subsystems”.



Modifications of the engine air intake and exhaust system


2.9 Modifications of the engine air intake and exhaust system

2.9.1 Intake

The specifications of the engine air intake and exhaust systems must not be altered without prior authorisation from IVECO.Modifications carried out must not alter the vacuum levels (for the intake) or the original exhaust back pressure levels.

Table 2.17 - Engine back pressures

Engine Engine Code Maximum exhaustback pressure (kPa)

Maximum intakeback pressure (kPa)

E14 F4AE3481CE16 F4AE3481D

10 6 3E18 F4AE3481B

10 6,3

E18 F4AE3481AE22 F4AE3681BE25 F4AE3681D

28 6 3E28 F4AE3681E

28 6,3

E30 F4AE3681A

The air intake must be positioned to avoid the intake of hot air from the engine and/or dusty air snow or rain. The apertures forthe intake of air which may have to be made in the side of integral bodies, must have a working surface of not less than two anda half times that of the master hose located upstream of the filter. These apertures (e.g openings in the grill) must be of such a dimen-sion that they do not become obstructed. It is prohibited to alter the air filer or replace the original filter with a lower air capacityunit. Any connections on the intake duct must guarantee resistance of the tube to penetration by water or dust and free from sharp/rough edges (or welding burrs inside metal tube). It is not permissible to modify or substitute the original air filter.

2.9.2 Engine exhaust

The routing of the exhaust pipe must be as even as possible. Bends must not have an angle of less than 90º and the radii shouldnot be less than 2.5 times the external diameter. Avoid kinks and use cross-sections which are no smaller than those correspondingto the original system. Any connections on the intake duct must guarantee resistance of the tube to penetration by water or dustand absence of sharp edges or welding burrs inside the tube. Sufficient clearance should be maintained (min. 150 mm) betweenthe exhaust pipe and the electrical system, plastic hoses, the spare wheel, the plastic fuel tank (min. 100 mm), etc. Lower values(e.g. 80 mm) may be permitted if suitable sheet metal shielding is used. Further reductions require the use of heat insulation andthe substitution of the plastic tubes with steel pipes. It is not permissible to modify or substitute the original air filter; the silencerbody cannot be altered.Modifications to the silencer body and engine equipment (injectors, engine control unit etc.) are not permiss-ible as this may alter the correct functioning of the engine and adversely affect the emissions of gases from the exhaust.

Further information relating to exhaust system modifications are given in chapter 6, relating to theSCR system.

NOTE




2.9.3 Alignment of the parts of the exhaust system

A) Vehicle with standard configuration

This paragraph sets out the operations to follow to correctly align the exhaust gas pipe cable connector.

The procedure must be used each time such a pipe is dismantled, even is only partially.Incorrectly aligning the connector may compromise the durability of the connector itself.

Procedure

• Slacken the fixture between the valve of the exhaust brake combined with the turbine and the 90° pipe leaving the turbine.(Figure 2.23).

Figure 2.23

131636

The same operation is carried out when a spacer is fitted instead of the valve.




• Loosen the collar on the exhaust pipe entering the silencer.

• Position the alignment gauge (part no. 99395132) between the 90° pipe exiting the turbine and the exhaust pipe (Figure 2.24).Fit the collars and secure the collar bolts keeping the joints aligned. Apply a torque of 6 ÷ 8 Nm.

Figure 2.24

131637

• Fit the flexible mounting of the silencer and the support half-bracket on the half-bracket fixed to the frame. Do not tighten thefastenings (Figure 2.25).

Figure 2.25

131638

If dismantling has included the silencer, this is the first part to be secured back to its support brackets.NOTE




• Secure the inlet exhaust pipe to the silencer by tightening the bolt of the collar to a torque of 6 ÷ 8 Nm.

• Secure in order:

- the M8 flanged fastening nut of the upper mounting block to a torque of 11 ÷ 13 Nm (Figure 2.26, ref. a).

- the two retaining bolts M8x20 of the half-bracket to the bracket fixed to the frame. Apply a torque of 21 ÷ 26 Nm (ref. b).

- the M8 flanged nut with interposed 13.5x30x2 washer for the lower fastening of the mounting block to a torque of11 ÷ 13 Nm (ref. c).

Figure 2.26

131639




• Secure the engine brake valve or the spacer (Figure 2.23) by cross-tightening the bolts in the following order:lower rear (Figure 2.27, ref. 1), upper front (ref. 2), upper rear (ref. 3), lower front (ref. 4).

The closing phasemust not alter the initial joint position of the enginebrake valveor spacer; adjustingthis position may misalign the flange of the 90° pipe and the flange of the exhaust pipe. This will beevident on the cable after the tool has been replaced (Figure 2.27).Tightening of the four bolts must therefore progress evenly.

NOTE

Figure 2.27

131640

• Apply a torque of 24 ÷ 29 Nm.• Dismantle the collars securing the alignment gauge and remove the gauge.• Insert a cable, ensuring that the identification ring is towards the silencer.• Reposition and secure the collars to a torque of 6 ÷ 8 Nm.• Check that the cable is aligned correctly (Figure 2.28).

Figure 2.28

131641




B) Vehicle with high exhaust (e.g. road-sweeper)

This paragraph sets out the operations to follow to correctly align the exhaust gas pipe cable connector.

The procedure must be used each time such a pipe is dismantled, even is only partially.

An incorrect alignment may compromise the durability of the connector itself.

The torque to apply to the bands is 6 ÷ 8 Nm.

Procedure

• Loosen all of the fastenings that constrain the exhaust pipe (Figure 2.29):

- band between the first and second 90° pipe after the turbine (a);

- lower and upper flexible bands (b-c);

- lower retaining bolts of the rigid pipe (d-e);

- upper retaining bolt of the rigid pipe (f);

- band between the rigid pipe and the silencer (g).

Figure 2.29

131642




• Dismantle the upper fastening of the rigid pipe andmove the upper bracket of the rigid pipe to a lower position than the support(Figure 2.30).

Figure 2.30

131643

• Remove the cable from its position and replace it with the gauge part no. 99395132 (Figure 2.31, ref. a).

• Block the gauge with the two clamps at a tightening torque of 6 ÷ 8 Nm (Figure 2.31, ref. b), making the lower 90° pipe rigidlyintegral with the upper exhaust pipe.

Figure 2.31

131644




• Secure the fastening between the bracket and the pipe (Figure 2.32, ref. c) keeping the bracket (ref. a) against the support (ref. b).

• Secure the fastening between the bracket and the support (ref. d).

Figure 2.32

131645

If it is not possible to recover the misalignment with the eyelet on the bracket, loosen the four bolts of the engine brake valve andimprove the orientation of the first 90° pipe exiting the turbine (Figure 2.33).

Figure 2.33

131646




• Secure the upper fastening of the rigid pipe (Figure 2.34, - A) and the band between the rigid pipe and the silencer (Fig-ure 2.34, - B).

Figure 2.34

131647

• Loosen the lower and upper bands (Figure 2.31, ref. b).• Remove the gauge and insert the discharge hose, ensuring that the identification ring is facing towards the silencer.• Secure, in order, the upper cable band (Figure 2.35, ref. a); the lower cable band (ref. b) and the band between the first and second90° pipe from the turbine (ref. c). Close each clamp at the torque of 6 ÷ 8 Nm.

• Check that the exhaust cable is aligned correctly.

Figure 2.35

131648



Modification of the engine cooling system

Modification of the engine cooling system

2.10 Modification of the engine cooling system

The proper functioning of the original system, especially in connection with the radiator, the free surface of the radiator and hoses(dimensions and layout) must not be tampered with. Whenever modifications must be made that entail work on the engine coolingsystem (e.g., modifications to the cab), the following points must be considered:

- the useful area for the passage of air for the cooling of the radiator must not be less than that which is available on vehicles withthe standard cab. Maximum venting of air from the engine compartment must be ensured and care must be taken - possiblyusing shields or baffles - to avoid stagnant air pockets or back flow of air. The performance of the fan must not be altered.

- if it is necessary to re-position the hoses this must be done without affecting the complete filling of the system (which must occurat a continuous flowwithout forming blockages at themouth) or the normal flow ofwater. Themaximum stabilising temperatureof the water must not be altered even under the most severe operating conditions.

- hoses must be located so that air pockets are not formed (i.e avoiding air traps and providing appropriate bleeding points) thatcould hinder the circulation of water. Check that the water pump primes immediately on starting the engine and later operateswith the engine idling (accelerate a few times, if necessary) even when the circuit is not pressurized. Check that the deliverypressure of the water pump, when the engine is running under no load and at maximum RPM, is not lower than 1 bar.

- always reinstall the radiator anti-clogging protection after making alterations to the engine cooling system.



Installation of a supplementary heating system

Installation of a supplementary heating system

2.11 Installation of a supplementary heating system

When the installation of a supplementary heating system is deemed necessary, it is advisable to use the types recommendedby IVECO.

For vehicles on which IVECO has not planned the use of supplementary heaters, the installation should be carried out in compliancewith the supplier’s instructions (i.e. heater arrangement, piping, electrical system etc.) and following the directions given below.

All national rules and regulations relevant to the matter should be adhered to (i.e. inspections, particular installation for dangerouscargo transportation etc.). The supplementary heating system must not make use of the equipment that is specific to the vehiclewhich is subject to approval if the use is liable to impair or alter the performance of the equipment.

Furthermore:

- ensure correct operation of the vehicle components and equipment (i.e. cooling system);

- check the electrical system to ensure that the battery capacity and alternator output is sufficient for the higher current require-ments (see point 2.16). Provide the new circuitry with a protection fuse;

- connect the intake of the newly added fuel system to the reservoir connected to the engine fuel return line. Direct feed fromthe vehicle fuel tank is permitted only if this is independent from the engine fuel system and the new circuit is perfectly leakproof;

- trace pipe and cable paths, the location of brackets and hoses bearing in mind that the overall dimensions and heat affect thevarious units on the chassis. Avoid runs and arrangements that could lead to hazards when the vehicle is running. Use shieldsor armouring if necessary;

- when installing a water heater, original vehicle heating and engine cooling circuits are involved (see point 2.10), it is advisableto follow the instructions listed below to ensure reliability of the heating system and safe operation of the original system:

• special care must be taken when defining the connections between the supplementary equipment and the main one; referto IVECO, if necessary;

• determine a rational arrangement for piping, avoid neckings and siphonings;

• install proper venting valve (bleeding points) to ensure proper filling of the system;

• supplementary plugs should be installed to ensure draining of the system, if necessary;

• proper insulation should be used to prevent heat dissipation.

- when air heaters are used and when the installation is to be made directly in the cab, make sure that the engine exhaust systemdoes not touch the added installation (to prevent exhaust gas circulation inside the vehicle) and have the correct warm air dis-tribution by avoiding direct air flows;

- the complete installation should be designed to ensure good accessibility for quick and easy servicing.



Installing an air-conditioning system

Installing an air---conditioning system

2.12 Installing an air-conditioning system

When the installation of an air conditioning system is deemed necessary, it is advisable to use the types recommended by IVECO.

If this procedure is not applicable, the installation must be carried out in accordance with the supplier’s instructions and the followingpoints:

- the installation must not interfere with the correct operation of the vehicle components and of equipment which may be con-nected with the installation;

- check the electrical system to ensure that the battery capacity and alternator output is sufficient for the higher current require-ments (see point 5.8.3). Provide the new circuitry with a protection fuse;

- in liaison with IVECO, establish a method for installing the compressor; if it is fitted to the engine, use the original IVECO com-pressor;

- trace pipe and cable paths, the location of brackets and hoses bearing in mind that the overall dimensions and heat affect thevarious units on the chassis. Avoid runs and arrangements that could lead to hazards when the vehicle is running. Use shieldsor armouring if necessary;

- the complete installation should be designed to ensure good accessibility for quick and easy servicing. At vehicle delivery, theBodybuilder will supply all service and maintenance instructions which are deemed necessary.

Furthermore, according to the system operations:

a) Equipment installed inside the cab

The condenser should not impair the original engine cooling system operation (reduction in the radiating area of the engine radiator).

The best arrangement is to use a condenser, suitably ventilated.

The arrangement of the evaporator-blower unit in the cab (if not planned by IVECO) should be designed to make sure that theaccessibility control and operating equipment is not impaired.

b) Equipment fitted on the cab roof

When the equipment (condenser, evaporator, blower) is fitted on the cab roof, make sure that its weight is not higher than thatpermitted for roof installation. Furthermore, the Bodybuilder must provide proper reinforcement to the roof frame if necessary, inrelation to the weight of the unit and the extent of the modification introduced.

For specific applications with compressors not supplied by IVECO (e.g. fridge box), contact the IVECO offices in charge.



Cab modifications

Cab modifications

2.13 Cab modifications


Any work on the driver’s cab must first be authorised by IVECO before any work is started.

Modificationsmust not prevent operation of the control devices located in the area affected by themodifications (e.g. pedals, linkages,switches, pipes etc) or alter the strength of the loadbearing elements (uprights, reinforcement sections etc.). Due care must betaken when carrying out work that may affect the cooling system and air inlet pipes of the engine.

When defining the position of payload, account must be taken of the variation in cab weight, in order to ensure the correct distribu-tion of the permitted loads on the axles (see point 1.13).

For operations that require the removal of sound deadening panels or internal protective elements (panelling, padding) restrict theremoval to the absolute minimum, taking care to restore the protective elements to their original condition, ensuring the previousoperating capability.

Controls and equipment (power take-off engagement control, external operating cylinder control etc.) may be fitted in the cab pro-vided that:

- they are positioned, properly and are easily accessible to the driver.

- safety, control and warning devices are fitted which meet the requirements of use and safety of the vehicle and its equipmentas well as the requirements of national legislation.

Ensure that the pipes and wires are correctly positioned particularly when the cab is tilted. Use the necessary fixings taking care toobserve the appropriate distances from the engine, heat sources and moving parts.

Provide the necessary protection from corrosion for all modifications to the structure (see point 2.2).

Ensure that seals are fitted correctly and apply sealant to those areas which require it.

Ensure that a perfect seal is provided against the infiltration of water, dust and fumes.

The Bodybuilder must check that after modification, the cab satisfies legal requirements regarding both the inside and outside ofthe vehicle.

2.13.2 Roof panel modifications

Installation andmodification work to achieve specific refurbishmentsmust be carried out with great care to safeguard the strengthand integrety of the cab and ensure that its operation and protection are maintained.

When fitting assemblies or devices on the roof, make sure that their weight does not exceed that permitted for the cab. These limitscan be supplied on request, as a function of type of superstructure.



Cab modifications

2.13.3 Fitting a spoiler or a top-sleeper

On request the IVECO versions can be available, with the relevant assembly instructions. It is recommended to use them, asthey have been specially designed and tested.

The application of other solutions must be performed in a similar manner as for the original ones, via the specific fastening pointson the sides of the roof assembly, using supporting devices of suitable dimensions. Follow the instructions of the manufacturers ofthe added assemblies.

Their positioning must not jeopardize the good working conditions of the engine air intake.

When the national standards require it, these installations must be checked by the relevant Institutes.

2.13.4 Construction of crew cabs

When making crew cabs, cabs for special vehicles, for municipal uses, fire brigade, etc., it is necessary to check the need to adjustthe cab suspension, due to the greater mass, also taking account of any extra seating added. The possibility to doing work of thistype on the tipping cabs requires confirmation from IVECO for the suitability of the original devices for the suspension, tipping andlocking.

Generally, it is possible to implement equivalent solutions to those used by IVECO for similar versions.

To help preserve the integrity and rigidity of the cab, it is recommended to keep the rear structure as intact as possible. The cutcan be made sideways, keeping the ring of the door bay integral.

The Bodybuilder must make the necessary connections to the framework, composed of the longitudinal sections and the uprightsand connect the new floor to the existing structure. Make provision for inspection panels, if necessary.

Take special care of the surface preparation of the elements to be welded using a zinc primer, taking the necessary precautions forproper preparation of the base for subsequent painting (see point 2.2).

If you want to maintain the cap tipping function, on the basis of the increase in mass, make provision for:

- work on the tipping devices.

- restoring the coupling devices.

- reducing the tipping angle.

- adjusting for the suspensions.

For the tipping system it may be possible to install a cylinder with related supports of greater capacity or apply an additional cylinder,verifying observance of the minimum distances from the elements located nearby.

The zones affected by the thrust of the hydraulic devices must be taken care of so as to avoid an excessive concentration of thestresses; for this purpose make provision for:

- locating the lifting points as far back as possible.

- suitable anchorage zones both on the bottom of the cab and on the vehicle chassis frame.

If in the tipping phase, the cab exceeds the upper point of equilibrium, make sure that the added hydraulic device enables keepingthe cab in the limit stop position, on the contrary apply a safety rope.

Take the necessary precautions to permit correctly coupling the cab in the phase of closing.

The rear coupling device of the original cab has a safety latch and an indicator that signals closure. We recommend keeping thissolution complete.

In the definition of a suitable elastic system of the cab suspension, it will be necessary to:

- respect the cab driving position of the standard vehicle.

- prevent the added mass from weighing on the original part of the cab and on the related suspension.

- ensure the normal oscillations of the cab along the vertical, longitudinal and transverse planes.



Cab modifications

If the cab is made fixed, make provision for similar suspension systems to those used for the tippable cabs. Take care to makeprovision for a movable bonnet, trap doors and panels for inspection and maintenance of the elements underneath.

To make for easier operations in the workshop, it is advised to have an anchorage point for lifting or the possibility of applying asafety bar.

The modification to the cab may involve components such as the air intake and filter. Using genuine parts, already contemplatedfor similar bodies, may be a good solution and permit compliance with legal requirements.

!Remember that work of this type affects the behaviour and safety of the vehicle (suspension, tippingmanoeuvre), so it must be done extremely carefully taking the necessary precautions to ensure safety.

The cab suspension system must be adapted to the additional weight and the new dimensions.

This must be done rationally, without hindering normal cab movement.



Cab modificationsCambiamento della misura dei pneumatici

Cab modificationsCambiamento della misura dei pneumaticiChanging the size of the tyres

2.14 Changing the size of the tyres

Replacing the tyres with others of different sizes or with a different loading capacity with respect to those considered at the timeof vehicle type-approval must be approved by IVECO and it is also necessary to check for the need to reprogram the EBL or EBSsystem.

Changing the size of the tyres may involve replacing the wheels with others of a correspondingly greater loading capacity. In thiscase check whether the spare wheel carrier needs to be changed.

Mounting tyres of different sizes or types of construction on the same axle is prohibited.

Changing the size of the tyres may affect the ground clearance of the front and rear underrun guards, therefore the compliancewith the national legal requirements must be verified. Its supporting brackets, where necessary, may be replacedwith other appropri-ate, type-approved brackets. (see paragraph 2.20).

The use of larger tyres always necessitates verification of the safety margins for the mechanical parts, wheel arches etc., under alldynamic conditions of steering and bump travel. In certain cases the use of wider tyres may entail a check on the axles to assessthe space required for the suspension components and the length of wheel studs etc.

Where there is local national legislation specifying overall widths (e.c. Jersey etc.) these must be complied with.

!Replacing the tyres with others having a different external diameter influences the vehicle perform-ance (e.g. speed, max. negotiable gradient, pulling force, braking capacity, etc.); therefore the Body-computer (which comprises the speedometer, tachograph and speed limiter) must be recalibrated byan authorised workshop.

The use of tyres with a different outside diameter affects the performance of the vehicle in terms of speed, maximum gradability,pulling force, braking power etc. The tachograph must be recalibrated by an authorised workshop. The load capacity and the relativereference speed must always be compatible with the performance of the vehicle. When the tyres with a load capacity or speedlimit are chosen for a given vehicle, the permissible loads of the vehicle or its performance, must be reduced accordingly. On theother hand, the use of tyres with a greater load capacity does not automatically increase the maximum permissible weight on theaxles.

The size and load capacity of the tyres are established on the basis of international and national norms (ETRTO, DIN, CUNA etc.)and are listed in the manuals of the respective tyre manufacturers.

Specific performance characteristics may be established by government regulations for special use in the case of fire-fighting vehicles,vehicles for winter duty, airport tankers, buses etc..Whenever so required by government regulations the vehicle must be presentedto the respective government agency for inspection of the parts that have been replaced and entry of the respective modificationsin the vehicle documents.

!If it is necessary to disassemble the wheels when fitting out the vehicle, when they are remounted itis necessary to ensure that the contact surface between rim and coupling flange is clean and corrosion-free. Furthermore, the tightening torques according to the in-house IVECO standardsmust be guaran-teed (see next table).



Modifications to the braking system


2.15 Modifications to the braking system


!Thebraking systemwith its components represents anelement of crucial importance to vehicle safety.

It is prohibited tomake changes to units such as the brake force control system, distributor, brake cyl-inders, valves, etc, which are rated as safety components.

Any changes to the braking system (changes to the piping, fitting additional operating cylinders, etc.)require prior authorisation from IVECO.

For new equipment we recommend the same make as those fitted to the original vehicle.

When required by national regulations, the vehicle must be submitted for testing to the respective authority.

If moving regulating valves, dryer, etc., restore the same type of installation as originally made, checking it all works properly.If repositioning the dryer or outfit that reduces its ventilation or its feeding piping (coming from the compressor), it is necessary tomake sure that its inlet temperature (measure on the supply line near the dryer) is never greater than 65° C under all conditionsof using the vehicle.

If repositioning the dryer, the extension of the pipes must not be done with an air trap. In addition, the dryer exhaust pipe musthave no air traps.The original length of the feeding pipe is to be considered minimal.

!Do not position equipment above the chassis frame such as to prevent replacement of the dryer car-tridge.

2.15.2 Brake pipes

When the wheelbase or rear overhang of the chassis are modified, the brake pipes concernedmust be replaced by a single lengthof new pipe. Where this is not possible the connectors used must be of the same type as those used originally on the vehicle.Whenreplacing observe the minimum internal dimensions of the existing pipes.The new pipes must have the same characteristics and be of the same material as those used originally on the vehicle. The installationmust be carried out so that the piping is protected and the correct function of the system ensured.For the supply and fitting of material we recommend that you contact our Parts Centres or specialised workshops.

Plastic Pipes

When fitting new pipes or replacing others, plastic must not be used for the following:- in areas where the temperature reaches more than 80°C (e.g. within 100 mm of the engine exhaust system).- between fixed and moving parts, in this case special hoses are to be used.- on the hydraulic lines.

During modification the following must be observed:- material and dimensions : Standard DIN 74324 (Iveco Standard 18-0400)

(max. operating pressure 11 bars)- radii of curvature : min. 6 Ø outer dia(referred to the pipe centreline)




Preparation and installation (Iveco Standard 17-2403)

Cut the pipe at right angles (max. permissible variation 15°) using the correct tools to avoid flaws which could impair tightness.

Mark the portion of the length L (see Figure 2.36) to be inserted in the connector with indelible ink or adhesive tape to ensuretightness. Mark the pipe to avoid confusion while it is being installed for subsequent modifications.

The Voss connector configurations are as shown in drawing 504225097.

91463

End of stroke mark

Marking15°max

Figure 2.36

d (mm)

6

8

10

12

16

L (mm)

19.8

20.5

24

25

27.1

Table 2.18 - Configuration of the new connectors VOSS - SV214/W

Type pipe∅

coupling∅

VOSSreference

IVECOreference

GENERAL NOTESPossible couplings with other connectors

6 6 5214010000 504149122

Straight connector ∅ 6IVECO No. 504148941 with thread M10x1IVECO No. 504148950 with thread M12x1.5IVECO No. 504148962 with thread M12x1.5IVECO No. 504148965 with thread M22x1.5

Intermediate connector ∅ 6 - 6IVECO No. 504149318

SV 214/W

8 8 5214010200 504149132

Straight connector ∅ 8IVECO No. 504148948 with thread M10x1IVECO No. 504148956 with thread M12x1.5IVECO No. 504148963 with thread M16x1.5IVECO No. 504148966 with thread M22x1.5

Intermediate connector ∅ 8 - 8IVECO No. 504149327

6 5214010700 504149133 Straight connector ∅ 12IVECO No. 504148959 with thread M12x1

8 12 5214010900 504149136

IVECO No. 504148959 with thread M12x1IVECO No. 504148964 with thread M16x1.5IVECO No. 504149016 with thread M22x1.5

12 5214011100 504149139 Intermediate connector ∅ 12 - 6/8/12IVECO No. 504149332




Table 2.19 - Configuration of the new connectors VOSS - SV214/GV SV214/GE

Type SW key pipe∅

Receptacleconnectorthread

VOSSreference

IVECOreference

GENERAL NOTESPossible couplings withother connectors

6 5214012000 50414931890° connector ∅ 6

IVECO No. 504149122coupling ∅ 6

8 5214012100 50414932790° connector ∅ 8


SV 214/GV 12 5014012200 504149332

90° connector ∅ 6IVECO No. 504149133

coupling ∅ 1290° connector ∅ 6



coupling ∅ 12


coupling ∅ 12L connector ∅ 12


T connector ∅ 12IVECO No. 504149174

coupling ∅ 12

22 (2x) 8 m16 x 1.5 5214006400 50414002090° connector ∅ 8


24 12

M18 x 1.5(with sealingtaper seat withpipe j 16)on one side

5214006200 504149022


coupling ∅ 1290° connector ∅ 8



coupling ∅ 12

SV 214/GE28 (2x)

12 M22 x 1.5 5214006000 504149021L connector ∅ 12


28 12

M22 x 1.5(inner threadM16 x 1.5)on one side

5214006100 504149026T connector ∅ 12





Table 2.20 - Configuration of the new connectors VOSS - SV214/W VOSS - 214/L VOSS - 214/T

Type pipe∅

VOSSreference

IVECOreference

GENERAL NOTESPossible couplings with other connectors

SV 214/W

5214011600 504149148

S i h ∅ 12

SV 214/L

12 5214011200 504149170

Straight connector ∅ 12IVECO No. 504148959 with thread M12x1.5IVECO No. 504148964 with thread M16x1.5IVECO No. 504149016 with thread M22x1.5

Receptacle connector ∅ 12IVECO No. 504149022 with thread M18x1.5IVECO No. 504149021 with thread M22x1.5IVECO No 504149026 with thread M22x1 5

SV 214/T

5214011300 504149174

IVECO No. 504149026 with thread M22x1.5

As a rule quick coupling connectors should be used. We recommend that the same makes present on the original vehicle be used.When necessary (e.g. near bends), connectors with metal inserts may be used. Before inserting the pipe into the connector the lattermust be screwed into its threaded seat on the component (e.g. pneumatic valve) adopting the tightening torques indicated below.

Table 2.21

Thread Tightening torque (Nm + 10%)

M 12 X 1.5 mm 24

M 14 X 1.5 mm 28

M 16 X 1.5 mm 35

M 22 X 1.5 mm 40

Insert the portion of the length L, previously marked, of the pipe into the connector applying force for 30 to 120 N depending on thedimension of the pipe.

The replacement of the components (valves etc.) is made possible since the coupling and connector may be internally rotated whilescrewing or unscrewing.




!Should piping be replaced:

1. If the connectors are of the Raufoss P5 type, use new connectors.

2. If the connectors areof theVoss 214 type, disassemble themusing the special pliers, then re-fit themon the new piping.

Installation of piping on vehicle

New pipes must be thoroughly cleaned inside before use (e.g. by blowing through with compressed air).

Pipes must be fixed in their correct position. The fixing clips must go right round the pipe. They may be of plastic, metal or rubber.

Observe adequate distances between the various fixing elements. As a rule a maximum distance of 500 mm for plastic pipes and600 mm for metal pipes is applicable.

For plastic pipes, in order to prevent distortion and tension on the connectors when fitting them, take the necessary precautionswhen working out the run and fitting the fixing brackets onto the chassis. Correct fitting of the fixing brackets will ensure that thepipes do not rub against the fixed parts of the chassis.

Observe the necessary safety distances from moving parts and heat sources.

When a pipe has to pass through the chassis frame (side or cross members) appropriate precautions must be taken to avoid damage.

A solution which can be used as a bulkhead connection for a straight or angled run is given in Figure 2.37:

Figure 2.37

1. Pipe - 2. Bulkhead connector - 3. Chassis

91464

!After completing any work either on the system or the equipment, the braking system must bechecked to ensure its efficiency.

For air systems, build up the pressure to its maximum value. Check for leaks in the areas affected bythe work carried out.




2.15.3 Electronic braking system control devices

!For any changes to the electrical circuits, read carefully Chapter 5.

When modifying the wheelbase, the ABS modulators must be kept in their original position in relation to the rear axle. Theelectrical wires (harness) between the sensors on the rear axle and the control unit and between the control unit and modulatorsmust be modified accordingly by fitting the harness(s) from a longer wheelbase IVECO vehicle should there be insufficient lengthin the originals. Brake pipes upstream of the modulators must be similarly modified.

2.15.4 Taking air from the system

Small quantities of air can be removed from the service tank to actuate the auxiliary devices (such as the power take-off) ofvehicles equipped with a pneumatic braking system so as to have in the new power take-off a control pressure value of 8.5 barsand a limited return, that does not allow drawing air below this pressure.Draw the air directly from the 4-way safety valve on the service line (outlet 24), situated by the air reserves.

For this purpose a T-coupling can be used (e.g. IVECO part no. 9842 0917) (see Figure 2.38).

Figure 2.38

91507

In case of installation of additional pneumatic services, charged use of the compressor must not exceed 50% of its operating time.

If larger quantities of air are required a supplementary air reservoir must be fitted. In this case, it will be necessary to check that theair compressor fitted is capable of charging the brake system reservoirs within the prescribed times.

If necessary a larger capacity compressor must be fitted.



Electrical system: modifications and drawing-off power

Electrical system: modifications and drawing---off power

2.16 Electrical system: modifications and drawing-off power

This paragraph has been moved to section 5 like paragraph 5.8.

2.17 Repositioning parts and mounting auxiliary assemblies and equipment

Whenever, in the course of modifying the vehicle, it should become necessary to reposition assemblies such as the fuel tank,batteries or the spare wheel, such relocation is permitted provided that the functioning of these parts is not impaired and providedthat the same type of connections as originally in use are re-employed. Their transversal location on the vehicle’s chassis may not,when their weight requires it, be changed radically.

In the case of vehicles not equipped with a spare wheel carrier, and vehicles in which the spare wheel carrier must be relocated,the spare wheel must be secured to a suitable wheel carrier which allows the wheel to be readily removed.

To secure the spare wheel to the side of the vehicle with a support attached to the web of the side member, it is advisable to usea reinforcing plate on the inside or outside of the side member. The size of this plate must take into account both the weight ofthe wheel and the possible presence of other reinforcements on the side member (see Figure 2.39).

Figure 2.39

91470

In order to limit the torsional stresses on the vehicle chassis, we recommend that the plate be fitted where there is a cross member,particularly in the case of heavy units.

Likewise it will be necessary to operate in the installation of additional assemblies such as tanks, compressors, etc. Their setup mustbe taken into account in the division of the weights (see point 1.13.3). In all these applications it will always be necessary to ensurea sufficient margin in their height off the ground, according to the use of the vehicle.

The holes to be made for the new setups must be made on the rib of the structural member, according to the prescriptions givenin point 2.3, taking care to use the existing holes as much as possible.




Fuel tank

When filling the fuel tank is hindered by the position of the body, the tank brackets can be located lower by one jig (45 mm),verifying observance of the minimum height from the ground.

If the capacity of the fuel tank is not enough, it is possible to proceed in the following ways:

a) use an original IVECO tank of greater capacity. The following table gives the available types of tanks. Check that the new tankis not incompatible with the original configuration of the vehicle.

Table 2.22 - Available tanks

ModelFuel tanks

Model115 l plastic 200 l plastic 280 l aluminium

60E-120EL STANDARD OPT. NO120E-130E-140E STANDARD OPT. OPT.150E-160E (E18-E22-E25) STANDARD OPT. OPT.150E-160E (E28-E30) OPT. STANDARD OPT.180E-190EL NO STANDARD OPT.

b) addition of a supplementary fuel tank. The most thorough solution is to fit the additional tank using the same system layout asfor the original tank, whenever possible using original elements, particularly the fuel level indicator. A switch can be fitted to allowthe two tanks to be used alternatively.

Figure 2.40

91471

The use of the above system is advisable when the added tank is located on the side opposite the original one. When the tanksare in line on the same side it is possible to maintain fuel feed from the original tank then the added one should be connected directlyto the former through hoses. The arrangement must conform to national rules and regulations. The tank-to-tank connecting linemust be leakproof and not of a smaller internal dimension, have the same technical characteristics as those envisaged for the originalsystem and be properly secured.



Transporting hazardous goods ADR

Transporting hazardous goods ADR

2.18 Transporting hazardous goods ADR

Vehicles for transporting hazardous goods (e.g. flammable materials, explosives, etc.) must be outfitted solely by specialized firmsaccording to the safety prescriptions set by the national or international regulations for this type of transport.

Besides observance by the Bodybuilder of the specific prescriptions, we remind you to observe the ”European agreement for theinternational transit of hazardous goods by road” (ADR) for vehicles that cross frontiers, within Europe, now included in the specificEU Directive.

a) For Eurocargo vehicles the option 2342 (ADR) is available in combination with the option 6899 (Daily Tacho 2 Drivers for ADR/SIM).

The option 2342 is composed of:- special electric disconnecting switch positioned on the chassis frame- control switch of the disconnecting switch positioned in the cab- emergency switch- protected electrical connections- wirings protected with polyamide liner- ADR type-approval data plate- instructions on operation.

Note that when there is option 2342, central door locking is not available.

b) If a vehicle for transporting materials in the ”OX - Peroxides” category must be built, the standards state that the windows ofthe rear wall of the cabin must have specific characteristics and therefore also the relevant frame. Since this is not included inthe standard contents of the ADR version contemplated by IVECO, when ordering the vehicle customers should choose theoption 00741 ”Without rear window”.

2.19 Application of a retarder brake

A supplementary retarder brake (e.g. of a parasite current electrical or hydraulic type) can be fitted on the transmission (separatefitting), but this must be authorised by IVECO

For somemodels the assembly is optional. The following applications for thesemodels will have to correspond to the original solution(use the cooperation of the brakes manufacturers).

In the other cases the applicationmust be done by the brakemanufacturer, via his authorizedworkshops, in observance of points 2.3,2.8 and 2.16 of these directives. For the correct operation, sizing of the anchorage parts, proper execution of the work, the firmauthorized for the application is responsible.

The necessary technical documentation to be referred to in order to prepare the installation can be requested from IVECO, theinformation on the electric system of each model is given in the Workshop Manuals available from the IVECO Assistance Network(see point 2.16). When it is necessary to apply heat shields, they must be positioned using materials with suitable specifications incompliance with current standards, ensuring their effectiveness.

For cooling the hydraulic retarders it is allowed to connect themwith the engine cooling circuit, provided that this in no way involvesexceeding the max permissible temperature of the liquid in the original system. On the contrary provision must be made for a separ-ate cooling circuit.

If it is necessary to install additional heat exchangers, their dimensionsmust be defined by the retardermanufacturer; their positioningmust not alter the functionality of the vehicle’s original cooling system.

Contact IVECO in order to optimize the application.



Alterations to the rear protection bar

Alterations to the rear protection bar

The choice of the retarder must be made according to the following formula:

ip ⋅ Cf

R’ ⋅ PTT≅ 1

ip = rear-axle ratio

Cf = maximum braking torque (Nm)R’ = radius under load of the tyre used (m)PTT = ground vehicle weight (kg)

Computational example of the maximum braking torque of the retarder for EurocargoLet’s consider a Eurocargo ML120E18R/P vehicle with axle ratio 4.88 and tyres 265/70R19.5.From the data

1. ip = 4.88

2. R’ = 0.401 m

3. PTT = 12000 kg

We obtain:Cf = (12000 · 0.401) / 4.88 = 9.86 Nm

A retarder brake can be applied with peak torque of deceleration of 1000 Nm.

2.20 Alterations to the rear protection bar

The vehicles are equipped with a rear underrun bar in compliance with the current EU Directives.

The maximum distance allowed from the device to the most rearward part of the body is 400 mm, less the deformation found inthe phase of type-approval (less than 20 mm).

When the changes on the chassis frame require adjusting the rear overhang, the rear underrun bar will have to be repositioned(in observance of current regulations), making the same connection to the chassis frame as on the original version.

When converting vehicles or applying special equipment (e.g. tail lifts), it may be necessary to operate on the structure of the under-run bar. This operation must not jeopardize the original characteristics of resistance and rigidity (respect national regulations). Ifrequested, the Bodybuilder must present the necessary documentation for compliance with the required characteristics.

If it is necessary to mount another rear underrun bar it is necessary to check compliance with the current regulations.The documentation or the test certificates must be presented, if required, to the competent Authorities.



Rear mudguards and wheel boxes

Rear mudguards and wheel boxes

2.21 Rear mudguards and wheel boxes

On vehicles with a cab supplied without mudguards, they must be installed by the Bodybuilder, creating equivalent solutions to thoseused by IVECO on similar vehicles. In making the mudguards, wheel arches, as well as the shape of the body, bear in mind to:

- ensure free wag of the wheels under the conditions of use with chains, respecting the limits given in the documentation suppliedby IVECO.

- protect the maximum width of the tyres respecting the legal limits required for the vehicle.

- make the supporting structure adequately sturdy, avoiding sharp changes in the sections and vibration.

- the connection can be made to the vertical rib of the structural members of the vehicle, or to the longitudinal sections of thesubframe. In the first case the connection will have to bemade exclusively with screws, or directly under the body (e.g., box-body,van, etc.), (see Figure 2.41).

The first and second point are also to keep in mind when making the wheel arches.

Figure 2.41

91472

2.22 Mudflaps

If legally required, unless already fitted ex-factory, the Bodybuilder must ensure that the complete vehicle is fitted with mudflaps.When mounting them legally required distances must be complied with.



Side guards

Side guards

2.23 Side guards

In some countries local or EEC regulations require that the vehicle be fitted with side guards. The Bodybuilder who finishes offthe vehicle must ensure compliance with the required characteristics unless it is already equipped with them ex-factory.

On permanently fitted structures such as fixed platform bodies, vans etc, the side guards will be fitted directly to their basic structure(floor ribbings cross members) whereas on mobile structures (such as tippers, interchangeable equipment, removable containers),the side guards will be connected to the auxiliary frame by way of suitable brackets or installed directly on the chassis. In the lattercase, we suggest that the Bodybuilder makes use as far as possible, of the holes already existing on the side member vertical webin compliance with point 2.3.

According to the EEC regulation, the external protection element can either consist of a single runner whose surface extends inthe vertical direction or of several longitudinal sections with preset sizes and distances between them.

The side guards must be connected to their own supporting structures in order to allow quick removal or tilting should maintenanceor repair work on assemblies or components located next to them be needed.

Operation of and access to the following parts must be ensured.

- brake system equipment

- air inlet system

- fuel supply

- batteries

- suspension

- spare wheel

- engine exhaust.

The guards must be made of the appropriate materials (e.g. FeE420).

Particular care must be taken when fitting to ensure the clearance from the ground and the distances to the various componentsrequired by the regulations.

Figure 2.42 shows a type of side guard designed in compliance with the relevant EC Directive to be fitted to fixed bodies (availableon request). The illustration also shows a specimen of a support designed for the combined fastening on the side guard and therear wheel mudguard which can be fitted to mobile auxiliary subframes.

The Bodybuilder will take care of the preparation and the arrangement of the side guard depending on the type of auxiliary subframeconcerned, as it is not possible to provide instructions of a general character applying to all equipment versions.



Side guards

(*) With the bottom of the body over 1300 mm off the ground, or withthe width of the body less than the external size of the tyres.

Figure 2.42

91515

Test load 1 kN

Permissible yielding under the test load:≤ 30 mm on the rear portion, including the last 250 mm of the device≤ 150 mm on the remaining parts of the device.

Supporting structure for the combined fasteningof the side protection and of the rear mudguard.

Section A-B Detail “X”



Chocks

Chocks

2.24 Chocks

Usually these are fi tted directly at the factory. Should this not be the case, or if it is necessary to change their original position,the Bodybuilder must work out a new arrangement in compliance with local regulations. The new position must ensure reliabilityand safety a s well as easy access for operation by the user.

2.25 Front protection (FUP)

On Eurocargo vehicles that are equipped with a front underrun protection bar (FUP = Front Underrun Protection), the bar canbe fixed in different positions on the frame. In this way the Fitter can adjust the position of the protection, in compliance with directiveCE 2000/40, according to the set-up of the fitted vehicle, the loads on the axles and/or the tyres fitted.

Table 2.23

Model Possible FUP bar fixing positions60E, 65E, 75E, 80E, 90E, 100E, 110EL, 120EL 2120E, 130E, 140E, 150E, 160E 4180E, 190EL 3

For vehicles 150E, 180E and 190L the first cab access step is fixed to the FUP. If a Fitter intends to modify the position of the FUPhe must, in this case, replace the step fixing bracket so as to guarantee that it remains in the same position with respect to the cabitself.The above requirements serve to optimise the front attitude angle of the vehicle should the FUP bar be found to be too low asa result of the fitting operations.



Rear view mirrors

Rear view mirrors

2.26 Rear view mirrors

The table shows the main dimensions of the arms of the approved rear view mirrors, depending of the maximum width of theentire vehicle and the driving position.

Table 2.24 - Arms for approved rear view mirrors

Size of arms a x b x c (mm)Vehicle width Left hand drive Right hand drive

Driver’s side Side opposite driver Driver’s side Side opposite driver2300 ÷ 2450 152 x 793 x 151 154 x 793 x 158 154 x 793 x 158 152 x 793 x 1512400 ÷ 2500 209 x 793 x 209 211 x 793 x 214 211 x 793 x 214 209 x 793 x 209

310 x 793 x 303or

304 x 793 x 310or

304 x 793 x 310or

310 x 793 x 303or

2500 ÷ 2600 152 x 793 x 151or

154 x 793 x 158or

154 x 793 x 158or

152 x 793 x 151or

209 x 793 x 209 211 x 793 x 214 211 x 793 x 214 209 x 793 x 209

Figure 2.43

131013

BUILDING & MOUNTING THE STRUCTURES 3-1EUROCARGO M.Y. 2008


Index

Index

SECTION 3

Building & mounting the structures

Page

3.1 Subframes and bodies 3-3

3.1.1 Material (steel subframe) 3-3

3.1.2 Material (aluminum subframe) 3-4

3.1.3 Longitudinal section dimensions 3-5

3.2 Elements making up the subframe 3-6

3.2.1 Longitudinal runner profiles 3-6

3.2.2 Cross members 3-8

3.3 Connections between frame and subframe 3-10

3.3.1 Choosing the type of body mounting 3-10

3.3.2 Body mounting characteristics 3-10

3.3.3 Connection with brackets 3-12

3.3.4 Connection with greater elasticity 3-14

3.3.5 Connection with U-bolts (clamps) 3-15

3.3.6 Connection with cleate (shear resisting) plates to contain longitudinal and transverse forces 3-16

3.3.7 Mixed connection 3-17

3.4 Fitting box-bodies 3-18

3.4.1 Fixed bodies 3-18

3.4.2 Tipper bodies 3-21

3.4.3 Heavy-duty service 3-23

3.4.4 Light-duty service 3-24

3.4.5 Containers 3-25

3.5 Tractors for semitrailers 3-26

3-2 BUILDING & MOUNTING THE STRUCTURES EUROCARGO M.Y. 2008


Index

Page

3.6 Installation of tanks and containers for bulk materials 3-27

3.7 Installing a crane 3-30

3.7.1 Crane behind the driver’s cab 3-31

3.7.2 Crane on rear overhang 3-36

3.7.3 Removable cranes 3-37

3.8 Installation of tail lifts 3-38

3.9 Interchangeable outfits 3-43

3.12 Installation of concrete mixers 3-45

3.13 Vehicles for municipal, fire-fighting and special services 3-47

3.14 Installation of snow-removal equipment on front of vehicle 3-47

3.15 Winch installation 3-48



Subframes and bodies

3333.3


The following detailed instructions complement the general information given in Chapter 1.NOTE

3.1 Subframes and bodies

The purpose of an subframe (subframe) is to ensure a uniform distribution of the load on the vehicle’s chassis and to increasethe strength and rigidity of the main frame in relation to the particular use of the vehicle.

The following points are to be borne in mind when constructing a subframe:

3.1.1 Material (steel subframe)

Usually, provided the subframe is not to undergo great stress, the material used for its construction may be of a lower gradethan that used for the vehicle chassis.

Should the stress limits require it (e.g. if cranes or tail lifts are to be fitted), or if very high sections are to be avoided, material withbetter mechanical characteristics may be used. In this case it should be considered that a lower inertia moment of the reinforcingbeam implies high bending stresses on the chassis frame.

The properties of some materials that can be considered for the applications indicated are as follows.

Table 3.1 - Material to be used for body manufacturing continued

Steel name Breaking load(N/mm2)

Yield point(N/mm2) Elongation A5

IVECO FE360D

EUROPE S235J2G3360 (1) 235 (1) 25% (1)

GERMANY ST37-3N360 (1) 235 (1) 25% (1)

UK 40D

IVECO FEE420

EUROPE S420MC530 420 21%

GERMANY QSTE420TM530 420 21%

UK 50F45

IVECO FE510D

EUROPE S355J2G3520 360 22%

GERMANY ST52-3N520 360 22%

UK 50D




3.1.2 Material (aluminum subframe)

In the case of materials, having different characteristics compared to steel, such as aluminium, both the dimensions and the struc-ture of the subframe will have, as a rule, to be adapted accordingly.

When the subframe’s main function is mainly to distribute the load more evenly while leaving the major loadbearing to the frame,aluminium longitudinal runners can be used having the same dimensions as stated for the steel. Some typical examples are: fixedbodies, box bodies, tanks with continuous and close spaced bearers or bearers mounted directly over the suspension hanger brack-ets. Exceptions are those cases where the high stresses on the vehicle’s frame demand steel runners of a high dimension or shear-re-sistant connections.

When the subframemust contribute in terms of strength and stiffness (bodies having high concentrated loads, such as tippers, cranes,central axle trailers, etc.) aluminium is not recommended and has therefore to be authorised for each application.

It should be remembered that, when stating the minimum dimensions for the reinforcement runners, besides the admitted limit ofstress for the aluminium, the different elastic modulus compared to steel (approx. 7,000 kg/mm2 as against 21,000 kg/mm2 for steel)will also have to be considered. This will result in larger dimensions for the runners.

Similarly, when the connection between frame and counterframe guarantees the transmission of shearing forces (connection viaplates), a new neutral axis must be defined for the section based on the different elastic modulus of both materials when checkingthe stresses at both ends of the single section.

In the final analysis, if the subframe has to contribute to the frames Strength / stiffness, higher sectional dimensions for the runnersmust be used if aluminum in to be used instead of steel.




3.1.3 Longitudinal section dimensions

The table below gives the values for the section modulusWx for C-section longitudinals recommended by IVECO. The indicatedWx value refers to the true section and allows for the section radii (this can be calculated with some approximation by multiplyingthe value obtained when considering the section made up of simple rectangles by 0.95). Longitudinals of different sections can beused instead of those shown provided the section modulus Wx and the moment of inertia Jx of the new C-section are not lowerthan those shown in the table.

Table 3.2 - Section bar dimensions

Strength modulusWx (cm3)

Recommended C-section profile(mm)

16 ≤W ≤ 19 80 X 50 X 4 80 X 60 X 4 80 X 50 X 5

20 ≤W ≤ 23 80 X 60 X 5

24 ≤W ≤ 26 80 X 60 X 6

27 ≤W ≤ 30 80 X 60 X 7 100 X 50 X 5

31 ≤W≤ 33 80 X 60 X 8 100 X 60 X 5

34 ≤W ≤ 36 100 X 60 X 6

37 ≤W ≤ 41 100 X 60 X 7

42 ≤W ≤ 45 80 X 80 X 8 100 X 60 X 8

46 ≤W ≤ 52 120 X 60 X 6 120 X 60 X 7

53 ≤W ≤ 58 120 X 60 X 8

59 ≤W ≤ 65 140 X 60 X 7 120 X 70 X 7

66 ≤W ≤ 72 140 X 60 X 8 120 X 80 X 8

73 ≤W≤ 79 160 X 60 X 7

80 ≤W ≤ 88 180 X 60 X 8

89 ≤W ≤ 93 106 X 70 X 7 180 X 60 X 7 140 X 80 X 8

94 ≤W ≤ 104 180 X 60 X 8

105 ≤W ≤ 122 200 X 80 X 6 200 X 60 X 8 180 X 70 X 7

123 ≤W ≤ 126 220 X 60 X 7

127 ≤W≤ 141 220 X 60 X 8

142 ≤W ≤ 160 200 X 80 X 8 240 X 60 X 8

161 ≤W ≤ 178 220 X 80 X 8 240 X 70 X 8

179 ≤W ≤ 201 250 X 80 X 7 260 X 70 X 8

202 ≤W ≤ 220 250 X 80 X 8 260 X 80 X 8

221 ≤W ≤ 224 220 X 80 X 8 280 X 70 X 8

225 ≤W ≤ 245 250 X 100 X 8 280 X 80 X 8

246 ≤W ≤ 286 280 X 100 X 8

290 ≤W ≤ 316 300 X 80 X 8

316 ≤W ≤ 380 340 X 100 X 8

440 380 X 100 X 8

480 400 X 100 X 8

See Tables 3.4, 3.10, 3.11



Elements making up the subframe


3.2 Elements making up the subframe

3.2.1 Longitudinal runner profiles

The longitudinals of the added structure must be continuous, extending as far as possible forward to the front of the vehicleto include, if possible, the area of the rear support of the front spring, and rest on the chassis of the vehicle but not on the brackets.

In order to achieve a gradual reduction in the resistant section, the front ends of the longitudinal runner must be tapered upwardsat an angle of no more than 30°, or tapered in some other equivalent way (see Figure 3.1), ensuring that the front end in contactwith the chassis is suitably connected, min radius 5 mm.

91136

Figure 3.1

If the cab’s rear suspension components do not allow the entire runner to pass through, the latter may be shaped as shown in Figu-re 3.2. This could require the assessment of the minimum resisting section if high flexural moment occurs at the front (e.g. with cranemounted behind cab if operating towards of the vehicle front).

91137

Figure 3.2

The construction of auxiliary frames either wider or narrower than the chassis structure is permitted only in particular cases (e.g. re-movable containers sliding on rollers operated by mechanical or hydraulic systems). In these cases a necessary precaution will bethat of ensuring a correct transmission of the forces between the auxiliary frame and the side member vertical web. This can beobtained by inserting an intermediate runner profile shaped according to the vehicle’s side member or by applying a stiffened con-necting L-section.




The type of section of the runner must be determined with due consideration to the function of the subframe and to the type ofstructure that is above it. It is advisable to use open U-sections if the subframe has to adapt itself elastically to the vehicle’s chassis,and to use box-type sections when added rigidity is needed.

Proper care must be taken to ensure a gradual change from the box- type section to the open type section. Some examples onhow this can be achieved are shown in Figure 3.3.

Figure 3.3

91520

It is necessary for continuous support to be made between the sections of the subframe and those of the vehicle.Do not put any rubber elements in between the chassis frame and subframe.

The specified dimensions for the structural members of the various types of body are recommended minimum values that, as a rule,hold for vehicles with standard wheelbases and rear overhangs. In all cases, similar sections can be used with moments of inertiaand resistance that are no lower. These values can be obtained from the technical documentation of the section manufacturers.Bear in mind that the moment of inertia is mainly important for the flexional rigidity as well as for the portion of bending momentto be taken, depending on the connection used; while the modulus of resistance is a decisive value for the strain on the material.




3.2.2 Cross members

An adequate number of cross members, which should be positioned if possible adjacent to the body mounting brackets, arerequired to brace the two runners of the subframe.

The cross members may be of the open type (e.g. C-type) or, if greater rigidity is desired, of the closed box-type.

Suitable gusset plates must be used to connect the crossmembers to the longitudinals to ensure sufficient strength at the connection(see Figure 3.4). In cases, where greater rigidity is required for the connection, this can be achieved as illustrated in Figure 3.5.

Figure 3.4 Figure 3.5

Stiffening the subframe

In the case of certain bodies, such as tippers, cement mixers, crane on rear overhang or bodies with a high centre of gravity,the subframe must be additionally stiffened at the rear end.

Depending on the degree of torsional stress, this must be done in one of the following manners:

- joining the rear section of the longitudinal member by a box-frame construction.

- box-frame construction, closed-section cross members (see Figure 3.6).

- box-frame construction, whit a cruciform (see Figure 3.7).

- by applying in addition to the box-frame construction a longitudinal torsion-resistant bar (see Figure 3.8).

As a general rule, the box-frame construction of the longitudinal runners should not be used in the front end.

Figure 3.6




Figure 3.7

1. Subframe - 2. Cruciform

Figure 3.8

1. Subframe - 2. Box-section

Self-supporting bodies as subframes

A subframe (longitudinal runners and cross members) need not be fitted if self-supporting bodies are to be installed (e.g. rigidbox body, tankers), or if the base of the structure to be fitted already serves the purpose of a subframe.



Connections between frame and counterframe


3.3 Connections between frame and subframe

3.3.1 Choosing the type of body mounting

The selection of the type of connection to be used - if not provided initially by IVECO - is very important in terms of the subframeproviding strength and stiffness for the appropriate body type.The subframe connection may be flexible (brackets or clamps) or it may be rigid, resistant to shear stress (longitudinal or transverseplates); the choice must be made based on the type of body that is to be mounted (see points 3.4 to 3.7) analysing the stress forceswhich the additional equipment transmits to the chassis both under static and dynamic conditions. The number, size and type offixing device properly subdivided over the length of the subframe, must be such as to ensure a good connection between the vehiclechassis and the subframe.The screws and clamps must be of a strength class no lower than 8.8, the nuts must be equipped with devices that prevents themfrom working loose. The first fixing must be located, if possible, at a distance of approx. 250 to 350 mm from the front end of thesubframe.Any body fixing brackets already fitted on the vehicle frame must be used first.Compliancewith the position for the first mountingmentioned abovemust be ensured in cases where the body applies concentratedloads behind the cab and requires additional stability (e.g. cranes, front end tipping gears etc.) in order to prevent overstressing thechassis frame. If necessary, additional fixings must be fitted.If the body to be fitted has different characteristics to those permitted on the original chassis (e.g tipper on a haulage chassis), theBodybuilder must provide the appropriate mountings (e.g. the replacement of brackets by cleat plates in the rear area of the chassis).

When fixing the body to the frame, no welding is allowed on the frame of the vehicle, nor can holesbe drilled in the flanges of the sidemembers.

NOTE

In order to improve the longitudinal or transverse securing of the connection, it is permissible to have holes in the top flanges ofthe side members, but only at the rear end of the members, over a length of not more than 150 mm, providing the fixing of anycross members that may be present is not weakened (see Figure 3.13). The mountings shown in Figure 3.14 may be used, usingthe screws which connect the rear cross member or underrun brackets to the chassis.

In all other cases, holes must not be drilled in the flanges of the sidemembers.NOTE

3.3.2 Body mounting characteristics

Flexible mountings (see Figure 3.9, 3.10 and 3.12) permit limited movement between the frame and the subframe, and permitthe use of two parallel working strong sections. Each bears a part of the bending moment in proportion to its moment of inertia.For the rigid type of joint (see Figure 3.14) between subframe and chassis, a single strong section is obtained, provided the numberand position of the mountings are adequate to support the resulting shear stresses.When using sheer resisting plates to secure the subframe to the sidemembers, a single strong section is formed which has a higherstrength capacity when compared with the MTG made using brakets or clamps. This has the following advantages:

- lower height of the subframe profile under the same bending moment acting on the section.

- higher bending moment under the same subframe profile dimensions.

- further increase in the strength capacity, when the subframe is made up of high mechanical characteristic materials.




Size of the subframe

In the case of a flexible connection between the chassis frame and subframe, the bending moment Mf must be divided betweenthe chassis frame and subframe in proportion to the moments of inertia of the sections:

ammt

tt

ct

tft

ammc

cc

ct

cfc

t

c

t

c

ctf

W

M

II

IMM

W

M

II

IMM

I

I

M

M

MMM

σ≤=σ+

x

σ≤=σ+

x

+=

=

=

=

Mf = static bending moment produced by the body (Nmm)Mc = portion of the static bending moment Mf applied to the subframe (Nmm)Mt = portion of the static bending moment Mf applied to the chassis frame (Nmm)Ic = moment of inertia of the section of the subframe (mm4)It = moment of inertia of the section of the chassis frame (mm4)σc = maximum static stress applied to the subframe (N/mm2)σt = maximum static stress applied to the chassis frame (N/mm2)Wc = modulus of resistance of the subframe section (mm3)Wt = modulus of resistance of the chassis frame section (mm3)σamm = maximum static stress permitted on the chassis frame (N/mm2) see Table 2.9

Computational example of the stresses in case of flexible connection with the chassis frame

We consider two C-shaped sections with the following dimensions

chassis: 250 x 70 x 5 mm

subframe: 140 x 70 x 7 mm

and stressed at a given section by the maximum bending moment Mf equal to 15000 Nm and applied perpendicularly to theplane containing the rib of the structural member.

From the calculation the following values are obtained:

Ix (cm4) Wx (cm3)

chassis 1545 123

subframe 522 74

Applying the formulae we obtain:

Mt = Mf x [It / (Ic + It )] = 8500 x [588 / (588 + 183)] = 11200 Nm

Mc = Mf x [Ic / (Ic + It )] = 8500 x [183 / (588 + 183)] = 3790 Nm

and then:

σt = Mt / Wt = 91 N/mm2

σc = Mc / Wc = 51 N/mm2




3.3.3 Connection with brackets

A few examples of this type of connection (flexibility mounting), are shown in Figures 3.9 and 3.11.

A

Figure 3.9

A. Leave a clearance of 1 to 2 mm before tightening

1. Subframe - 2. Frame - 3. Shims

In order to ensure a flexible joint there must be a gap of 1 to 2 mm between the brackets on the frame and those on the subframebefore the securing bolts are tightened. Larger gaps are to be reduced by using suitable shims.

Using bolts of proportional length improves the flexibility of the connection. The bracketsmust be secured to the webof the vehicle’sside member only by means of bolts or rivets.




In the case of a rigid connection (shear resistant plates) between the chassis frame and subframe, the bending moment Mf mustbe applied to the single section of the chassis frame - subframe.

maxccamm

c

fc

maxttamm

ft

y

IW

W

M

y

IW

Wt

M

=σ=σ

=σ=σ ≤

≤

σc = maximum static stress applied to the subframe (N/mm2)σt = maximum static stress applied to the chassis frame (N/mm2)Mf = static bending moment produced by the body (Nmm)I = moment of inertia of the single section of the chassis frame - subframe (mm4)σamm = maximum static stress permitted on the chassis frame (N/mm2) (see Table 2.9)yt max = distance from the neutral axis of stress of the outermost fibres of the chassis frame (mm)yc max = distance from the neutral axis of stress of the outermost fibres of the subframe (mm).

Computational example of the stresses in case of rigid connection with the chassis frame

We consider two C-shaped sections with the following dimensions

chassis frame 250 x 70 x 5 mm

subframe: 140 x 70 x 7 mm

and stressed at a given section by the maximum bending moment Mf equal to 15000 and applied perpendicularly to the planecontaining the rib of the structural member.

From the calculation we find that the centre of gravity is set at approximately 28mm from the segment of contact on the side ofthe 250 x 70 x 5 mm section (chassis frame). Then we will have

yt max = 250 - 28 = 222 mm

yc max = 140 - (-28) = 168 mm

and furthermore

Ix (cm4) Wt (cm3) Wc (cm3)

chassis frame+subframe 5643 254 334

Applying the formulae we obtain:

σt = Mf / Wt = 59 N/mm2

σc = Mf / Wc = 45 N/mm2

In order to guide and better contain the loads transversally, a slight protrusion of the brackets above the chassis is recommended.When the brackets are fitted flush with the upper flange of the side member, the lateral movement of the body structure must besecured by other means (e.g. using guide plates fixed only to the chassis - see Figure 3.12). When the front connection is of thecoli springstype (Figure 3.11), longitudinal securing must be ensured even in conditions of maximum twisting of the chassis (e.g. off-road).

When the chassis already has factory fitted brackets for the installation of a box-type body, these brackets must be used for theinstallation of the structure. The brackets fitted to the subframe or to the body must have characteristics of strength no lower thanthose of the original brackets fitted to the vehicle.




3.3.4 Connection with greater elasticity

When the connection needs to have greater elasticity (e.g. vehicles with a highly rigid body such as vans, tankers, etc., used onwinding roads or under harsh conditions, special use vehicles, off road, etc.) fasteners of the type shown in Figure 3.11 must be usedin the front area behind the driver’s cab.

When there are bodies that generate high bending and twisting moments (e.g., crane behind cab), the subframemust be appropriate-ly sized to withstand them.

The characteristics of the flexible element must be suited to the rigidity of the body, the wheelbase and the type of use of the vehicle(uneven conditions of the road).

With the aid of rubber plugs, use material that assures good characteristics of elasticity over time; make provision for suitable instruc-tions for periodical checks and restoring the torque setting when necessary.

If necessary, the overall capacity of the connection can be restored by applying shear resistant fasteners in the zone of the rear suspen-sion.

On versions where there is vehicle lifting with the hydraulic stabilizers (e.g. crane, overhead platforms), limit the yield of the flexibleelement (30 to 40 mm) to ensure sufficient cooperation of the subframe and prevent excessive bending moments on the originalchassis frame.

Figure 3.10

1. Element

Figure 3.11

1. Rubber




3.3.5 Connection with U-bolts (clamps)

The most important mounting of this type is illustrated in Figure 3.12.

In this type of construction the Bodybuilder must place metal spacers, between the flanges of the two side members and in thesubframe at the point where the U-bolts are located, in order to prevent the flanges bending when the U-bolts are tightened.

In order to guide and contain transverse movement of the structure attached to the vehicle’s chassis, this type of connection mustalso have guide plates that are attached only to the chassis as shown in Figure 3.12.

In order to keep the added structure from sliding and to increase the rigidity, it is necessary to provide positive attachment towardsthe rear with cleat plates to contain both longitudinally and transversal movement.

Alternatively it is also possible to use bolt-type connections at the rear end of the chassis as illustrated in Figure 3.13.

Figure 3.12

1. Frame - 2. Subframe - 3. U-bolts - 4. Locking with a lock nut -5. Spacers - 6. Guide plates (where necessary)




Figure 3.13

1. Subframe - 2. Frame - 3. U-bolts - 4. Longitudinal transversal securing

3.3.6 Connection with cleate (shear resisting) plates to contain longitudinaland transverse forces

This type of fixing shown in Figure 3.14 is achieved by means of a plate that is bolted or welded to the subframe and is securedto the chassis by bolts or rivets. This ensures regeneration following longitudinal and transverse thrust and provides maximum rigidityto the whole.

When this type of joint is used, the following must be observed:

- the plate must only be attached to the vertical web of the main sidemembers.Before fixing ensure that the subframe is mounted correctly on the top flange with no gaps between the two mating surfaces.

- use of cleat plates must be confined to the central and rear sections of the frame.

- the number of plates, thickness and number of securing bolts must be adequate for the transmission of the sections shear andbending moments. As a rule the thickness of the plate will be equal to that of the vehicles sidemember.These values can be correctly determined by calculation according to the necessary elements. Good results can however beachieved taking the following into account.

The shear resistant plates and the omega brackets which are standard on some models are generally sufficient for normal bodiessuch as fixed loading platforms, tilting bodies, concretemixers, provided the conditions of paragraphs 3.3 and 3.4 aremet and comply,in terms of dimensions and positioning, with the normal bodies.

The shear resistant plates already fitted to the vehicles can on the other hand meet the requirements of all installations which causesmall bending moments on the vehicle frame (e.g. tail lifts, reduced capacity cranes).




When a body cause high bending moments on the frame and the relevant strength has to be increased by means of shear resistantplates between the frame and subframe, or the subframe height has to be limited as far as possible (e.g. towing of central axle trailers,crane on rear overhang, tail lifts), observe the following instructions:

Table 3.3

Frame/subframeti h i ht ti

Max. distance betweenth t li

Min. characteristics of the platessection height ratio the centreline

of the shearingresistant plates 1)

Thickness

(mm)

Fixing hardwaredimensions (at least3 screws each plate) 2)

≤1.0 500 8 M 14

Table applies to all models.NOTE

1) The number of bolts per plate enables a proportional increase in the distance between the plates (a double number of bolts enables greater distance betweenthe plates). In the bearing areas of the frame (e.g. supports of the rear spring, of the tandem axle spring and of the rear air springs) closer spaced plates willhave to be considered.

2) In case of limited thickness of both of the plates and the subframe, the connection should be carried out by means of spacers, so that longer bolts can be used.

Figure 3.14

3.3.7 Mixed connection

On the basis of instructions given for the construction of the subframe (point 3.1) and considerations included in the general section,the mounting between the vehicle frame and subframe can be of the mixed type, i.e. it may be obtained through a rational use of elastic(springs), flexible connections (brackets, clamps) and rigid connections (plates for longitudinal and transversal anchorage).

As a guide it is advisable to have coli springsconnections on the front section of the subframe (at least two on each side) while plateconnections are recommended for the rear section of the vehicle when a stiffer structure is required for the whole assembly.



Fitting box-bodies

Fitting box---bodies

3.4 Fitting box-bodies

3.4.1 Fixed bodies

See table in Chapter 1 to find out the volumetric weights required to determine the load distribution.

On standard cab vehicles, intended exclusively for road use, box- bodies are usually fitted on a support structure comprising longitudi-nal runners and cross members. The minimum dimensions of the longitudinal runners are specified in Table 3.4.

Table 3.4

M d l WheelbaseMinimum reinforcement section

Model Wheelbase(mm) Modulus of resistance

Wx (cm3)Channel section

(mm)60E, 65E, 75E, 80EL up to 3690 21 80 x 60 x 560E, 65E, 75E, 80EL over 3690 26 100 x 50 x 580E, 90E, 100E up to 3690 26 100 x 50 x 580E, 90E, 100E over 3690 36 100 x 60 x 5110EL(1), 120EL(1), 120E, 130E, 140E, 150E, 160E up to 3690 40 120 x 60 x 5110EL(1), 120EL(1), 120E, 130E, 140E, 150E, 160E over 3690 46 120 x 60 x 6180E, 190EL all 57 140 x 60 x 6

(1) = on the version with a long cab, use a section with Wx no less than 57 cm3.

The attachment is carried out using the brackets arranged on the vertical web of the side members. If such brackets have not beenprovided by Iveco, theymust be installed according to the specifications given in point 3.3. In order to provide an adequate lengthwisesecuring when brackets or clamps are used, it is good common practice to arrange a rigid joint (one on each side) on the rear over-hang, using cleat plates on the web or bolts on the upper flange of the side member (see Figures 3.13 and 3.14).

The front of the body must be able to withstand the force applied to it by the transported load during sharp braking.



Fitting box-bodies

Under no other circumstances may new holes be made in the flanges of the main side members.

In those instances in which the box-body uses supports that are raised above the subframe (such as crossmembers) it will be necess-ary to stiffen these supports in an appropriate manner in order to contain the longitudinalwise thrusts, as shown in Figure 3.15.

Figure 3.15

1. Subframe - 2. Brackets - 3. Securing anchorages

91529

For special builds when a reinforcing runner of limited height is needed, the subframe structure may be integrated with the bodyanchoring brackets matching the height of the whole longitudinal reinforcement runner (see Figure 3.16). In this case, rear wheelboxes may be fitted at the base of the fixture.



Fitting box-bodies

Figure 3.16

91530

In the case of self-supporting bodies whose bearing structure operates as a subframe, the above explained installation of the reinforc-ing runners need not be affected.

The application of box bodies and structures with high torsional (1), stiffness in general requires the use of elastic connections to-wards the front of the structure (2) to avoid excessive reduction of main chassis distortion in particularly demanding applications (3).

1) Es. vehicle preparation furgonato

2) Figures 3.11 and 3.12

3) In the anterior part they are had to apply plates that limit the side move of the superstructure in comparison to the chassis.



Fitting box-bodies

3.4.2 Tipper bodies

The use of tipping bodies, whether front end or three way, subjects the chassis to notable stress. For this reason it is most import-ant to select the right vehicle from among those intended for this use. Therefore we list here the specifications that must be adheredto for this type of construction subdivided according to light or heavy duty. Table 3.5 and Table 3.6 give the minimum runner dimen-sions for the subframe with which these vehicles must be equipped.

Furthermore any government regulations concerning these vehicles must also be adhered to.

Where Iveco offer a rear stabilizer bar as an option it is recommended this should be fitted.

The following points must be kept in mind:

- the subframe must be (see Figures 3.7 and 3.8) suitable for the vehicle type and for the specific operating conditions. It musthave adequately dimensioned longitudinals and cross members and be stiffened at the rear by box-type construction and cruci-form. Fixing the subframe to the chassis, flexible connections (brackets or clamps) must be placed at the front end, whereas therear section requires rigid-type joints (cleat plates, see Figure 3.15) to allow the added structure to contribute more to the rigidityof the whole. The ”omega” brackets can be used on vehicles which are already fitted with them.

- the rear tipping hinge must be fitted on the subframe as near as possible to the rear support of the rear suspension. In ordernot to impair the stability of the vehicle during tipping operations and not to increase excessively the stress on the chassis, itis recommended that the distances between the tipping hinge and the rear spring rear hanger or tandem centreline is observed(see Figure 3.17). If for technical reasons this cannot be achieved, small increases may be permitted provided a higher strengthsubframe is used, in order to increase the rigidity of the rear end. Where long bodies are needed to transport large volumes,it is advisable (in those cases where it is permissible) to lengthen the wheelbase of the vehicle.

- great care must be given to the positioning of the lifting ram both in terms of providing supports of adequate strength and inorder to correctly position the mountings, it is advisable to place the ram to the front of the centre of gravity of the body andpayload so as to reduce the extent of the localized load into the chassis.

- for both under floor and front end tipping gear installations it is recommended that an appropriate stabilizer is fitted to act asa guide during the tipping operation.

- the lifting ram must be mounted on the subframe. The useful volume in the body must conform.With the maximum permissibleload on the axles. To the density of the material that is to be transported (a density mass of approx. 1600 kg/m3 is to be usedfor excavated material).When freight having a low density is transported, the useful volume may be increased within the limits established for the maxi-mum height of the centre of gravity of the payload plus the fixtures.

- the Bodybuilders must ensure the functioning and safety of all parts of the vehicle (for instance, the positioning of lights, towhook etc.) is safeguarded and in full compliance with the current safety regulations.



Fitting box-bodies

1. Subframe - 2. Brackets - 3. Plates - 4. Tipping hinge bracket

Figure 3.17

91531



Fitting box-bodies

3.4.3 Heavy-duty service

Table 3.5 shows the vehicles that can be used for these applications, with the minimum indications for the main sections of thesubframe.

Particular attention must be paid to observance of the prescriptions of a general character to ensure the vehicles are adequatelystable in the phase of rear tipping.

In the case of assembling tipping bodies on chassis fitted with brackets (for using different types of body), replace themwith longitudi-nal and transversal plates, in the section between the driving axle suspension front support and the chassis frame rear end; or makeprovision to apply additional plates.

For models with two rear axles:

- The boxed section for the longitudinal reinforcement section (see Figure 3.6) must involve the section between the rear edgeand approximately 1300 mm in front of the centreline of the two axles.

- The diagonal bracings must involve the zone between the centreline of the double axle and the rear end of the chassis frame.

- The tipping support must be positioned not over 1400 mm from the centreline of the double axle.

Table 3.5

Minimum section of the subframe

Model Wheelbase Modulus of resistance Wx (cm3) Dimensions (mm)Model Wheelbase

(mm) Yield point of the material used (N/mm2)240 360 240 360

60K, 65K, 75K T T 39 ------ 120 x 60 x 5 ------

80K, 90K, 100K T T 46 ------ 120 x 60 x 5 ------

120K T T 65 45 140 x 70 x 9 120 x 70 x 5

140K T T 89 53 160 x 70 x 7 120 x 70 x 6

150K - 160K T T 137 89 200 x 70 x 8 160 x 70 x 7

180K3690 89 ------ 160 x 70 x 7 ------

180K4815 105 ------ 180 x 70 x 7 ------



Fitting box-bodies

3.4.4 Light-duty service

For these operations we recommend using vehicles with short wheelbases. In Table 3.6 are listed the longitudinal runners tobe used. It is understood that the vehicle must be used for light duty on good roads, to transport freight with a low density anda low coefficient of friction.

In addition to the above general specifications, in order to give the vehicles the required rigidity and stability, the following pointsmust be observed:

- carefully check the chassis specifications (suspension, chassis, number of axles) to select a vehicle suitable for the body and itsintended operation.

- the rear end of the subframe must be stiffened using box-type sections, crossbraces, cleat plates etc.

- the rear tipping hinge must be placed as near as possible to the rear hanger bracket of the rear suspension.

- in cases of vehicles havingwheelbase longer than the standard tipper wheelbase, specially stiffened rear tipping support anchoringshould be used so as to contain sag and ensure good stability during operation.The rear tipping angle should be between 45º and 35º while the user should be informed that the tipping should be done onas flat a surface as possible.

- use the most rigid rear suspension available and rear anti roll bars. When parabolic rear springs are used, the stiffness shouldbe increased using rubber elements that operate at static load.

- for vehicles with pneumatic rear suspension, (for 6x4 and 8x4 tandems with four air springs for each axle), dump the air fromthe suspension during the tipping operation to allow the vehicle the greatest stability during tipping. It is important that this oper-ation takes place automatically from the tipping control. The resetting (raising) of the suspension can also be operated by thetipping control as the body is lowered.

- on vehicles with standard third axle or added third axle (6x2), an antiroll bar may have to be fitted onto the 3rd axle dependingon the type of installed suspension to improve the transverse stability. In addition to the above instructions, hydraulic or mechan-ical stabilisers may have to be installed for operation depending on the tipping support location in relation to the rear axles, tosuspension types and to intended operation. The third axle must never lift when tipping.

Table 3.6

Minimum profile of subframe

Model WheelbaseStrength modulus Wx (cm3) Dimensions (mm)

Model WheelbaseYield limit of material used (N/mm2)

240 360 240 360

60E, 65E, 75E,80EL

T T ------ 26 ------ 100 x 50 x 5

80E, 90E, 100E T T 39 ------ 120 x 60 x 5 ------

110EL, 120EL T T 57 ------ 140 x 60 x 6 ------

120E T T ------ 31 ------ 100 x 60 x 5

130E - 140E T T 46 120 x 60 x 6

150E - 160E T T 69 46 160 x 60 x 6 120 x 60 x 6

180E - 190EL T T 69 160 x 60 x 6



Fitting box-bodies

3.4.5 Containers

Not all vehicles lend themselves equally well to be used for removable type containers (i.e. the containers which can be unloadedby sliding along the subframe). Heavy duty vehicles are certainly better suited to this use but it is best to consult IVECO concerningthe suitability of the various models in relation to the use of the vehicle (Table 3.4).

This type of operation is subject to additional stresses compared to those of normal on-road vehicles with fixed platform bodies,in particular as regards loading/unloading operations.

For this reason, the auxiliary frame used (see point 3.1) should be of the same dimensions as that for light tippers (point 3.4.4).

Where vehicles with long wheelbases or rear overhangs are used, it may be necessary to use runners of larger dimensions for thesubframe.

The interchangeable body must rest on the vehicle subframe along its entire length or a least be in contact with an extensive areaof the suspension attachment points.

The lifting devices must be fixed to the subframe as indicated in point 3.3.

Vehicle stability must be guaranteed and comply with DIN standard 30722.

The stability of the vehicle must always be ensured during loading and unloading operations. We recommend fitting the rear endswith supports (stabilisers) that are to be used during loading and unloading operations particularly when roll on, roll off containersare used.

These supports are also recommended if the rear axles have pneumatic suspensions.

As an alternative, refer to the explanations in point 3.4.4, concerning dumping the air from the suspension during the operation.

It is very important, with this type of vehicle, to adhere to the specifications concerning the height of the centre of gravity (seepoint 1.13.2), when containers for high payloads are used.

91532

Figure 3.18

The distance between the last rear axle and the sliding pivot must not exceed 900 mm.



Tractors for semitrailers

Tractors for semitrailers

3.5 Tractors for semitrailers

Not contemplated.



Installation of tanks and containers for bulk materials


3.6 Installation of tanks and containers for bulk materials

Installation of tankers and containers on the chassis frame of our vehicles must as a rule be done by fitting a suitable subframe.

The approximate dimensions of the section to use for the subframe are given in Table 3.7.

Figure 3.19

As already stated, the rigid connections positioned by the supports of the rear suspension are the most suitable for transmittingthe forces directly to the elements of the suspension; the flexible connections are to be positioned by the rear support of the frontsuspension.

If this is not done, it may be necessary to have longitudinal reinforcement sections of greater dimensions than those indicated inTable 3.7.

Other types of connection of the body can be authorized on request to define the flexible connections, it is necessary to take accountof the characteristics of rigidity of the chassis frame of the vehicle, of the zone of application of the connections and of the typeof intended use.

Table 3.7

ModelMinimum profile of subframe

ModelStrength modulus Wx (cm3) Dimensions (mm)

60E, 65E, 75E, 80EL 46 120 x 60 x 6

80E, 90E, 100E, 110EL, 120EL 57 140 x 60 x 6

120E, 130E, 140E, 150E,160E

89 160 x 70 x 7

180E, 190E 99 160 x 70 x 8

Fitting tankers, or generally very torsionally rigid structures, must be done so that the chassis frame of the vehicle will still have suffi-cient and gradual torsional flexibility, avoiding highly stressed zones.




For the connections between the tanker body and subframe, we recommend using flexible elements (see Figure 3.19) at the frontand rigid supports resistant to the longitudinal and transversal forces toward the rear.

For road vehicles, we can generally consider that the first front flexible connection can, during the phase of torsion of the vehicle’schassis frame, allow separation of approx. 10 mm between subframe and chassis frame.

Tanks may be mounted directly onto the vehicle chassis without fitting an subframe under the following conditions:

- the distance between saddles must be determined depending on the load to be carried and must not exceed 1 meter.

- saddles must be fitted so as to allow an even distribution of the loads over a considerably large surface. Suitable brackets mustbe provided between the saddles to limit the longitudinal and transverse thrusts.

- other anchoring solutions may be authorised by Iveco.

- self-bearing tanks may be positioned directly on the chassis by means of suitable mountings located right behind the cab andin the area of the rear axle(s). The number and distribution depends on the number of axles and the wheelbase; this may varyfrom min. 2 for each side on 2- axle vehicles with short wheelbases to min. 3 for 3/4-axle vehicles with short wheelbases (seeFigure 3.20).

- the mountings must be sufficiently long (600 mm approx) and be positioned next to the suspension mountings (max. distance400 mm).To permit the necessary torsional movements of the chassis, elastic front mounting should be used where possible.

- other solutions are possible depending on the type of construction.




Figure 3.20

The installation of two or more separate containers or tanks on the vehicle requires the use of subframe that permits good distribu-tion of the load and an adequate torsional rigidity for the chassis/subframe using connections resistant to shearing. A good solutionis constituted by using a rigid connection which connects the containers together.

In order to adhere to the maximum admissible load limits on the axles, it is necessary to establish the maximum volume, the degreeof filling of the container and the density of the freight. When separate tanks or individual containers with separate compartmentsare used, care must be taken to ensure that with every degree of filling the maximum permissible load on the axles is respectedas well as the minimum ratio between the load on the front axle and fully loaded vehicle weight (see point 1.13.2).

In consideration of the nature of this equipment, special attention must be paid to limiting the height of the centre of gravity as muchas possible to ensure good handling (see point 1.13.2); we recommend the use of vehicles with stabiliser bars.

It is necessary to provide special transverse and longitudinal bulkheads inside the tanks and containers for liquids in order to reducethe dynamic loads which the liquid transmits when the vehicle is in motion and the tanks are not filled to capacity which wouldadversely affect the handling and resistance of the vehicle.

The same holds true for trailers and semitrailers, in order to avoid dynamic loading on the coupling devices.

Concerning the installation of containers for fuel or flammable liquids, all current government safety regulations must be abided by(see point 2.18).



Installing a crane

Installing a crane

3.7 Installing a crane

The selection of the crane must be made with due consideration to its characteristics (weight, maximum torque) in relation tothe performance of the vehicle.

The positioning of the crane and of the payload must be done within the load limits permitted for the vehicle. Installation of thecrane must be carried out in compliance with statutory requirements, national standards (e.g. CUNA, DIN) and international stan-dards (e.g. ISO, CEN), depending on which of these is pertinent to the particular vehicle.

While the crane is operating, the stabilisers (hydraulic if possible) must be used and be in contact with the ground. As a general rule,the installation of a crane requires the use of a suitable subframe, whose construction must taken into account all general specifica-tions relating to it (point 3.1). Concerning the dimensions of the runners for the subframe, refer to Table 3.8, 3.13 and 3.14.

In those cases where no specific subframe is called for (areas indicated with an ”A”) it is still necessary to provide a suitable mountingon the chassis for the crane using the standard body subframe (the length of the section members must be at least 2.5 times thewidth of the base structure of the crane) in order to distribute the load and the stress developed during the operation of the crane.

If the vehicle requires the use of its own subframe, it may also be used for the crane provided that its dimensions are adequate.

Special cases, whose MGmax value fall within the areas designated with the letter ”E” (or for higher values) must be checked individ-ually each time.

MG max = (F · L + P · l) max

Figure 3.21

The dimensions of the subframe refer to the total maximum static moment of the crane (MG max) which is calculated on the basisof the equation given in Figure 3.21.

The decision concerning the number of stabilisers and the type of subframe to be used, particularly in terms of torsional rigidity (box-type sections, cross members etc.) is determined by the maximummoment of the crane and its position for which the Manufacturerof the crane and installer are responsible.

The verification of the stability of the vehicle when the crane is operatingmust be done in compliancewith the applicable governmentregulations.



Installing a crane

3.7.1 Crane behind the driver’s cab

The mounting of the subframe onto the chassis will as a rule, be made using the standard brackets (see Figure 3.22) to whichare added, if necessary, other flexible anchorages (brackets or clamps) so that the flexibility and torsional characteristics of the chassisremain unchanged.

The dimensions and the subframe to be used for this type of installation are specified in Table 3.8.

For on-road vehicles only if the height of the subframe runner profile has to be reduced (e.g. to lower the total height of the vehicle)the mounting of the subframe may be carried out with shear resisting connections (see Figure 3.23). For these applications, theminimum dimensions of the reinforcing runner are specified in Table 3.7. In all case the maximun rear wheel travel / movement mustbe allowed.

The use of runners with a constant cross-section is recommended over the entire useful length of the vehicle. Any possible gradualreduction of the cross-section of the runners is permissible in those areas in which the flexional moment induced by the crane as-sumes values that correspond for those of boxes marked ”A” in Table 3.12 and Table 3.13.

The subframe for the crane may be integrated with the body longitudinal runner as shown in Figure 3.22 Length ”Lv” must not beless than 35% of the wheelbase for vehicles with forward-control cab when the body runner has a smaller cross-section.

Figure 3.22

1. Subframe - 2. Connections - 3. Crane joints - 4. Stabilisers



Installing a crane

Table 3.8 - Crane fitted behind cab (fixing subframe with brackets or clamps)

Total torque MG max (kNm)

Model Dimensions0,2(N/mm2 )

subframe

0/20

20/30

30/40

40/50

50/60

60/70

70/80

80/90

90/100

100/120

120/140

140/160

160/180

180/200

200/220

220/240

240/260

260/280

280/300

R0,s

Minimum value of the modulus of resistance of the subframe section Wx (cm3)

60E, 65E, 75E,172 5x65x4

240 A A 31 89 135 173 E60E, 65E, 75E,80EL 172,5x65x4

360 A A 31 57 89 105 E

60E, 65E, 75E,172 5x65x5

240 A A 19 46 119 150 E60E, 65E, 75E,80EL 172,5x65x5

360 A A 19 46 57 89 E

80E, 90E,195 5x65x4

240 A A 19 46 105 150 208 E80E, 90E,100E 195,5x65x4

360 A A 19 46 89 89 119 E80E, 90E,100E,

195 5x65x5240 A A A 26 46 135 173 208 E

100E,110EL *),120EL *)

195,5x65x5360 A A A 26 46 89 89 119 E

110EL *),195 5x65x6

240 A A A A 21 57 89 119 150 208 E110EL ),120EL *) 195,5x65x6

360 A A A A 19 46 89 89 119 150 E

120E, 130E,140E 150E 240x70x5

240 A A A A A 36 57 89 150 245 E140E, 150E,110EW

240x70x5360 A A A A A 36 57 89 105 150 E

120E, 130E,140E 150E; 240x70x6

240 A A A A A A 31 57 89 245 317 E140E, 150E;160E, 150EW

240x70x6360 A A A A A A 31 57 89 119 173 E

120E, 130E,140E 150E 240x70x6 7

240 A A A A A A A 36 57 208 286 374 E140E, 150E,160E

240x70x6,7360 A A A A A A A 36 57 105 150 208 E

150E 160E 240x70x7 7240 A A A A A A A A 36 105 173 245 317 E

150E 160E 240x70x7,7360 A A A A A A A A 36 89 119 160 208 245 E

180E 190EL 262 5x80x6240 A A A A A A A A 36 89 245 343 439 E

180E 190EL 262,5x80x6360 A A A A A A A A 36 89 135 173 245 286 E

180E 190EL 262 5x80x6 7240 A A A A A A A A A 57 208 317 406 E

180E 190EL 262,5x80x6,7360 A A A A A A A A A 57 105 150 208 245 E

180E 190EL 262 5x80x7 7240 A A A A A A A A A A 89 245 374 474 E

180E 190EL 262,5x80x7,7360 A A A A A A A A A A 89 119 173 208 286 347 E

*) = On the long cab version, use a section with modulus of resistance Wx no less than 57 cm3.



Installing a crane

Figure 3.23

When installing cranes on large-cab vehicles, should it be impossible to extend the subframe up to the rear support of the frontspring, it may be necessary to contain crane rotation according to crane capacity, so as not to exceed bending moment allowancefor the chassis.



Installing a crane

Installation of cranes on off-road vehicles may require fitting elastic mountings between the chassis frame and subframe on the frontand central areas (see Figure 3.11) so as not to excessively constrain the chassis torsional movement. Since in such cases the cranewill be virtually connected to the subframe only, the size of the longitudinal runners must be adequate to resist the crane operation-generated movements.The functioning of the equipment that is placed behind the cab (e.g. gear levers, air filter, locking device for the tilting cab etc.) mustnot be impaired. Relocating assemblies such as batteries box or fuel tank is permissible provided that the original type of connectionsare re-established.Normally, when the crane is placed behind the cab, it is necessary to move the body or equipment towards the rear.In the specific case of tipping equipment, particular care must be given to the placement of the lifting device and of the rear tippinghinges which should be moved back as little as possible.

Table 3.9 - Crane fitted behind cab (fixing subframe with shear resistant plates)

)


Model A x B x t(mm)

R0,2(N/mm2 )

subframe

0/20

20/30

30/40

40/50

50/60

60/70

70/80

80/90

90/100

100/120

120/140

140/160

160/180

180/200

200/220

220/240

240/260

260/280

280/300

R0

Minimum value of the modulus of resistance of the subframe section Wx (cm3)

60E, 65E, 75E, 172 5x65x4 240 A A 31 46 57 89 105 E60E, 65E, 75E,80EL

172,5x65x4360 A A A 31 46 57 89 105 119 E

60E, 65E, 75E, 172 5x65x5240 A A A 31 46 89 89 119 E60E, 65E, 75E,

80EL172,5x65x5

360 A A A A 31 46 57 57 89 E

80E 90E 100E 195 5x65x4240 A A A 31 46 89 89 105 E

80E, 90E, 100E 195,5x65x4360 A A A A 31 46 57 89 105 E

80E, 90E, 100E,110EL *) 195 5x65x5

240 A A A 31 46 57 89 89 119 E110EL *),120EL *)

195,5x65x5360 A A A A A 31 46 57 89 105 E

110EL *), 195 5x65x6240 A A A 31 46 57 89 119 135 E110EL ),

120EL *)195,5x65x6

360 A A A A 19 36 46 57 89 E120E, 130E,140E 150E 240x70x5

240 A A A A A 21 36 57 89 105 E140E, 150E,110EW

240x70x5360 A A A A A A A 21 36 89 105 E

120E, 130E,140E 150E; 240x70x6

240 A A A A A A 31 46 89 89 E140E, 150E;160E, 150EW

240x70x6360 A A A A A A A A 31 57 89 E

120E, 140E, 240x70x6 7240 A A A A A A 21 36 57 89 E120E, 140E,

150E, 160E240x70x6,7

360 A A A A A A A A 21 46 89 105 E

150E 160E 240x70x7 7240 A A A A A A A 31 46 57 105 173 208 E

150E 160E 240x70x7,7360 A A A A A A A A 21 36 46 89 119 135 E

180E 190EL 262 5x80x6240 A A A A A A 21 21 36 89 105 150 208 245 E

180E 190EL 262,5x80x6360 A A A A A A A A 21 31 57 89 105 135 173 208 245 E

180E 190EL 262 5x80x6 7240 A A A A A A A A 36 89 105 135 173 208 E

180E 190EL 262,5x80x6,7360 A A A A A A A A A 21 46 89 89 135 150 173 208 245 E

180E 190EL 262 5x80x7 7240 A A A A A A A A 21 57 89 135 150 208 245 E

180E 190EL 262,5x80x7,7360 A A A A A A A A A 21 36 89 89 135 150 173 208 245 E

A = The prescribed reinforcement section for the relevant body is enough (e.g. for normal box-bodies). Close the reinforcement section in the crane assemblingzone. Strengthen the reinforcement sections less than 5mm thick in the zone of the crane.

E = To be checked on a case by case basis. Send the technical documentation with the checks on the stresses and stability to the relevant IVECO bodies.*)= On the long cab version, use a section with modulus of resistance Wx no less than 57 cm3.

Should a reduction in the height of the subframe section be required, using shear-resistant connections between the chassis frameand subframe, in place of the channel section it is possible to use structural elements with combined sections, as indicated in Table 3.9,provided the width of the flange and the thickness are not less than the corresponding values for the structural element recom-mended by IVECO. These conditions of a general character apply to the stated materials. The possibility of using materials withsuperior mechanical characteristics requires verifying the total moment of resistance of the chassis frame plus subframe. Since reduc-ing the height of the structural element of the subframe also decreases the resistance to torsion, in the case of a crane with fourstabilizers, the Bodybuilder must take special precautions to create suitable torsional rigidity of the subframe in the crane supportzone. For this reason it is recommended not to use structural elements of height under 120 mm. In addition, since implementingthese solutions limits the torsional capacity of the chassis frame, they can only be used on vehicles for solely road use.



Installing a crane

Installing a crane

Table 3.10 - Crane behind cab, solutions with structural elementsfor reinforcement with combined cross-sections (see Figure 3.24)

A B C D

R0,2 (N/mm2) 320 320 360 360

Maximum reduction in the height ofthe section (mm)

40 60 100 120

Lv (see Figure 3.25) 0.25 LH or LA 0.35 LH or LA 0.55 LH or LA 0.60 LH or LAExample of combined sections as analternative to a channel section250x80x8 (mm)

210x80x8 190x80x8150x50x8 +angle piece

130x50x8 +angle piece


Figure 3.24

9150691506

Angle piece connecting chassis fra-me/subframe with the same thick-ness as the structural element ofthe subframe

Special structural elementswith combined sections

Normal boxed structuralelements Gradual passage from the boxed

section to the open one

Version ”D”Version ”C”

Version ”B”

Version ”A”



Installing a crane

3.7.2 Crane on rear overhang

It is advisable for this type of application, to extend the subframe over the entire length of the vehicle that is available for thebody up to the back of the cab or if this is no possible the rear support of the front spring. The dimensions of the runners to beused are given in Table 3.12.

In consideration of the particular distribution of the load on the vehicle, where the load is concentrated on the rear overhang, inorder to ensure the rigidity that is necessary for good performance on the road and when the crane is in operation, the subframemust be strengthened and stiffened in relation to the capacity of the crane. Box-type sections (see point 3.2) and brackets are tobe used in the area of the rear suspension and the rear overhang (Length Lu see Figure 3.25). Care must also be taken to ensurethat the transition from box-type to open section is well blended as illustrated in Figure 3.4 and Figure 3.5.

In the area that is affected by the box-type section, the framemust be secured to the chassis of the vehicle bymeans of shear-resistantplates (i.e. an adequate number of plates spaced at most 700 mm from each other), whereas elastic mountings are to be used inthe front part. Due care must be taken to ensure that under any load conditions, the ratio of the weight on the front axle to therear axle or axles, respects the limits set for the vehicle (see point 1.13.3).

As the required stiffness of the subframe depends on various factors (i.e. crane capacity, size of its supporting base, vehicle kerbweight, chassis overhang) we cannot give information valid for all possible conditions. For this reason the Bodybuilder will have toassess the vehicle stability also by means of practical tests. If, as a consequence of such tests , the subframe stiffness proves insufficient,the Bodybuilder will have to achieve this objective by means of alternative methods.

The rear overhang of the crane (Length Lu, see Figure 3.25) must be limited as much as possible in order to preserve the good drivingcharacteristics of the vehicle and acceptable stress conditions. This value must not exceed 50% of the wheelbase.

In the case of vehicles with a lifting rear axle, the verification of the minimum load on the front axle must be done with the rearaxle in the raised position in those countries which permit driving under those conditions (see point 1.13.3). If the minimum pre-scribed value is not reached, the vehicle must be allowed to drive only with the axle in the lowered position.

Table 3.11 - Crane fitted on on the rear overhang(subframe fastening with shear-resistant plates)

2 )


Model A x B x t(mm)

R0,2(N/mm2 )

subframe

0/20

20/30

30/40

40/50

50/60

60/70

70/80

80/90

90/100

100/120

120/140

140/160

160/180

180/200

200/220

220/240

240/260

260/280

280/300

R0

Minimum value of strength modulus of subframe section Wx (cm3)60E, 65E, 75E, 172 5x65x4 240 A A A 23 42 57 110 110 135 E60E, 65E, 75E,

80EL172,5x65x4

360 A A A 23 32 57 110 110 135 E60E, 65E, 75E, 172 5x65x5 240 A A A 23 32 42 71 110 110 E60E, 65E, 75E,

80EL172,5x65x5

360 A A A A 23 32 57 71 110 E

80E 90E 100E 195 5x65x4 240 A A A A 32 42 71 110 110 E80E, 90E, 100E 195,5x65x4 360 A A A A 23 42 71 110 110 E80E, 90E, 100E,110EL *) 195 5x65x5

240 A A A A 23 42 42 71 110 135 E110EL *),120EL *)

195,5x65x5360 A A A A A 23 32 57 71 110 E

110EL *), 195 5x65x6 240 A A A A 32 57 71 110 110 173 E110EL ),120EL *)

195,5x65x6360 A A A A A 32 42 57 71 110 135 E

120E, 130E,140E 150E 240x70x5

240 A A A A A A 23 42 42 71 110 E140E, 150E,110EW

240x70x5360 A A A A A A A A 23 71 110 E

120E, 130E,140E 150E; 240x70x6

240 A A A A A A A 32 42 71 110 135 E140E, 150E;160E, 150EW

240x70x6360 A A A A A A A A 23 42 71 110 135 E

120E, 140E, 240x70x6 7 240 A A A A A A A 23 42 57 110 135 E120E, 140E,150E, 160E

240x70x6,7360 A A A A A A A A 23 32 57 71 110 135

150E 160E 240x70x7 7 240 A A A A A A A 23 42 71 110 135 173 E150E 160E 240x70x7,7 360 A A A A A A A A 23 32 57 57 110 135 173 E180E 190EL 262 5x80x6 240 A A A A A A 23 42 42 110 110 173 222 222 E180E 190EL 262,5x80x6 360 A A A A A A 23 23 23 42 71 110 173 222 246 246 E180E 190EL 262 5x80x6 7 240 A A A A A A A 32 42 71 110 135 222 222 E180E 190EL 262,5x80x6,7 360 A A A A A A A 23 23 42 57 110 135 173 222 246 E180E 190EL 262 5x80x7 7 240 A A A A A A A A 42 71 110 135 173 222 246 E180E 190EL 262,5x80x7,7 360 A A A A A A A A 23 32 42 71 110 135 173 222 222 246 E

A = The prescribed reinforcement section for the relevant body is enough (e.g. tab. 3.1 for normal box-bodies). Close the reinforcement structural elementin the crane assembling zone. Strengthen the reinforcement sections less than 5 mm thick in the zone of the crane.

E = To be checked on a case by case basis. Send the technical documentation with the checks on the stresses and stability to the relevant IVECO bodies.*) = On the ML version, use a section with modulus of resistance Wx no less than 57 cm3.



Installing a crane

Should a reduction in the height of the subframe section be required, using shear-resistant connections between the chassis frameand subframe, in place of the channel section it is possible to use structural elements with combined sections, as indicated inTable 3.11, provided the width of the flange and the thickness are not less than the corresponding values for the structural elementindicated in Table 3.12. These conditions of a general nature apply to the stated materials. The possibility of using materials withsuperior mechanical characteristics requires verifying the total moment of resistance of the chassis frame plus subframe. Since reduc-ing the height of the structural element of the subframe also decreases the resistance to torsion, in the case of a crane with fourstabilizers, the Bodybuilder must take special precautions to create suitable torsional rigidity of the subframe in the crane supportzone. For this reason it is recommended not to use structural elements of height under 120 mm.

Figure 3.25

91537

1 Subframe2 Plates3 Brackets4 Crane connections5 Stabilisers6 Connecting angle piece

Table 3.12 - Crane on the rear overhang, solutions with reinforcement structural elements with combined sections(see Figure 3.25)

B C D

R0,2 (N/mm2) 320 360 360

Maximum reduction in the height of thesection (mm)

20 60 120

LV (see Figure 3.25) - 0.60 LG 0.65 LGExample of combined sectionsas an alternative to a channelsection 250x80x8 (mm)

200x80x8160x80x8+angle piece

140x80x8+angle piece

Actual reduction in height (mm) 12 52 64

3.7.3 Removable cranes

The installation of removable cranes on the rear overhangmay be carried out according to the specifications of the preceding paragraphprovided the type of fixing used between the crane and the subframe does not cause additional stress to the vehicle’s chassis.In consideration that the vehicle may be used with or without the crane, we recommend marking on the body the position of theuseful load consistent for the two types of operating condition.If the vehicle retains its ability to tow a trailer, all regulation concerning the proper coupling of the vehicle must be observed.



Installation of tail lifts

Installation of tail l ifts

3.8 Installation of tail lifts

The dimensions of the longitudinal runners to be used when installing tail lifts can be assessed as follows:- By means of Table 3.13, with the standard rear overhangs and mean bending moments induced by tail lifts; as a function of theircapacity. In the table, the minimum capacity values are specified above which suitable stabilisers must be used.

- When cantilever tail lifts or with different lengths of the rear overhang and with special tail lifts (e.g. aluminium), the flexural mo-ments induced on the chassis frame can be determined by means of Figure 3.26, whereas the characteristics of the longitudinalrunners can be defined using the relevant figure.

The Bodybuilder or the Manufacturer of the tail lift must take care to ascertain safety and operational stability, in particular whenapplying Table 3.14.In any event, particularly in those specific uses where there is not a suitable subframe (as in the case with box- type bodies builtby means of cross members), the fixing for the tail lift must be provided by a structure that enablesTo provide the necessary strength and rigidity at the rear of the chassis, the connection between the chassis and the subframemust(especially in overhangs of over 1500 mm) be made using shear resisting plates. These must be fitted in the area of the overhangand of the rear suspension and spaced not more than 700 mm from one another as shown in Figure 3.26.Procedure for calculating the frame bending moment during loading of a tail lift.

Figure 3.26

131656

Weight of tail lift tointended operation

Tail lift capaci-ty

Combined sectionsolution(see Figure 3.4)

Position of the rear sup-port of the rear suspen-sion

Rear axle (s) centreline

Stabilizers

ED

A

B

QG

i

F

C

WTL = Weight of tail lift.WL = Tail lift capacity

During the loading of a tail lift the increase of the bending moment on the chassis produced by the lift and by its loadmay be obtainedusing the following ratio:

For tail lifts without stabilisers M [Nm] = WL x E + WTL x FFor tail lifts with stabilisers M [Nm] = WL x A + WTL x B

C, D, WTL, WL: according to tail lift manufacturer’s data.NOTE




The Bodybuilder must consider each time the necessity of using stabilisers even in those cases where merely in terms of stress ofthe chassis their use may not appear to be necessary. When evaluating the need for stabilisers in relation to the capacity of theplatform, the stability and attitude of the vehicle resulting from the deflection of the suspension during loading operations must alsobe considered.

The stabilisers, that must be attached to the platform’s supporting structure, should preferably be hydraulically operated and mustbe employed during all loading procedures with the platform.

The stability of the vehicle must be verified in observance of government regulations in all operating phases of the platform.

To compensate for the elastic give of the chassis, which is inevitable when the tail lift is in operation, the Bodybuilder may makeuse of reinforcement runner profiles of larger size in comparison to the one indicated in Table 3.13.

The runner profile dimensions given in Table 3.14 apply to the rear overhangs shown. Should the latter be of larger size, it may benecessary to consider the possibility of either installing stabilisers or larger runner profiles (see Table 3.15).

The installation of tail lifts must be carried out with due regard for the maximum permissible weights on the rear axle or axles andof the minimum load established for the front axle (see point 1.13.3); if this should not be the case, the rear overhang will have tobe reduced.

When electro-hydraulic tail lifts are installed, it is necessary to check that the capacity of the batteries and of the alternator is adequate(see point 2.16).

Vehicles with liftable third axles, the use of a tail lift when the third axle is lifted is only allowed using stabilisers.

The Bodybuilder will be responsible for any modification to the rear underrun guard or for installing a different type (see point 3.9)for preserving the visibility of the rear lights, for the overhang angles, and for the positioning of the tow hook as provided by therespective national requirements.

When because of the body a higher modulus of resistance is required (e.g. box-body application) use this for the tail lift as well.




Table 3.13 - Installation of tail liftse

Tail lift capacity (kg)

base

m) ang

m) 750 1000 1250 1500 1750 2000 2500 3000

Model

Wheelb

(mm)

Overha

(mm)

Minimum value of the modulus of resistance of the subframe section Wx (cm3) to be used accordingto the yield point of the material (N/mm2)

W O

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

3105 1313 A A A A A A A+S E3330 1830 A A 16 16 21 21 A+S E

60E 3690 1830 A A 16 16 21 21 A+S E60E65E 4185 2145 A A 21 16 21 16 A+S E

4455 2280 A A 21 16 36 21 A+S E4815 2505 A A 21 16 36 21 A+S E3690 1830 16 16 21 16 36 21 A+S E

60E/P 4185 2145 21 16 31 21 46 31 A+S E60E/P65E/P 4455 2280 21 16 36 21 46 31 A+S E

4815 2505 21 16 36 21 46 31 A+S E3105 1313 A A A A A A A+S E3330 1830 A A A A 21 16 A+S E

75E 3690 1830 A A A A 21 16 A+S E75E80EL 4185 2145 A A 16 16 21 16 A+S E

4455 2280 A A 21 16 36 21 A+S E4815 2505 A A 21 16 36 21 A+S E3690 1830 16 16 21 16 36 21 A+S E

75E/P 4185 2145 21 16 31 21 46 31 A+S E75E/P80EL/P 4455 2280 21 16 36 21 46 31 A+S E

4815 2505 21 16 36 21 46 31 A+S E3105 1313 A A A A A A A A A+S 16+S E3330 1830 A A A A 16 16 21 16 A+S 16+S E

80E3690 1830 A A A A 16 16 21 16 A+S 16+S E

80E4185 2145 A A A A 21 16 21 16 A+S 16+S E4455 2280 A A 16 16 21 16 21 21 A+S 16+S E4815 2505 A A A A 21 16 36 21 A+S 16+S E3690 1830 A A 16 16 21 16 36 21 A+S 16+S E

80E/P /FP4185 2145 16 16 21 16 36 21 46 31 A+S 16+S E

80E/P, /FP4455 2280 16 16 21 16 36 21 57 31 A+S 16+S E4815 2505 A A 21 16 36 21 57 31 A+S 16+S E3105 1313 A A A A A A A A A+S 16+S E3330 1830 A A A A A A A A A+S 16+S E

90E 3690 1830 A A A A 21 16 21 16 A+S A+S E90E100E 4185 2145 A A A A A A 21 16 A+S A+S E

4455 2280 A A A A 21 16 31 16 A+S A+S E4815 2505 A A A A 21 16 36 21 A+S A+S E3690 1830 A A 21 16 21 16 36 21 E

90E/P, /FP 4185 2145 A A 21 16 21 16 36 21 A+S A+S E90E/P, /FP100E/P, /FP 4455 2280 A A 21 16 31 16 46 21 A+S A+S E

4815 2505 A A 21 16 36 21 57 31 A+S A+S E3105 1313 A A A A A A A A A+S 16+S E

110EL 3330 1830 A A A A A A A A A+S A+S E110EL120EL 3690 1830 A A A A A A A A A+S A+S E120EL

4185 2145 A A A A A A 21 16 A+S A+S E4455 2280 A A A A 21 16 31 16 A+S A+S E4815 2505 A A A A 21 16 36 21 A+S A+S E

110EL/P 3690 1830 A A 21 16 21 16 36 21 A+S A+S E110EL/P120EL/P 4185 2145 A A 21 16 21 16 36 21 A+S A+S E120EL/P

4455 2280 A A 21 16 31 16 46 21 A+S A+S E4815 2505 A A 21 16 36 21 57 31 A+S A+S E3105 1313 A A A A A A A A A A A A E3690 1740 A A A A A A A A A A A A E4185 2055 A A A A A A A A A A A A E4455 2190 A A A A A A A A A A 21 16 E

120E 4815 2460 A A A A A A A A 21 16 36 21 E5175 2685 A A A A A A A A 21 16 36 21 E5670 3000 A A A A A A A A 31 16 36 21 E6570 2735 A A A A A A 36 21 46 31 46 31 E




Table 3.13 - Installation of tail lifts (continuous)

e g

Tail lift capacity (kg)base

m)

hang

m) 750 1000 1250 1500 1750 2000 2500 3000

Model

Wheelb

(mm

Overha

(mm Minimum value of the modulus of resistance of the subframe section Wx (cm3) to be used according to the

yield point of the material (N/mm2)

W O

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

4185 2055 A A A A A A A A 21 16 31 16 E4455 2190 A A A A A A 16 A 31 16 31 21 E

120E/P /FP4815 2460 A A A A A A 21 16 31 16 46 21 E

120E/P, /FP 5175 2685 A A A A 21 16 21 16 36 21 57 31 E5670 3000 A A A A 21 16 21 16 36 21 89 31 E6570 2735 A A 21 16 36 21 46 31 46 31 89 46 E3690 1740 A A A A A A A A A A A A E4185 2055 A A A A A A A A A A A A E

130E 4455 2190 A A A A A A A A A A 21 16 E130E4815 2460 A A A A A A A A 21 16 36 21 E5175 2685 A A A A A A A A A A A A E4185 2055 A A A A A A A A 21 16 31 16 E

130E/P /FP4455 2190 A A A A A A A A 31 21 36 21 E

130E/P, /FP 4815 2460 A A A A A A 21 16 31 21 46 21 E5175 2685 A A A A A A 21 16 21 16 36 21 E3105 1313 A A A A A A A A A A A A E3690 1740 A A A A A A A A A A A A E4185 2055 A A A A A A A A A A A A E

140E4455 2190 A A A A A A A A A A 21 16 E

140E 4815 2460 A A A A A A A A 21 16 26 21 E5175 2685 A A A A A A A A A A A A E5670 3000 A A A A A A A A A A 36 21 E6570 2736 A A A A A A A A 36 21 46 31 E4185 2055 A A A A A A A A 21 16 31 16 E4455 2190 A A A A A A A A 31 21 36 21 E

140E/P /FP4815 2460 A A A A A A 21 16 31 21 66 21 E

140E/P, /FP 5175 2685 A A A A A A 21 16 21 16 36 21 E5670 3000 A A A A A A 21 16 36 21 57 31 E6570 2735 A A A A 36 21 36 21 57 31 89 46 E3105 1313 A A A A A A A A A A A A E3690 1740 A A A A A A A A A A A A E

150E4185 2055 A A A A A A A A A A A A E

150E160E

4455 2190 A A A A A A A A A A A A E160E

4815 2460 A A A A A A A A A A A A E5175 2685 A A A A A A A A A A A A E5670 3000 A A A A A A A A A A 36 21 E6570 2735 A A A A A A A A 36 21 46 31 E4185 2055 A A A A A A A A A A 21 16 E4455 2190 A A A A A A 21 16 21 16 36 21 E

150E/P, /FP 4815 2460 A A A A A A 21 16 21 16 36 21 E150E/P, /FP160E/P, /FP 5175 2685 A A A A A A 21 16 21 16 36 21 E60 / , /

5670 3000 A A A A A A 21 16 36 21 57 21 E6570 2735 A A A A 21 16 36 21 57 36 89 46 E3690 1133 A A A A A A A A A A A A A A E4185 1313 A A A A A A A A A A A A A A E4590 1650 A A A A A A A A A A A A A A E

180E 4815 1853 A A A A A A A A A A A A A A E180E190EL 5175 2123 A A A A A A A A A A A A A A E90

5670 2235 A A A A A A A A A A A A 89 31 105 576210 2235 A A A A A A A A A A A A 89 31 105 576570 2775 A A A A A A A A A A A A 89 31 105 57




Table 3.13 - Installation of tail lifts (continuous)e g

Tail lift capacity (kg)

base

m)

hang

m) 750 1000 1250 1500 1750 2000 2500 3000

Model

Wheelb

(mm

Overha

(mm Minimum value of the modulus of resistance of the subframe section Wx (cm3) to be used according to the

yield point of the material (N/mm2)

W O

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

3690 1133 A A A A A A A A A A A A A A E4185 1313 A A A A A A A A A A A A A A E4590 1650 A A A A A A A A A A A A A A E

180E/P 4815 1853 A A A A A A A A A A A A A A E180E/P190EL/P 5175 2123 A A A A A A A A A A A A A A E190EL/P

5870 2235 A A A A A A A A A A A A 89 21 105 576210 2235 A A A A A A A A A A A A 89 21 105 576570 2775 A A A A A A A A A A A A 89 21 105 57

A = The prescribed reinforcement section for the relevant body is enough (necessary in the case of fixed bodies).For models or wheelbases not included in the table, ask for support from the relevant IVECO bodies.

S = It is necessary to apply stabilizers.E = To be checked on a case by case basis. Send the technical documentation with the checks on the stresses and stability to the relevant IVECO bodies.

Table 3.14 - Installation of tail lifts, maximum permissible bending moment at(subframe fastening with shear-resistant plates)

m2 )

me

Modulus of resistance Wx (cm3) of the subframe section

ModelA x B x t(mm) (N

/mm

ubframe

16 19 21 26 31 36 46 57 89 105 119( )

R0,2(

sub

Permissible static bending moment (kNm)

60E 65E 75E 80EL 172 5x65x4240 35.7 39.4 44.2 43.5 46.8 52.6 56.4 (60.8)

60E, 65E, 75E, 80EL 172,5x65x4360 44.7 50.5 52.5 54.4 (58.3) (60.1) (67.1) (74.8)

60E 65E 75E 80EL 172 5x65x5240 39.0 42.9 47.9 46.9 50.4 56.7 (60.5) (65.0)

60E, 65E, 75E, 80EL 172,5x65x5360 48.7 56.3 (59.8) (58.7) (63.0) (70.8) (75.7) (81.3)

80E 90E 100E 195 5x65x4240 41.3 45.5 50.9 49.9 53.5 60.2 64.0 (68.4)

80E, 90E, 100E 195,5x65x4360 51.7 57.6 59.6 62.3 (65.6) (67.6) (74.6) (82.4)

80E, 90E, 100E,195 5x65x5

240 45.2 49.6 55.2 53.9 57.8 (64.8) (68.7) (73.2)80E, 90E, 100E,110EL *), 120EL *)

195,5x65x5360 56.5 65.1 (69.1) (67.4) (72.2) (81.0) (85.9) (91.5)

110EL *) 120EL *) 195 5x65x6240 48.6 52.2 53.3 56.9 58.2 60 65.8 72.1

110EL *), 120EL *) 195,5x65x6360 67.3 72.3 73.8 78.8 80.6 83.2 41.1 99.8

120E, 130E, 140E,240x70x5

240 60,1 65,4 726 70,3 75 83,9 87.8 92.3120E, 130E, 140E,150E, 110EW

240x70x5360 75.1 85.8 90.7 87.9 93.8 (104) (109.7) (115.4)

120E, 130E, 140E,240x70x6

240 65.3 70.9 78.2 75.5 80.4 89.6 93.4 98.0120E, 130E, 140E,150E; 160E, 150EW

240x70x6360 81.7 93.0 97.7 94.4 (100.5) (112) (116.8) (122.5)

120E, 130E, 140E,240x70x6 7

240 68.9 74.6 81.9 79.0 84.0 93.4 97.1 (101.7)120E, 130E, 140E,150E, 160E

240x70x6,7360 86.1 98.0 (102.4) (98.8) (105) (116.7) (121.4) (127.1)

150E 160E 240x70x7 7240 74.2 82.4 86.1 84.0 88.6 94.8 101.7 117.5

150E 160E 240x70x7,7360 102.8 114.0 119.2 116.2 123.0 131.3 140.8 162.8

180E 190EL 262 5x80x6240 59.1 65.4 70.4 68.0 72.5 80.4 84.0 88.4 109.3 115.9 116.8

180E 190EL 262,5x80x6360 77.6 85.8 92.4 89.2 95.2 105.5 110.3 116.1 (143.3) (152.1) (153.3)

180E 190EL 262 5x80x6 7240 62.5 68.9 74.0 71.4 76.0 84.0 87.5 91.9 113.2 119.9 120.6

180E 190EL 262,5x80x6,7360 82.1 90.5 97.2 93.6 99.7 110.2 114.9 120.9 (148.5) (157.4) (158.3)

180E 190EL 262 5x80x7 7240 67.4 73.9 79.1 76.0 80.8 89.0 92.4 96.7 118.4 (125.2) 125.7

180E 190EL 262,5x80x7,7360 88.4 97.0 103.8 99.8 106.0 116.8 121.3 (126.9) (155.5) (164.3) (165.0)

Should a reduction in the height of the subframe section be required, using shear-resistant connections between the chassis frameand subframe, in place of the channel section it is possible to use structural elements with combined sections, as indicated inTable 3.15, provided the width of the flange and the thickness are not less than the corresponding values for the structural elementindicated in Table 3.13. These conditions of a general nature apply to the stated materials. The possibility of using materials withsuperior mechanical characteristics requires verifying the total moment of resistance of the chassis frame plus subframe.



Interchangeable outfits

Interchangeable outfits

Table 3.15 - Solutions with sections for reinforcement with combined cross-sections (see Figure 3.24)

A B C D

R0,2 (N/mm2) 320 320 360 360

Maximum reduction in the height of thesection (mm)

40 60 100 120

LV (see Figura 3.26) 0.50LU 0.60 LU 0.80 LU 0.85 LU

LH (see Figura 3.26) 0.60LU 0.65 LU 0.95 LU 1.00 LU

Example of combined sections as an alter-native to a channel section 250x80x8 (mm)

210x80x8 190x80x8 150x50x8+ angle piece 130x50x8+ angle piece


In the case of self-bearing bodies with the framework acting as a subframe, it is possible to omit the application of the above-men-tioned reinforcement structural elements.The application of box-bodies, and more generally structures with great torsional rigidity, requires, especially when the vehicle isused for heavy-duty work, using flexible connections toward the front of the structure to avoid excessive reduction in thedeformabil-ity of the main chassis frame.

The front panel of the bodywork must have the necessary resistance and sturdiness to withstand, in the case of sharp and markeddeceleration, the thrusts generated by the transported load.

3.9 Interchangeable outfits

Interchangeable outfits that are lifted for the operation of replacement (e.g. with lifting devices or with the vehicle’s air suspension)and are later positioned on four supports are as a rule made when using a subframe with longitudinal structural elements of thesize of those given in Table 3.4, or with suitable structures including the lifting and connecting devices.

If the concentrated loads transmitted by the lifting systems produce great strains on the vehicle’s chassis frame, provision must bemade for suitable reinforcements.

To assure proper functionality the various conditions of the vehicle driving position must be carefully checked according to the char-acteristics of the suspension. Models equipped with rear axle or full pneumatic suspension can be particularly suited for these applica-tions.

The lifting devices acting in the vertical direction, as well as to the subframe will be able in particular cases to be anchored to theconnection plates between the chassis frame and subframe, provided they are of suitable dimensions.

For the body connections, especially when fast closing systems are used, verify that the longitudinal and transversal thrusts that occurunder dynamic conditions are adequately withstood.

The possibility of doing without a subframe or a specific sub-structure can be allowed, with IVECO authorization, under the followingconditions:- the interchangeable body must adhere all along the chassis frame of the vehicle or at least a large surface area of the suspensionconnection zones;

- the connection devices, of a suitable number, must be secured on the vertical rib of the structural members;

- the lifting devices must be anchored so as to transmit limited stresses to the chassis frame.



Making van bodies

Making van bodies

3.10 Making van bodies

For the connection to the chassis frame of the vehicle, it is possible to make a structure composed of longitudinal and transversestructural elements (see Figure 3.16). For the longitudinal structural elements there can be dimensions in the order of those indicatedin Table 3.4.

When, for making the flooring, cross members are used set at a distance no greater than 700 mm apart, appropriately connectedso as to form a sufficiently rigid structure (self-bearing), it might not be necessary to use the longitudinal structural elements.To assure the cross members the necessary stability and avoid the vehicle chassis frame excessive stiffening toward the front, bearin mind the precautions indicated in the above paragraph 3.3.

3.11 Tippable decks

Using tippable decks, both rear and three-sided, generally submits the chassis frame to considerable stresses. It is as a result firstlynecessary to choose the vehicle to use exactly from among those intended for this use. Below we give the prescriptions to observefor these embodiments divided between heavy duty and light use; Table 3.5 andTable 3.6 give the approximateminimumdimensionsof the main structural elements of the subframe with which the vehicles must be equipped.

Likewise, all the prescriptions required by the national regulations must be respected.

The Bodybuilder must verify the stability of the vehicle during the tipping operations, following the added structure.

In addition it will be necessary to bear in mind that:

- The subframemust be: suited for the type of vehicle and the actual conditions of use, with appropriately sized structural membersand cross members, stiffened toward the rear with boxing and cross diagonals (see Figure 3.7 and Figure 3.8). For fastening tothe chassis frame of the vehicle, there must be flexible connections (brackets) at the front, while at the rear there must be rigidconnections (plates) (see Figure 3.14), to provide the added structure with a greater contribution to the rigidity of the wholeassembly. It is possible to use omega brackets on vehicles that are originally equipped with them.

- The pivot for the rear tipping must be located on the subframe; its positioning will have to be as close as possible to the rearsupport of the rear suspension. So as not to jeopardize the stability of the vehicle in the phase of tipping and so as not to excessive-ly increase the stress on the chassis frame, it is recommended to respect the distances indicated in Figure 3.17, between the tippingpivot and the spring rear support or bogie centreline. If this were not possible, in limiting exceeding these distances as much aspossible, it is necessary to use larger structural elements for the subframe than the normal ones, making provision for furtherstiffening at the rear. In particular cases requiring long box-bodies for greater volumes, it is advisable to use longer wheelbasesinstead of making longer overhangs.

- Special care must be taken in positioning the lifting device both for the purposes of the necessary sturdiness of the supportsand for those of exactly and conveniently positioning the connections; in any case it is recommended to position it in front ofthe centre of gravity of the box-body assembly plus payload in order to reduce the extent of the localized load.



Installation of concrete mixers


3.12 Installation of concrete mixers

Applications of cement mixers must be made only on vehicles suited for this type of use and indicated in Table 3.16, where theminimum characteristics of the reinforcement structural element and the useful capacity of the drum are given; it is understood thatthe limits of the maximum masses admitted for the vehicles must be respected.

When installing, besides respecting any prescriptions imposed by national regulations, bear in mind that:

- the cement mixer must be equipped with its own continuous steel chassis frame, in observance of point 3.1 so as to divide theconcentrated loads on the chassis as much as possible. For the structural element of the subframe it is possible to use sectionsthat, for the same modulus of resistance (Wx) and moment of inertia (Jx) no lower, enable reductions in height of the centreof gravity of the added structure (e.g. boxed profiles or with upper flange facing outwards, see Figure 3.27);

- there must be suitable bracings that provide the necessary rigidity in the connection between the concrete mixing equipmentand its own standard chassis frame so as to release the chassis from the forces deriving from the particular geometric and func-tional configuration of the cement mixer.The subframe must be appropriately stiffened toward the rear with suitable cross members or cross diagonals;

Table 3.16

Model Approximate capacity Minimum section of the subframeModel Approximate capacity

of the drum (m3) Modulus of resistance Wx (cm3) Dimensions (mm)140EK-150EK-160EK 3-3.5 83 140 x 80 x 7

180K 4-5 92 140 x 80 x 8

Figure 3.27

91486

1 Chassis frame2 Reinforcement structural element with normal C-section3 Reinforcement structural element with upper flange upturned4 Related drum positions




- the mounting (see point 3.3) must affect only the two frames and must be constructed in such a manner as to provide a secureanchorage. For those vehicles which are not yet equipped with them, we recommend the use of cleat plates to avoid slippagein length or to the side, restricting the use of flexible joints to the front end of the subframe (see Figure 3.28);

Figure 3.28

91533

1 Subframe2 Brackets3 Cleat plates

- when installing the cement mixer assembly, care must be taken to position the centre of gravity as close to the front axle aspossible, obviously with due consideration to the maximum permissible weight on the axle itself.To obtain the necessary stability of the vehicle and its safety while in operation, particularly when cornering or on rough terrainwith transverse and/or longitudinal slope, the swing effect of the payload inside the drummust be taken into consideration sinceit results in a shift of the dynamic centre of gravity of the payload and consequently it adversely affects the vehicle’s behaviour;

- specific PTO solutions are available on request that are independent of the clutch and suitable for concrete mixer applications(see point 4.5.2). The auxiliary motor to control the drum must be mounted on an appropriate elastic suspension;

- due to rotation of the drum the centre of gravity of the load moves and therefore the differences in the trasverse load mustbe kept within acceptable limits.



Vehicles for municipal, fire-fighting and special services

Vehicles for municipal, fire---fighting and special services

3.13 Vehicles for municipal, fire-fighting and special services

The range of vehicles produced by IVECO includes special versions with characteristics that make them suitable for mountingspecific bodies. If these vehicles are used for any purpose other than the intended use, IVECO shall confirm the different tolerancesand characteristics (mass, performance).

Preparing municipal vehicles such as compactors, compressors or road sprinklers in many cases requires:

- building a subframe which is particularly strong at the rear or elastic mountings at the front of the vehicle.

- shortening the rear overhang of the chassis. When very short overhangs are required, the chassis may be shortened immediatelybehind the rear spring support (or after the anti-roll bar connection in the case of pneumatic suspension), keeping the crossmember connection to the chassis intact.

- placing the engine exhaust in a vertical position, behind the cab. In such cases adopt solutions similar to those adopted by IVECO(see Point 2.13).

- rearranging the rear lights.

!Do not use the reverse light switch fitted on IVECO gearboxes for functions requiring a highdegreeof reliability and safety (e.g. stopping enginewhen reversing, on vehicles fitted for hou-sehold waste collection, with personnel standing on the rear boards).

3.14 Installation of snow-removal equipment on front of vehicle

The installation of snow removal equipment on the front of the vehicle, such as blades or plows, requires the use of suitablesupporting structures and entails observance of the specifications contained in point 2.3 concerning the connection to the chassis.

Furthermore, all government requirements and regulations governing the application of this type of equipment must be observed.

Operation and possibility to use the original components located at vehicle front (e.g. towing hook, footboard to clean windscreen)must be safeguarded. Otherwise the company carrying out the modification must fit equivalent systems in compliance with the safetyregulations and norms.

For most of our vehicles - if used for snow removal purposes at maximum speeds of 62 kph - an increase of the maximum permissibleweight of the axle may be granted upon request.

The Manufacturer that carries out the installation must document and guarantee the observance of the requested new weight limit.



Winch installation

Winch installation

3.15 Winch installation

The winch installation on the vehicle should be positioned on one of the following points:

- on frame front end (front installation).

- on vehicle frame, behind the cab.

- between vehicle frame side member, centred or displaced on one side.

- on frame rear end.

The installation should be performed so as not to interfere with operation of units and components of the vehicle, with respectto max. load limits allowed on axles and following the company directions.Fixing of the winch unit and the relevant drive components should conform to directions reported at point 2.3, ensuring that thereinforced areas are not locally limited to the mounting area (see point 2.22) taking into consideration also the rope operationsand in particular, its transverse component when the pulling action is running obliquely.

For the installation of the winch behind the cab a proper subframe will be designed to have dimensions and structure (stiffeningcross member and braces) conforming to winch capacity.

We suggest choosing those equipped with hydraulic systems that can be operated through the hydraulic pumps already used forequipment previously installed on the vehicle (tiltable cargo body, crane etc.).

Should mechanical winches be mounted, the drive transmission will conform to the indications given at points 4.1 and 4.2.For worm screw type winches, the power take-off system arrangement should take into account the low performance of such a drivesystem.

Electrical winches should be used for low power requirements and for short periods of use because of the limited capacities of batteryand alternator. Follow strictly the safety rules, if any.

POWER TAKE-OFFS 4-1EUROCARGO M.Y. 2008


Index

Index

SECTION 4

Power take-offs

Page

4.1 General Specifications 4-3

4.2 Power take-off from gearbox 4-5

4.3 Power take-off from the transfer box 4-8

4.4 Power take-off from transmission 4-8

4.5 Power take-off from engine 4-9

4.5.1 Taking torque from engine front side 4-9

4.5.2 Power take off from the rear of the engine 4-11

4.6 PTO management 4-13


4.6.2 PTO Mode 0 (run mode) 4-14

4.6.3 PTO modes 1, 2, 3 configurable 4-14

4.6.4 Intermediate speed rate governor 4-18

4.6.5 Standard configurations 4-19

4.6.6 Specific indications: correlation between PTO configuration and power take-offs installed 4-20

4.6.7 Power take-off depending on the clutch 4-20

4.6.8 Second speed limiter 4.23

4.7 Electrical system 4-24

4.8 Pneumatic system 4-24

4.9 Isochronous control of engine rate 4-24

4-2 POWER TAKE-OFFS EUROCARGO M.Y. 2008


Index



General Specifications

44444.


4.1 General Specifications

Different types of power takeoffs can be used dependine on the type of use and the performances required, the PTO can befitted to:- the gearbox.

- driveline.

- the front of the engine.

- the rear of the engine.

The characteristics and performances are given in the paragraphs which follow and in the relevant documentation which will besupplied upon request.

For the definition of the power necessary for the apparatus to be controlled, particularly when the values requested are high, theabsorbed power should also be considered during the drive transmission phase (5 to 10% for the mechanical transmissions, beltsand gears, and greater values for the hydraulic controls).The choice of transmission ratio for the power take-off should be made so that the absorption of power occurs in a flexible engineoperating range. Low r.p.m. (below 1000 r .p.m.) must be avoided to prevent irregular running.

The power taken in relation to the number of revolutions of the power take-off at the required torque.

P(CV)= M ⋅ n

7023P(kW)= M ⋅ n

9550

P = Useable powerM = Torque permitted for the power take-offn = power take-off r.p.m.

Type of use

A distinction must be made between occasional and continuous uses.In occasional uses, the duration of torque transfers is not longer than 30’.Continuous uses are those that contemplate long transfer durations; however, if the use is comparable to that of a stationary engine,one should consider the opportunity of reducing the values of the torque to be transferred, depending also on the conditions ofuse (motor cooling, gearbox, etc.).The scheduled take-off values are also applicable for uses which do not involve large variations of torque either in frequency ormagnitude.To avoid overloading, in some cases (e.g. hydraulic pumps, compressors) it may be necessary to include the application of deviceslike clutches or safety valves.

PTO transmissions

To respect the instructions of the transmission manufacturer, particular care will be taken in the design stagewith themechanism(angles, n° of revs, moment) from the power take-off to the using appliance and with the dynamic behaviour in the realisation stage.This means that:- the dimensions should take into consideration the forces which might occur under maximum power and torque conditions

- to obtain good homokinetic results angles must be made with the same value at the ends of the shafts (see Figure 4.1) and themax value can be 7”

- the Z solution will be preferable to W, as smaller loads are exerted on the bearings of the power take-off and of the unit tobe controlled. In particular, when it is necessary to create a transmission line with the sections inclined in space at an angle ϕ(as shown for example in figure 4.2), it must be remembered that the homokinetic result of the whole can be guaranteed onlyif the intermediate section is equipped with forks offset at the same angle ϕ and if the condition of equality is respected betweenthe end angles χ1 and χ2.

For transmissions employing multiple sections, the instructions given at point 2.8.2 should be followed.




Solution Z

Solution W91522

Figure 4.1

0

0

00

Figure 4.2

133340

Electrical system

The VCM and EM electrical/electronic system makes available innovative methods and processes for control of power take-offsthat can significantly improve safety and reliability. Activation takes place by connecting the power take-off control switch to con-nector ST40B.

This connector is fitted as standard if the customer has chosen a power take-off as standard. If a later power take-off is installed,please observe the instructions given in Chapter 4.6.

Pneumatic system

See description in Paragraph 2.15.4.



Power Take-off from Gearbox

Power Take---off from Gearbox

4.2 Power take-off from gearbox

Depending on the type of gearbox power can be taken from the layshaft through the flange or spline located on the rear, sideor lower part of the gearbox.

The technical characteristics necessary are given in the documentation supplied upon request for the various gearboxes.

The types of power take-off and the torque values obtained with the ratio between the number of output revolutions and enginer.p.m. are shown in Table 4.1.

The values refer to the conditions indicated in the table.

Higher values for occasional use must be agreed upon as each occasion arises depending on the type of use.

Check the vehicle to ascertain whether it is possible to fit a power take-off suitable to its size.

The power take-off applied to the gearbox must only be used when the vehicle is stationary and must be engaged and disengagedwhen the clutch is disengaged to avoid excessive stress on the synchronisers during gear change. For special situations when thepower take-off is used and the vehicle is moving the gear must not be changed.

For gearboxes equipped with a torque converter, the same power take- offs used for normal gearboxes are, as a rule, used. It shouldbe carefully noted that, when the engine r.p.m. is below 60% of the max. value the converter will be in the phase of hydraulic r.p.m.;in this phase, depending on the absorbed power, the r.p.m. of the power take-off is subject to oscillation despite the fact that theengine r.p.m. is constant.

Direct Application of Pumps

When the application of pumps of other equipment (e.g. for tippers or cranes) is carried out directly from the power take-off,without the use of intermediate shafts and after checking that the size of the pump permits margins of safety with chassis and engineunit (cross member, transmission shaft etc.), the static and dynamic torques exerted by the mass of the pump and by the powertake-off should be checked for compatibility with the resistance of the walls of the gearbox. By way of an example, the momentdue to the additional masses must not have values of over 3% approx. of the maximum engine torque.

In cases where the gearbox is applied in a single unit with the engine, the value of the additional masses must be verified with regardto the inertial effects in order to avoid the induction of resonance conditions in the engine unit within the field of operational engi-ne r.p.m.

!When fitting power take-offs the torque values shown in Table 4.1 must not be exceeded.Transmission oil temperature must not exceed 120ºC during prolonged use. Coolant temperaturemust not exceed 100°C.Not all types of power take-off available on the market are suitable for continuous use. When in usethe specifications (working periods, pauses etc.) specific to the power take-off in question should berespected.




Data of power take-off from gearbox

The following table gives the types of PTO tested by IVECO.

Application of a PTO after production of the vehicle will mean that it is necessary to reprogram the BC (Body Controller), as wellas requiring various modifications to the electrical and pneumatic systems. For this reason, before applying a PTO you should makesure you read the paragraph carefully.

The electronic control units must be reprogrammed following the instructions given in the IVECO manuals, only via the EASY Sta-tions (available from Dealers and the IVECO Authorized Workshops), providing the information related to the PTO used.

Table 4.1 - PTO tested by IVECO on gearbox

Gearbox Directionof rotation

Type PTO Version Installationposition

Transmission ratios Torque(Nm)

ZF SS-42 Clockwise NS42/2C pump Side Slow 0.93 270

ZF 6S700Anticlockwise NL/4C pump Rear Slow 0.73 430

ZF 6S700

ZF6AS700Anticlockwise 88Z1 pump Rear Slow 0.962 430

ZF6AS700Clockwise NLC/1C (1) pump Rear Slow 0.57 600

ZF 6S800 Anticlockwise NH/4C pump Rear Slow 0.67 3506S800

ZF 6AS800 Anticlockwise 88Z1 pump Rear Slow 0.962 450

ZF 6S1000 Anticlockwise NH/4C pump Rear Slow 0.67 3506S 000

ZF 6AS1000 Anticlockwise 88Z1 pump Rear Slow 0.962 450

ZF 6S1000+

Anticlockwise NL/10 flange Rear Fast 1.70 320+

PTO (2) Anticlockwise NL/10 flange Rear Fast 1.19 480

Clockwise NH/4C pump Rear Slow 0.79 330

ZF 9S-75 TD Anticlockwise N75/10C pump Rear Slow 0.92 4109S 75

Anticlockwise NH/1C pump Rear Slow 0.62 600

Clockwise NH/4C pump Rear Fast 1.08 350

ZF 9S-75 TO Anticlockwise N75/10C pump Rear Fast 1.27 4109S 75 O


Clockwise NH/4C pump Rear Fast 1.24 350

ZF 9S-1110 Anticlockwise N109/10 pump Rear Fast 1.45 5309S 0


ALLISONS1000

Anticlockwise 06A2 pump Side Slow 0.82 400

ALLISONS2500


ALLISONS3000


When any PTO is ordered, the option 2463 (Cruise Control) and the opt. 4572 (Expansion Module) must always be provided.

(1) PTO NL/1C is only available on models ML60E - ML120EL.

(2) available on 4x4 models.




Figure 4.3 - Position and PTO output

91542

Rearassembly

Side assembly

Direction of travel

Direction of travel

Direction of travel

Front output

Rear output



Power take-off from the transfer box

Power take---off from the transfer box

4.3 Power take-off from the transfer box

For four-wheel drive vehicles (4x4), it is possible to apply power take-offs to the torque distributor.The application r.p.m. can be selected according to the required function by engaging the most appropriate gear.

Use is only with the vehicle stationary (transfer box in neutral). The prescriptions on correct use are given in the vehicle’s Use andMaintenance booklet.

There follow the possible measurements:

Table 4.2

Power take-off

Type of transfer box PTO Max. capacity(Nm) Output type

TC 850 Only types tested by IVECO 500ext. diameter flange 90 mm4 holes diameter 8.1 mm

4.4 Power take-off from transmission

Authorisation to fit a power take-off on the transmission downstream of the gearbox will be issued after examination of thefull documentation, which must be presented to IVECO.

The various power and torque values will be evaluated as each occasion arises on the basis of the conditions of use.

In general the following should be noted:

- the drive take-off may be operated only when the vehicle is stationary.

- the power take-off r.p.m. is tied to the gear selected.

- the power take-off must be located immediately downstream of the gearbox. For vehicles with the transmission in two or moresec tions, the power take-off may also be applied at the site of the flexible support included between the first and second sections(respect the indications given in point 2.8.8).

- the angles of the transmission on the horizontal plane and vertical plane must be kept as close as possible to the original values.

- masses and rigidity added to the transmission must not provoke a loss of balance or abnormal vibrations or damage to the organsof the drive transmission (from engine to axle) either during vehicle movement or during operation with the motor running

- the power take-off must be anchored to the chassis with its own suspension.

!As the transmission is is an important organ for the safety of the vehicle, modification to it must onlybe carried out by specialist companies approved by the supplier of the transmission.



Power take-off from engine

Power take---off from engine

4.5 Power take-off from engine

In general the use of these power take-offs is planned for apparatus requiring a continuous power supply.

4.5.1 Taking torque from engine front side

The drive take-off from the front part of the crankshaft is obtained, for limited power values to be drawn off (e.g. conditioninggroup commands) by the drive belt transmission, the use of cardan shafts is normally reserved for take-offs of a greater m agnitude(e.g. municipal use).

These uses, when not specifically planned, require complicated interventions to the front part of the vehicle, e.g. modifications tothe radiator, cab, bumpers etc. Part icular attention must therefore be paid:

- to the system composed of additional masses and relative rigidity which must be flexibly disengaged from the crankshaft withregard to the torsional and flexional effects;

- to the additional mass values and relative moments of inertia and to the distance from the centre of gravity of the masses fromthe centreline of the first main bearing which must be contained as much as possible;

- to avoiding a reduction in the radiator cooling capacity;

- to restoring the rigidity and resistance characteristics of the modified elements (cross member, bumper etc.);

- to avoid exceeding, during extended use, temperatures of the engine cooling fluid of over 100 °C and engine oil temperature(measured on the main duct of the pressure switch area) of 120 °C. A margin of approx. 10% should however be left. In othercases include supplementary heat exchangers.

Table 4.3 shows the values to be referred to for the take-off.

On the front of the engine a pulley is positioned with 2 races from which it is possible to draw power.

The position of the take-off and the size of the pulley are given in the following figure.

Figure 4.4

Pulley for take-off

Engine front side

91605




Figure 4.5

91606

Table 4.3 - PTO on the front of the engine

Engine Engine code nmaxMax torque thatcan be taken off

(Nm)

Maximummoment ofinertia

(kgm2) (1)

Maximumbending moment

(Nm) (2)

TectorE14, E16, E18 F4AE3481 2700 400 0.015 100

TectorE22, E25, E28, E30 F4AE3681 2700 400 0.015 100

(1) Maximum moment of inertia of the rigidly added masses.

(2) Maximumbendingmoment at due to the radial forces in relation to the axis of the first main support. Depending on the angular position that the added resultingradial forces formwith the axis of the cylinders (zero is in the top dead centre position and clockwise rotation), the maximumbendingmoment can bemultipliedby the factor contained in the table.

Multiplier factor Angular position

1 225-15

2 15-60

3 60-105

4 105-165

3 165-210

2 210-225




4.5.2 Power take off from the rear of the engine

4.5.2.1 Multipower power take-off on flywheel side

On models 150E ÷ 190EL with powers of 280 to 300 BHP, the IVECO Multipower, designed to take off higher torques thanthose of other PTOs power take-off can be installed on request. This unit is fitted on the rear part of the engine (Figure 4.3) andtakes drive from the flywheel. It is independent of the vehicle clutch drive and suitable for use with the vehicle running and/or ata standstill (e.g. municipal applications, concrete mixers, etc.).

Some precautions:- the PTO must be engaged only with the engine at a standstill (a safety device prevents engagement with the engine runningin any case);

- the unit may be disengaged with the engine running but only if power is not currently being taken off;

- the engine must be started when no torque is being taken from the PTO.

!To guarantee correct engagement, the static a moment of connected units must not exceed 35 Nm.According to the version of the connected units, it may be necessary to consider a clutch engageableby load (weight) in the transmission.

For the PTO Multipower outfit (ccp 2395) it is necessary in combination with: the Expansion Module (CCP 4572), Cruise Control(CCP 2463), 90A alternator (ccp 6315) and the 360 cc air compressor (CCP 6319). The main technical specifications are given inTable 4.4.

Figure 4.6

126402




Table 4.4

Output rpm/engine rpm ratio 1.29

Max. torque available 900 Nm

Output flange ISO 7646-120 X 8 X 10

Control pneumatic

Direction of rotation as engine

Installation on engines Tector 6 -cylinder 280 CV and 300 CV

Weight 70 kg

Oil capacity 2 litres

If turned on during transfers, you must be well aware that depending on the gearing ratio of the power take-off (see Table 4.4),connected pumps may reach high rotating speeds (e.g.: an engine speed of 1800 rpm corresponds to a pump speed of 2400 rpm).

Accordingly, to be able to manage an FMO (Fast Moving Object) with this type of power take-off, it is necessary to activate differentmethods of operation of the vehicle’s control unit (see paragraph 4.6).



PTO management

PTO management

4.6 PTO management

!Operations which do not comply with the instructions specified by IVECO or made by non qualifiedpersonnel can cause severe damage to on-board systems, effect driving safety and good operation ofthe vehicle and cause considerable damage which is not covered by warranty.

The control units present in Figure 4.7 are located on the right side of the dashboard (lower place) facing the passenger seat.

Figure 4.7

130574

1. ABS - 2. VCM - 3. ECAS - 4. EM - 5. Central locking

The EM control unit (if present) performs the task of managing the PTO.


PTO activation requires two conditions to be met:

1. mechanical engagement of the power take-off;

2. calling up a PTO mode to associate with the power take-off. See further on for the definition of the PTO mode.

The actions 1) and 2) can be executed with two separate controls, in succession 1) - 2), or with a single control by using, as explainedfurther on, the PTO switches on the central peninsula in the cab.

Generally, the PTO can be engaged by electric control (activation of a solenoid valve).

!It is recommended to use the available signals on the Bodybuilder connectors (for instance parkingbrake activated, vehicle stationary signal, signal indicating reverse not engaged) in order to ensure cor-rectmanagement of the PTO and avoid possible damage to the vehicle kinematics. These signalsmustbe taken exclusively from the Bodybuilder connectors.



PTO management

4.6.2 PTO Mode 0 (run mode)

In normal drivingmode, the vehicle allows a top speed of 25 km/h. Below this, when the resume key (CC controls) on the steeringwheel interface is pressed, an intermediate speed of 900 rpm is activated. It is possible to set a new intermediate rpm stored bythe driver by a long press of more than 5 s on the resume key; in this case, it is not necessary to have a reprogramming carried outby IVECO Service.(IMPORTANT: above 25 km/h, the speed regulator is activated automatically)

The maximum and minimum rpm levels achievable using the SET+ and SET- keys (CC controls) respectively are the same for allmodes (PTO 0 mode and PTO 1, 2, 3 modes) and are configurable by means of EASY only for PTO modes 1, 2 and 3.

The settings shown in table 4.5 cannot be amended for PTO 0 mode (drive mode).

Table 4.5

Button Function

Resume/OFF Activation/deactivation of the intermediate rpm speed. The engine rpm for activation is fixed in the plant at900 rpm and can be altered by the driver.

SET+/SET- Increase/reduction of intermediate speed rate activated

Accelerator pedal Activated

Max rpm limit that can be reached withSET+ button or accelerator pedal

NLL(1) ÷ maximum speed permitted by the engine

Torque delivered Maximum specific engine torque.

Conditions for cutting out the intermediatespeed rate

- operation of the brake or clutch pedal- CC activation Off- operation of the engine brake- operation of the Intarder- PTO mode 0 cut-out speed- not ”NEUTRAL for automatic gearboxes”

(1) NLL N° revs at minimum.

4.6.3 PTO modes 1, 2, 3 configurable

Through the IVECO service it is possible to programme three different and independent PTOmappings on the electronic controlunits. Obviously the engine can work with only one PTO mode at a time. The following priority order solves this problem:

- PTO mode 3: high priority

- PTO mode 2: medium priority

- PTO mode 1: low priority

- PTO mode 0: drive mode

!These prioritiesmust be considered already in the programming phase. Incorrect operationmay ariseif this prioritisation is not respected and PTO wiring and programming may then need to bemodifiedor the VCM and/or EM control unit reconfigured.



PTO management

The following table shows the parameters that, as a whole, form a PTO mode. The parameters can only be programmed using aEASY diagnosis station, available at IVECO Service stations.

Table 4.6

Parameter Possible values

Maximum No. of revs that can be reached with SET+, NSET_max (9) NLL÷ Nmax (2)

Maximum rpm achievable by means of the accelerator pedal Nmax_acc

Engine revs increase with SET+ button 250 rpm for each second of pressing the button

Engine revs decrease with SET- button As above

Torque limitations (3) See Table

Runaway speed regulator gradient ”High Idle” vertical by default

Use of the CC buttons (Resume/OFF/SET+/SET-) Enabled / disabled

Storing of intermediate speed rate Fixed (EASY) / free (driver) (8)

’TIP function, for SET+/SET- buttons (4) Enabled / disabled

Exclusion of PTO mode using brake or clutch (for each mode separately) (5) Enabled / disabled

Accelerator pedal Enabled / disabled

Call-up intermediate speed rate stored with Resume on enabling PTO mode (7) Enabled / disabled

Minimum No. of revs that can be reached with SET-, NSET_min (9) > 500 rpm

Exclusion of PTO mode using parking brake (6) Enabled / disabled

Maximum speed of the vehicle, above which PTO mode is disabled (intermediate r.p.m. rate VZDR_max) between 2 km/h and 95 km/h (programmable)

Possible power take-off rate range (1) NLL÷ Maximum achievable rpm (2)

Abbreviations:NLL No. revs at minimumNmax Max. no. revsNres No. intermediate revs stored, is called up by pressing RESUME or enabling a PTO modeNSET_max Maximum No. of revs that can be reached with SET+ button, identical for all PTO modesNSET_min Minimum No. of revs that can be reached with SET- buttonNmax_acc Maximum rpm achievable by means of the accelerator pedal

(1) the speed to which we refer is that of the crankshaft and not that of the PTO. The corresponding number of revs of the power take-off must be calculatedby means of the power take-off reduction ratio.

(2) For setting the intermediate speed rate, the following rules apply:- you must never go below the value of NLL- you must never exceeded the value of Nmax- in general we will have NLL ≤ NSET_min ≤ Nres and Nres ≤ NSET_max ≤ Nmax. If this last inequality is not verified, the engine revs number is limited to the

value Nmax.

(3) See paragraph 4.6.3.1.

(4) The TIP function (quick pressure on the rocker key) allows you to gradually vary the intermediate rpm regulator or the speed regulator by a short press (<1s)on the SET+/SET-button.With the speed<25 Km/h the intermediate rpm regulator can be activated, with the speed>25 Km/h the speed regulator is activated.The change for the intermediate speed regulator is equal to 20rpmrpm for each TIP ie. 1 km/h for each TIPwith the speed regulator. Each TIP: 20 rpm(offset 5);default 20 rpm.

(5) On the power take-off mode is turned off with the activation of the service brake or clutch.Off the power take-off mode is not turned off with the activation of the service brake or clutch.In PTO mode 0, the power take-off mode is turned off with the activation of the service brake or clutch

(6) On the power take-off mode is turned off with the activation of the parking brake or clutch.Off the power take-off mode is not turned off with the activation of the parking brake or clutch.In PTO mode 0, the power take-off mode is not turned off with the activation of the parking brake.

(7) On the engine automatically goes up to the chosen Nres value for that power take-off mode.Off the engine remains at the previous rate, to reach the Nres value it is necessary to press the Resume button.

(8) See paragraph 4.6.7 Modifying the stored intermediate rpm Nres(9) Only settable values for PTO 1, 2, 3 modes.



PTO management

4.6.3.1 Changes to the torque curve, final rotation speed and steepness of the final limiter

For mechanical power take-off protection, it is possible to limit:a) engine torque delivery as a protection against overload

b) engine rpm, as a protection against over-speed.

The diagram in Figure 4.8 shows this qualitatively by means of a toque/engine RPM curve (defined by 16 points), a horizontal section(representing torque limitation) and a sloping section (representing over-rev adjustment).

Figure 4.8

130576

1. Example of 16 point engine curve - 2. Limit line set by the VCM that sets the maximum torque - 3. Over-revvingadjustment line - 4. Point (sample taken from among 16 points) on engine curve - 5. Intersection between maximum

torque/over-revving line

Rpm[rpm]

It is possible to set a maximum torque value using EASY and then construct a 16 point curve from this value. Point of intersection(5) between maximum torque limit line (2) and the over-revving adjustment line linked to variation mode (3) establishes the oper-ational limit of the PTO. As engine rpm increases, the control unit uses the lowest torque value from among those established bycurve (1) and line (2). The over-revving adjustment cuts in at speeds over point (5), tangent between the engine curve and over-rev-ving line.



PTO management

In case of a curve with accelerator pedal deactivated and a rise in rpm, TIP function with SET+ disabled, it is possible to set the curvegradient around the zero torque point.In general and in relation to the example in Figure 4.9, note that:

- the Bodybuilder establishes the maximum rpm for which the selected torque is available on the basis of the PTO mode used.

- the speed referred to is the speed of the crankshaft and not that of the PTO, for which the rpm must be calculated taking intoaccount the reduction ratio (Table 4.4 page 4-12).

- these limitations (torque, intersection point and curve gradient) may be selected independently of one another.

- the parameters may be activated only by IVECO.

Figure 4.9

126134

Maximumtorque [Nm]

600 Nm

Curve B

Curve CCurve A

Overrun regulator curvegradient:

Varying overrun0 ÷ 0.2 rpm/Nm

Intersectionpoint X

Rpm[rpm]

Figure 4.9 shows:

- max engine torque: 600 Nm.

- power take-off operation with intermediate rpm is set at 900 rpm.

- at intermediate rpm, it is possible to set a new value (rpm) but this must not exceed 1100 rpm.

- the rpm number must be calculated again for all over-revving rpm line gradients.

A power of 1100 rpm and a torque of 600 Nm give (see equations on page 4-3):P = (600 Nm x 1100 rpm)/9550= 69 kW = 94 bhp

The over-revving rpm regulator curve (gradient) depends on the specific application.With stationary operation, a steep over-revvingrpm adjustment curve is therefore generally sufficient, while in driving mode this may give rise to rapid load changes (which couldbe a problem). Therefore:- with regulator at 0.05 rpm/Nm (slope C) the torque of 600 Nm is available up to 1100-(0,05x600) = 1070 rpm.

- with regulator at 0.1 rpm/Nm (slope 8) the torque of 600 Nm is available up to 1040 rpm.

- wth regulator at 0.2 rpm/Nm (slope A) the torque of 600 Nm is available up to 980 rpm.

Under High Idle conditions, the curve gradient is still equal to 0 rpm/Nm, i.e. a vertical line set by default.



PTO management

!The maximum rpm Nmax is a theoretical value. This is the engine rpm number at which the controlunit reduces the injected fuel quantity to 0mg/stroke. Since all engines according to their speed (enginewarm and with no load) need, in order to maintain this speed, a quantity of fuel of 20 to 30mg/stroke,this theoretical valueNmax is never reached.Depending on the angleof thecurve (gradient)of theover-rev regulator, the rpm actually reached is lower than 10 to 40 rpm. If this affects the application, weadvise defining the overrev speed with practical tests.

4.6.4 Intermediate speed rate governor

MaximumNo. of revs of the intermediate speed regulator that can be reached with the SET+, NSET_max button

The maximum number of revs obtainable with the SET+ button of the intermediate speed regulator (CC) can be configured.This limit is identical for all the PTO modes (drive mode 0, power take-off mode 1, 2 and 3).

TIP function

The TIP function, i.e. a very short press (< 1s) on the SET+/SET- button, allows a gradual change in the intermediate speedregulator or speed regulator.

With speed < V0 km/h (max speed of PTO mode) the intermediate speed regulator can be activated.With speed >V0 km/h the speed control is activated. The change for the intermediate speed rate regulator is equal to 20 rpm foreach TIP or 1 km/h for each TIP with the speed regulator.If the SET+ and SET- buttons are pressed any longer (>1s), the intermediate speed rate or the requested speed is modified continu-ously. The actual number of revs or true speed at the time of releasing the SET+ and SET - buttons is saved as the new requiredvalue.

The TIP function with SET+ and SET- can be turned off. This configuration is valid for all the PTOmodes (drive mode 0, PTOmode 1,2 and 3). Turning off the TIP function triggers the functional limitation on the speed regulator, therefore this change should onlybe used after a thorough examination.

This function is for regulating the hydraulic units.NOTE

Increase/decrease in the speed with SET+/SET-

With a longer press (>1s) on the SET+/SET- keys and with the TIP function deactivated (the TIP function is automatically deacti-vated by a long press on the SET+/SET- keys), the requested intermediate speed regulator value is altered and thus also the speed(engine rpm increase/decrease per second). The required time for this change can be calculated with the following formula:

Required time [s] = Difference in number of revs [rpm/s] / increase in revs per second [rpm/s/s]

Example: the intermediate number of revs must be taken from 800 rpm to 1800 rpm with the SET+ button. The difference in thenumber of revs is equal to 1000 rpm, therefore:

- with a speed of 250 rpm/s, the time interval is 1000/250 = 4s

Accelerator pedal on/off

In the normal drive mode (PTO mode 0) the accelerator pedal is always activated. In PTO modes 1, 2 or 3, the throttle pedalcan be turned off. In this case the PTO setting of the engine ignores the accelerator pedal. If however the accelerator pedal remainson, it is possible to increase the number of revs of the engine with this pedal up to the maximum number of revs Nmax valid at thatmoment.



PTO management

4.6.5 Standard configurations

The following table gives the adjustments made in the factory.

Table 4.7

PTO mode

Mode 0 Mode 1 Mode 2 Mode 3

Enabled using 21 pin connector No activation isneeded

Pin 18 and 17connected



Max engine torque Maximum enginetorque

Maximum enginetorque



Maximum N° of revs that can be reached with SET+, NSET_max maximum speed according to the maximum no. of turns of the engine

Minimum N° of revs that can be reached with SET-, NSET_min minimum speed according to the default NLL no. of turns of the engine

Runaway speed regulator gradient Dependent onnominal curve

0 rpm/Nm 0 rpm/Nm 0 rpm/Nm

Accelerator pedal On On On Off

Use of the CC buttons (Resume/OFF/SET+/SET-) On On On Off

N° revs stored, Nres 900 rpm 900 rpm 1100 rpm 1300 rpm

Maximum speed of the vehicle, above which PTO mode is disabled,VZDR_max

25 km/h 35 km/h 35 km/h 35 km/h

Exclusion of PTO mode using brake or clutch On Off Off On

Call-up intermediate speed regime stored on enabling PTO mode On Off Off Off

Exclusion of PTO mode (using parking brake) On On On On

PTO mode cut-out by means of engine brake On On On On

The increase or decrease in the engine revs with the SET+/SET- button is 250 rpm.



PTO management

4.6.6 Specific indications: correlation between PTO configuration and power take-offs installed

No direct connection exists between the PTO mode (that can be activated by means of the 20-way coupling) and the powertake-offs physically installed on the vehicle. A Bodybuilder is therefore free to determine the necessary connections.This setting offers the possibility to use the power take-off(s) with different PTO configurations.If the work cycle requires the installed power take-off to operate under different conditions, for example, up to 3 PTO modes maybe used. Activation of the corresponding PTO modes must be commanded by EM or, if this is not present, by connection of therelevant connector (21-way above).Similarly, it is possible to configure a PTO mode without a physically-installed power take-off or with more than one physically-in-stalled power take-off.

4.6.7 Power take-off depending on the clutch

The power take-offs fitted on the gearbox can only be engaged with the clutch fully pressed.The PTO modes can be activated independently of this.

With Allison transmission

With an Allison transmission, engagement of the installed power take-off is coordinated by the transmission control unit andthe Expansion Module and occurs in the following stages:

- request to engage the power take-off (the gearbox control unit verifies the internal conditions to perform the operation safely:engine speed <900 rpm and gearbox output speed <250 rpm);

- activation of the solenoid valve by the control unit for engaging the power take-off;

- if the power take-off and hand brake are engaged at the same time, the gearbox automatically goes into neutral and PTOmode 2is activated (the relay located in the relay carrier plate of the transmission control unit on the rear cab wall is powered);

- verification of safe PTO operation (gearbox output speed <300 rpm).

The button for engaging the power take-off is located in the middle of the dashboard.

!Before activating the power take-off, the gearbox control unit checks several parameters (enginespeed <900 rpm and gearbox output speed 250 rpm). If all the conditions inside the gearbox are satis-fied, the Allison gearbox control unit will automatically engage the power take-off.The limitations (final speed,maximum torque etc.) of an active PTOmode still remain value even dur-ing engagement.Certain values can be modified by Allison Customer Service according to the requirements of theBodybuilder.



PTO management

Use of the power take-off with vehicle in motion

If no limitations are necessary (e..g, on the torque, max. rpm, etc.) with a power take-off engaged, it is not necessary to activateany PTO mode.

In this case however the available power of the engine for driving is reduced (given the simultaneous draw for the body) and thiscan give rise to pick-up trouble. In some typical cases (e.g. tankers, waste collection vehicles etc.), this problem may be resolved byraising the idle rpm (low idle).

If however limitations are necessary (e..g, on the torque, max. rpm, etc.), it is necessary to activate a PTO mode.

!Especially with the vehicle in motion it is necessary bear in mind that, if a PTO mode is activated, thestored intermediate speed is activated at the same time and this can cause unwanted vehicle acceler-ation. The Bodybuilder must guarantee safe operation.

Engagement or disengagement of the power take-off depends on the power take-off used and the needs of the Bodybuilder.

For example: vehicle running (up to max. 30 km/h) with speed increased and power take-off engaged.

For several applications (use of the tipping box-body, cement mixer, waste collection, etc.) higher speeds are needed also whenmanoeuvring. This can be accomplished by:

- saving the intermediate speed rate Nres: fixed programming

- intermediate speed rate Nres: defined by the Bodybuilder

- turning off intermediate speed rate: turned off with clutch or brake

- accelerator pedal: on

- CC buttons: off

In this way the engine can work even with only the accelerator pedal set between the saved intermediate speed rate Nres and the max.speed, Nmax. If VZDR_max is reached, the intermediate speed regulator and therefore also the increase in the speed is turned off.

Changing the saved intermediate speed rate Nres

The intermediate speed rate can be modified separately for each PTO mode.We need to distinguish between two possibilities:

1) fixed programming (EASY)For power take-off mode 0 (runningmode) this possibility is not available; a change is only possible by reprogramming with EASYat an IVECO Service station

2) free programming (by the driver)To change the intermediate speed rate you need to:

- activate a PTO mode whose intermediate speed rate has to be modified

- set the desired speed using SET+/SET

- press CC Resume for more than 5 sec.

Using the E.A.SY. station must be preceded b updating the EASY software.NOTE



PTO management

Adjustment of minimum rpm

Adjusting the speed rate at idle speed can only be done with the engine warm. The adjustment is made in three stages:

1) Activation of the idle speed setting

With engine idling:

- operate the service brake (and maintain operated to the end of regulation)

- press the Resume button for more than 3 sec (and then release)Immediately after this, the idle rpm will drop to a minimum value.

2) Changing the speed rate at idle speedThe CC SET+ or CC SET-, the idling rpm number may be adjusted through 20 rpm.

3) Saving the speed rate at idle speedSaving is done by pressing CC Resume again (for more than 3 sec.)

!The speed rate at idle speed can only be adjusted in the PTOmodes with which the CC buttons wereactivated or the intermediate speed rate adjustment was turned off with the brake or with the clutch.

In PTO modes, the no-load speed rpm adjustment range is 100 rpm from the factory value. This interval may be increased to200 rpm by reprogramming at an IVECO service outlet. The adjustment interval for the speed rate with no load is identical forall the power take-off modes (running mode 0 power take-off modes 1, 2 and 3).

Influence of the retarder on the intermediate speed rate regulator

Operating the retarder turns off the intermediate speed regulator (identical effect to the CC commandOff). All the CC buttons(CC Resume / SET+ / SET-) are ignored with the retarder operated.

!If there is the configuration: Cutting off the intermediate speed rate with brake or clutch = off, and theintermediate speed rate is below 900 min-1, on operating the retarder, the intermediate speed rateregulator is not cut off.When the retarder is operated, the engine rpm drops to the no-load speed andall the CC keys (CC Resume/SET+/SET-) are ignored. After cancelling the operation, the original rpmwill be restored.



PTO management

Influence of the engine brake on the intermediate speed rate regulator

The engine brake can be activated in the following ways:

1. pressing the engine brake button (cab floor);2. pre-engaging the brake (with the brake applied the engine brake is automatically activated).

The selection is made with a switch on the instrument panel.If the engine brake is activated by means of option 2, the intermediate rpm number regulator is automatically deactivated.All the CC buttons (CC OFF / Resume / SET+ / SET-) are ignored during active operation of the engine brake with the pedal.

Simultaneous operation of SET+ and SET-

These functions are mutually exclusive. In the case of simultaneous activation, for safety reasons, CCOff is activated after 500 msat most. If the keys are pressed simultaneously, the VCM would recognise an error after 500 ms.

4.6.8 Second speed limiter

This function can be enabled independently from the various power PTO modes (run mode 0, power take-off modes 1, 2, 3)The value can be programmed by IVECO Service using an EASY station. The second speed limiter is enabled by a closed contactbetween pins 1 and 2 of the 5 pin connector.




Electrical system

Electrical system

4.7 Electrical system

See paragraph 5.7.

4.8 Pneumatic system

To supply the PTO control solenoid, take air from service circuit (fig. 5.7, chapter 5) and add an 8.5 bar pressure limit valve.

4.9 Isochronous control of engine rate

- For vehicles with Cruise Control, the engine rpm may be adjusted to the required level. This occurs without any reduction inengine speed during power take-off (isochronous adjustment of rpm).

The adjustment is made with the ”Cruise Control” switches in the following way:

- on pressing the Resume button with the vehicle stopped, the engine rate automatically reverts to a pre-stored number of revs Nres.

- with the SET+ and SET- controls it is possible to set the required speed rate.

Figure 4.10

91523

TORQUE

RPM / 1’

POWER

PROGRAMMABLE

- pressing the OFF button or pressing the brake, clutch or engine brake pedals deactivates the engine control.



Isochronous control of engine rate


For power take-offs when you want to set different values for Nres and NSET_max and NSET_min than the ones set (e.g., to avoidoverrevving at the pumps), the system enables saving the new values in the control unit.

This operation is performed by theCentres of the IVECONetwork equippedwith EASY stations, providing the following indications:• type of vehicle; no. of chassis frame• type of engine; serial number• desired Nres (rpm)• desired NSET_max (rpm)• desired NSET_min (rpm).

The system allows adjustment of Nres up to NSET_max - 50 (rpm).


SPECIAL INSTRUCTIONS FOR ELECTRONIC SUBSYSTEMS 5-1EUROCARGO M.Y. 2008


Index

Index

SECTION 5

Special instructions for electronic subsystems

Page

5.1 Electronic system 5-3

5.2 Bodybuilder connectors 5-4

5.2.1 Positioning inside the cab 5-4

5.2.2 On the chassis frame 5-9

5.3 Installation of anti-theft devices 5-12

5.4 Fitting for tail lift -opt 4113 5-13

5.5 Fitting for tail lift + 2nd ECAS remote control - opt 4115 5-14

5.6 FMS 5-14

5.7 EM (Expansion Module) 5-15

5.7.1 Connections 5-16

5.7.2 PTO on/off conditions 5-17

5.7.3 No PTO or PTO setups installed: 5-17

5.7.4 PTO Multipower 5-17

5.7.5 Manual transmission PTO with electrical engagement 5-18

5.7.6 Allison transmission PTO 5-18

5.8 Electrical system: modifications and drawing-off power 5-19

5.8.1 General Information 5-19

5.8.2 Electromagnetic Compatibility 5-20

5.8.3 Additional equipment 5-26

5.8.4 Electrical power draw-off 5-29

5.8.5 Main switch of the batteries (optional) 5-32

5.8.6 Additional circuits 5-33

5.8.7 Operations for changing the wheelbase and the overhang 5-34

5.8.8 Drawing power at a different voltage to that of the system 5-34

5.8.9 Arrangement of Side Marker Lamps 5-35

5-2 SPECIAL INSTRUCTIONS FOR ELECTRONIC SUBSYSTEMS EUROCARGO M.Y. 2008


Index



Electronic system

55555.

Electronic system

5.1 Electronic system

The following shows the location of the electronic control units and connectors that can be installed on the vehicle.

!Devices or electrical circuits must not be connected directly to the control units described below.

It is only possible to use the connectors listed in the following paragraphs.

130579

Figure 5.1

1. Body Controller IBC32. VCM, 21 pin and 9 pin connectors, ABS, ECAS, ASR, ESP, EM, central locking3. Connector for Side Marker Lamps4. ISO trailer couplings5. MET6. EM connections



Bodybuilder connectors


5.2 Bodybuilder connectors

In the following paragraphs, the Bodybuilders’ connectors are reported according to their position on the vehicle. To use thesebodybuilders’ connectors, order set 2994016 from Parts, made up of connectors, terminal and protective rubber caps.

5.2.1 Positioning inside the cab

Figure 5.2

130598

1. 9-pin connector 72071 - 2. 21-pin connector 61071

21 pin connector 61071 (brown)

This is located on the passenger side in the electronic control unit. The function of the terminals is described in Table 5.1.

Spare part collection number of the male holder coupling: 41200685Spare part collection number of the female holder coupling (type MCP 2.8): 504163549.

Note:For inputs activated by a switch to ground, it is necessary to use the ground on connector ST13 pin 17.

Note:For inputs activated by a switch to + 24V, it is necessary to use the power socket under key switch K15 on pin 11 of connector61071.




Table 5.1 - Pin-out connector 61071

Pin DescriptionConnections

ObservationsPin DescriptionType Cable code Max. load

Observations

1 Starting engine INPUT 8892 10 mA

Connected to ground = starting engine(the signal has to be permanently active while the starter motor

is in operation)Circuit open = no action

2 Engine cut-off INPUT 0151 10 mAConnected to ground = engine stop

(the signal has to be permanently active until the engine stops)Circuit open = no action

3 Main brake OUTPUT 1165 200 mA +24V with main brake pressed4 Stationary vehicle OUTPUT 5515 200 mA +24V with the vehicle stationary

5 Parking brakeHigh sideOUTPUT

6656 200 mA +24V with parking brake engaged

6 Reserved7 Vehicle speed OUTPUT 5540 10 mA Pulse Signal

8 Engine statusHigh sideOUTPUT

7778 150 mA +24V with engine running

9 Gearbox on neutralHigh sideOUTPUT

8050 200 mA +24V with neutral engaged

10 Reverse gearHigh sideOUTPUT

2268 150 mA +24V with reverse gear engaged

11 K15 POWER 8871 3 A K15

12 Cruise Control Set + INPUT 8156 10 mAInput signal CC Set +

Circuit open = Set + not activatedClosed toward ground = Set + activated

13 Cruise Control Set- INPUT 8157 10 mAInput signal CC Set -

Circuit open = Set - not activatedClosed toward ground = Set - activated

14 Cruise Control OFF INPUT 8154 10 mAInput signal CC OFF

Circuit open = OFF not activatedClosed toward ground = OFF activated

15 Cruise Control RES INPUT 8155 10 mAInput signal CC RES

Circuit open = RES not activatedClosed toward ground = RES activated

16Intermediate CruiseControl OFF

OUTPUT 8154 200 mAConnection for CC OFF from the switch on the steering column

(switch normally closed toward ground)17 Ground POWER 0000 10A Ground

18 PTO mode 1 INPUT 0131 10 mAPTO mode1

Circuit open = PTO mode 1 not activatedClosed toward ground = PTO mode 1 activated





21 K30 POWER 7772 10 A (*) K30

(*) Protected by fuse, see also 5.8.4 (point C)

!Use of themotor start/stop signal requires prior installation of the necessary devices to guarantee thatthe operation takes place in complete safety and in compliance with current regulations, both for thesafety of the operator and for the persons and/or property around the vehicle. It will be to the Bodybuil-der’s care and responsibility to identify and make these devices correctly (e.g. parking brake engaged,gearbox in neutral, etc), using solutions that ensure the required function and components of provenreliability.




9 pin connector 72071 (yellow)

This is located on the passenger side in the electronic control unit The terminal function is described in Table 5.2.

Spare part collection number of the male holder coupling: 41200681.Spare part collection number of the female holder coupling: 504163547.

Table 5.2 - Connector 72071 pin-out


RemarksPin DescriptionType Cable code Max. load

Remarks

1Second speedlimiter

INPUT 8223 10 mAActivation of the second speed limiterCircuit open = second speed limiter off

Connected to 24 V = second speed limiter on

2 Not used

3 Clutch statusOUTPUTL..S.(*)

9963 200 mA Ground signal with clutch pedal depressed

4 PTSOUTPUTH..S.(*)

5542 200 mAPTS = programmable speed threshold+24 V = when the threshold is exceeded

5 Hazard lights INPUT 1113 10 mAConnected to ground = hazard lights on

Circuit open = no action

6 Reserved

7 Reserved

8 Engine speed OUTPUT 5587 10 mA Pulse signal

9K58: external lightssupply line

OUTPUT 3333 5 A +24 V = lights on

(*) L.S. Low Side H.S. High Side

12 pin connector FMS 72070, optional (green)

This is located near the radio. The terminal function is described in Table 5.3.


Table 5.3 - connector 72070 pin-out



Remarks

1 Ground POWER 0001 5 A Ground

2 Reserved

3 +12 BUS 7770 5 A +12

4 Ground (+12) POWER 0001 5 A Ground

5 Reserved

6 CAN H BUS 6108 10 mA CAN H

7 Reserved

8 Reserved

9 CAN L BUS 6109 10 mA CAN L

10 K 15 POWER 8879 5 A K 15

11 K 15 R POWER 8879 5 A K 15 R

12 K 30 POWER 7772 5 A K 30




Expansion Module connector ST 100, 4 pin, optional (bright blue)

Located on the passenger side plate.


Expansion Module connector ST 99, 20 pin, optional (black)

Located on the passenger side plate.


Empty connector Usable for functions to be implemented, following agreement with the manufacturer.

Expansion Module connector ST40B, 3 pin

Located in the cab The terminal function is described in Table 5.4.

Table 5.4 - Connector ST 40B pin-out



Remarks

1 PTO 1 sw input 0131 10 mA PTO 1, parallel to pin 18 of 61071

2 PTO 2 sw input 0132 10 mA PTO 2, parallel to pin 19 of 61071

3 PTO 3 sw INPUT 0133 10 mA PTO 3, parallel to pin 20 of 61071

Expansion Module connector 72072C CIA cab CAN open cab, 9 pin

Located behind the IBC. The terminal function is described in Table 5.5.

Table 5.5 - Connector 72072C pin-out



Remarks

1 K30 POWER 7796 10 A K30


3 EM output LS output 0975 0,5 A EM output

4 CAN H BUS ”white” 10 mA CAN H

5 CAN GND BUS 0999 CAN GND

6 CAN L BUS ”green” 10 mA CAN L

7 Not used

8 Not used

9 Not used

LS = Low Side




”Allison” 72074 12-pin connector for SUW vehicles (Solid Urban Waste), optional (grey)

Located in the cab. The terminal function is described in Table 5.6.Spare part collection number of the male holder coupling: 41118329.Spare part collection number of the female holder coupling: 41118310.



RemarksPin Description Type Cable code Max. load Remarks

1 Neutral indicatorfor Extra PTO

OUTPUTHS(*) 0147 0.5 A Gearbox in neutral. Ground for neutral engaged

2 Switch for RSU INPUT 4123 15 mALimitation 1st gear and inhibition reverse gearcircuit open = function onclosed on line to 24V = function off

3 Not enabled 0259

4 PTO enable INPUT 8131 15 mAInput from PTO switchcircuit open = PTO not requiredclosed on line to 24V = PTO required

5 PTO control OUTPUTHS(*) 8333 0.5 A +24V output to activate the PTO by means of the valve solenoid

6 Reserved 61647 Reserved

8 Double input forautomatic neutral INPUT 5145 5 mA

Automatic neutralControl logic ”and” with pin 9circuit open = function offclosed on digital ground = function on

9 Double input forautomatic neutral INPUT 0258 5 mA

Automatic neutralControl logic ”and” with pin 8circuit open = function offclosed on digital ground = function on

10 Digital ground POWER 0000 Digital ground. It must be used as return for ”closed on digital ground”inputs. Do not connect to the battery negative or to other grounds.

11 Range indicator OUTPUT LS(*) 0103 0.5 A Gearbox: ground for neutral not engaged12 Reserved

”Allison” 72074 12-pin connector for Fire Fighting vehicles, optional (grey)

Located in the cab. The terminal function is described in Table 5.7.



Pin Description Connections RemarksPin DescriptionType Cable code Max. load

Remarks

1 Neutral indicatorfor Extra PTO

OUTPUTLS(*) 0147 0.5 A Gearbox in neutral. Ground for neutral engaged

2 Not enabled 4123

3 Auxiliary range func-tion inhibited INPUT 0259 5 mA

Transmission on neutral. Control logic ”and” with pin 9circuit open = function offclosed on digital ground = function on

4 PTO enable INPUT 8131 15 mAInput from PTO switchcircuit open = PTO not requiredclosed on line to 24V = PTO required

5 PTO control OUTPUTHS(*) 8333 0.5 A +24V output to activate the PTO via the valve solenoid

6 Reserved 61647 Reserved8 Not enabled 5145

9 Auxiliary functioninhibited interval INPUT 0258 5 mA

Transmission on neutral. Control logic ”and” with pin 3circuit open = function offclosed on digital ground = function on

10 Digital ground POWER 0000 Digital ground. It must be used as return for ”closed on digital ground”inputs. Do not connect to the battery negative or to other grounds.

11 Range indicator OUTPUTLS(*) 0103 0.5 A Gearbox: ground for neutral not engaged

12 Reserved

(*) L.S. Low Side H.S. High Side




5.2.2 Positioning on the chassis

Expansion Module connector 72072D CIA frame CAN open frame, 7 pin

It is located on the left side of the frame. The terminal function is described in Table 5.8.

Table 5.8 - Connector 72072D pin out



Remarks

1 +K30 POWER 7796 10 A K30


3 EM output LS output 0975 0,5 A EM output

4 CAN H BUS ”white” 10 mA CAN H

5 CAN GND BUS 0999 CAN GND

6 CAN L BUS ”green” 10 mA CAN L7 Not used - - - -

ISO coupling connectors for trailer

With option 1473 on the last frame crossmember (see fig. 5.3) two 7 pin connectors can be installed.

Figure 5.3

117652

1 2

1. 72000 - 2. 72001

In the case of specific need or depending on the trailer type, it is possible to order (opt 2085) connector 72010 on its own.This performs the function of the two previous connectors and may be installed in different ways as required.




Table 5.9 - 7-pin connector 72000 pin-out

Pin no. wire max load Description

1 0000 Ground

2 3331 Rear RH clearance and parking light

3 1180 - Trailer rear LH direction indicator

4 1117 Control unit connection in cab

5 1185 Trailer rear RH direction indicator

6 3332 Max 10A Rear LH clearance and parking light

7 8890 - Solenoid valve supply for trailer brake

Table 5.10 - 7-pin connector 72001 pin-out


1 0 Ground

2 Free -

3 2226 - Reversing lights

4 8890 5 A Key positive (15), connected directly with fuse no. 56 of the interconnection control unit

5 Free -

6 Free -

7 2283 - Rear fog lights

or

Table 5.11 - Connector 72010 pin-out (15-pin)


1 1180 Trailer rear LH direction indicators

2 1185 Trailer rear RH direction indicators

3 2286

4 0000 Ground

5 3332 Rear LH clearance and parking lights

6 3331 Rear RH clearance and parking lights

7 1179 Trailer brake lights

8 2226 Reversing lights

9 Free

10 Free

11 Free

12 Free

13 Free

14 Free

15 Free




4-pin PTO 1 ST91 connector, optional

It is located on the right side of the chassis. The terminal function is described in Table 5.12.

Spare part collection number of the male holder coupling: 98435337.Spare part collection number of the female holder coupling: 98435341

Table 5.12 - Connector ST91 pin-out



Remarks

1Counter-reactionPTO

INPUT 6131 10 mAPTO engaged indicator signal

Closed to ground = PTO engagedCircuit open = PTO not engaged

2 PTO control OUTPUT 9131 1.5 AElectrical cut-in for PTO

+24 V. Power output for valve solenoid

3 PTO enable INPUT 0391 10 mAPTO enabling signal

Closed to ground = PTO enabledCircuit open = PTO not enabled

4 Ground POWER 0000 1.5 A Ground







Remarks















Remarks











Installation of anti-theft devices

Installation of anti---theft devices

5.3 Installation of anti-theft devices

For their installation, observe the precautions and indications given below.

Types of anti-theft systems:

IVECO recommends using products that meet the requirements and are approved by the recognized institutes such as ANIA,TÜV, UTAC, etc.Likewise follow the indications given in the Technical Specifications issued by the specialized Institutes on Quality (e.g. IMQ), at therequest of the Insurance companies.They provide indications, requirements, performance of components and systems, as well as the criteria of conformity.

Installation

The control devices must be positioned so as not to allow accidental operation while the vehicle is running in order to avoidhazardous situations after it has suddenly stopped.If additional switches are installed to stop the vehicle from starting, so as to prevent it accidentally cutting in when driving, with theconsequences above described, it is recommended to:

- use suitable components to withstand vibration, changes in temperature, etc.

- do the installation in areas protected from accidental impact caused by people and/or property.

The installation must respect IVECO requirements in terms of electrical system (see point 2.21) and working environment (e.g. max.temperature).

The application of anti-theft systems must not alter the functionality of the systems and components such as ABS, tachograph, etc.

The anti-theft systemmust make no provision for any connections or interfacing with the EDC system that is not according to IVECOprescriptions.

Electrical interceptions upstream and downstream from the EDC control unit are forbidden.



Fitting for tail lift -opt 4113

Fitting for tail l ift---opt 4113

5.4 Fitting for tail lift -opt 4113

Vehicles with option 4113 are equipped with specific wiring between the instrument panel and the bulkhead connector anda switch on the fascia.When the switch is operated, the electric circuit connected to the tail lift is closed. Simultaneously an indicatorlight appears on the instrument panel and the engine cannot be started until the switch is again operated. To complete the electricwiring to the tail lift, make reference to the following diagram.

It is recommended to combine it with option 6229, the kit for anchoring the tail lift.

117653

BULKHEADCONNECTOR D

Figure 5.4 - Wiring diagram for vehicles fitted for the tail lift

86 Relais ECAS



Fitting for tail lift + 2nd ECAS remote control - opt 4115

Fitting for tail l ift + 2nd ECAS remote control --- opt 4115

5.5 Fitting for tail lift + 2nd ECAS remote control - opt 4115

For vehicles with air suspension (/P and /FP), it is possible to order the option 4115, 2nd ECAS remote control (in addition tothe standard remote control). The option consists in a specific wiring and the 2nd remote control that can be connected next tothe tail lift.The option 4115 is available solely in combination with the option 4113 (setup for tail lift, see previous paragraph).On operating the switch for activation of the tail lift, the standard ECAS remote control is turned off and the second remote controlis active. Operating the switch again takes you back to the original state.

Figure 5.5 - Wiring diagram for vehicles with opt 4115

BULKHEADCONNECTOR D

130599

TO THE ECAS CONTROLUNIT

TO THE CONTROL BOX

130599

(LOAD FLAP)

5.6 FMS

The fleet management systems are integrated in the VCM.

The data, transmitted according to the FMS Standard (see the website www.fms-standars.com), can be acquired in real time by acomputer on the vehicle.

Data processing enables:

- obtaining information on the conditions of operation of the vehicle (times, distances, fuel consumption,...);

- analyzing the conditions of operation of the engine and use of the braking system;

- analyzing the distribution of the distances covered, speed, frequency of stops and starts.

The installation of the computer, hardware, data processing and management software is to the account of the IT installer.



EM (Expansion Module)


5.7 EM (Expansion Module)

Available on all new Eurocargo vehicles there is option 4572, EM (Expansion Module).

The EM control unit can be used for electric PTO control and for special applications. In addition, it provides special gateways suchas: the trailer interface ISO11992-3 (TT) and the CAN OPEN interface.

Fault diagnosis is possible via CAN line and K line.

The wiring diagram related to the hardware of the Expansion Module is shown in figure 5.6, while figure 5.7 shows the block diagramof the hardware structure.

130600

Figure 5.6

1. PTO switch - 2. EM control unit - 3. PTO control solenoid valve - 4. PTO engaged indicator switch -5. Configurable total PTO enablement.




130601

Figure 5.7

The connections on ST91, ST92 and ST93 must be made by the Bodybuilder so as to activate and view the activation of the PTOon IC.

5.7.1 Connections

Table 5.15 - PTO mode selection (connector 61071)

PTO 1 pin 18

PTO 2 pin 19

PTO 3 pin 20

To make the correct connection for the various PTO modes, close the pins to the ground of pin 17.

Table 5.16 - PTO IN/OUT: ST91 (PTO1), ST92 (PTO2), ST93 (PTO3)

pin 1 PTO feed-back

pin 2 PTO actuator (control for solenoid valve)

pin 3 PTO enabling

pin 4 Ground




5.7.2 PTO on/off conditions:

The following conditions may be modified by IVECO Service.

Brake pedal status pressed / not pressed

Handbrake status engaged / not engaged

Clutch pedal status pressed / not pressed

Pressure switch status open/closed

Drive status neutral/not neutral/reverse drive

Group of permissible gears

Permissible engine speeds

Permissible vehicle speeds

Maximum coolant temperature

Maximum percentage of clutch slip

5.7.3 No PTO or PTO setups installed:

PREDEFINED CONFIGURATION

PTO Options: 5439, 5194, 6368, 1483, 1484.

Only engine speed programming by VCM is required.The switches select the three PTO modes:

Table 5.17

PTO 1 PTO mode 1 900 [rpm]



5.7.4 PTO Multipower


PTO Option: 2395 for all gearboxes.


Table 5.18 - Conditions of activation

Engine status OFF

Pressure switch closed

Vehicle status stationary

Coolant temperature < 120 [°C]

Table 5.19 - Conditions of deactivation

Vehicle status not stationary (PTO3)

Vehicle speed > 25 [km/h]

Coolant temperature > 120 [°C]




5.7.5 Manual transmission PTO with electrical engagement


PTO Option: 6392, 6393, 1459, 1505, 1507, 1509, 6384, 14553, 14554 for all manual gearboxes.



Engine status ON

Clutch pedal status pressed

Vehicle status stationary



Engine status OFF

Vehicle status not stationary (PTO3)

Vehicle speed > 25 [km/h] (PTO1, PTO2)


5.7.6 Allison transmission PTO


Allison automatic transmission option: 8292 (PTO included)



Engine status ON (500 < rpm < 900)

Gearbox status neutral

Vehicle status stationary or reduced speed(0 < v < 2 [km/h])



Engine status OFF

Vehicle speed > 20 [km/h]





Electrical system: modifications and drawing---off power

5.8 Electrical system: modifications and drawing-off power

5.8.1 General Information

The vehicles are fitted for operation with a 24V electric system for normal use, the chassis frame stands for ground (it acts asa current return conductor between the components situated on it and the source of energy, batteries/alternator), it is connectedto the negative pole of the batteries and components, if there is not an isolated return for this.

The installation of auxiliary equipment or circuits added by the Bodybuilder must take account of the following indications. Depend-ing on the complexity of the work, there must be suitable documentation (e.g. wiring diagram) to be included together with thatof the vehicle.

Using the same colours/codes for the cables and connections as those used on the original vehicle makes the installation more cor-rect and facilitates any repair operations.

Precautions

The vehicles are equipped with sophisticated electric/electronic systems that control their operation.

Work on the system (e.g. removing set of wiring, construction of additional circuits, replacing equipment, fuses, etc.) not done incompliance with IVECO directions or done by unqualified personnel can cause serious damage to the vehicle’s systems (controlunits, wirings, sensors, etc.), jeopardizing driving safety, proper operation of the vehicle and causing significant damage (e.g. shortcircuits with possible fire and destruction of the vehicle) not covered by contractual warranty.

No modifications or connections are allowed to the data connection line between control units (CAN line), where any change isstrictly prohibited. Any troubleshooting and maintenance operations can be carried only by authorised personnel, with IVECO ap-proved equipment.

It is always necessary to isolate the batteries before doing any work on the electric system, disconnecting the power cables, firstthe negative pole then the positive one.

Use fuses with the prescribed capacity for the specific function, never use fuses of greater capacity; make the replacement with keysand services disconnected, only after eliminating the trouble.

Restore the original conditions of the wirings (routes, protection, clamps, absolutely preventing the cable from coming into contactwith metal surfaces of the structure that can affect its integrity) if any work has been done on the system.

For work on the chassis frame, to protect the electric system, its appliances and the ground connections, respect the precautionsstated in points 2.1.1 and 2.3.4.




In addition, definitely respect the following precautions for the protection of the vehicle’s electronic components:

Never disconnect the connectors of the control units with the engine running and control units powered.

Do not power the components interlocked with electronic modules with the vehicle’s nominal voltage via movable cables.

The control units provided with a metal casing must be connected to the ground of the system with screws or bolts, unless specifiedotherwise.

When required by the application of additional equipment, it is necessary to install diodes to protect against any inductive surgesin current.

The ground signal from the analogue sensors must be wired solely on the specific receiver; further ground connections could distortthe output signal from these sensors.

The bundle of cables for electronic components with low signal strength must be arranged in parallel to the metal surface of refer-ence, that is sticking to the chassis frame/cab structure, in order to reduce the parasite capacities to a minimum; separate the routeof the bundle of cables added to the existing one as far as possible.

The added systems must be connected to the ground of the systemwith the greatest care (see point 2.1.1); the related wirings mustnot be set alongside the existing electronic circuits on the vehicle, so as to avoid electromagnetic interference.

Make sure that the wirings of the electronic devices (length, type of conductor, location, clamps, connection of the shielding, etc.)are in compliance with the original IVECO setup. Carefully restore the original system after doing any work.

5.8.2 Electromagnetic Compatibility

It is recommended to use electric, electromechanical and electronic appliances that meet the prescriptions of electromagneticemission and immunity at both the radiated and carried level, described below:

At a distance of one metre from the transmitting antenna there must be:

- immunity of 50V/m for devices that perform secondary functions (they do not impact the direct control of the vehicle), for vari-able frequencies from 20 MHz to 2 GHz

- immunity of 100V/m for devices that perform primary functions (they impact the direct control of the vehicle), for variable -fre-quencies from 20 MHz to 2 GHz.

The maximum permissible amplitude of the transitory voltage for equipment powered at 24V is +80V measured at the terminalsof the artificial network (L.I.S.N.) if bench tested, otherwise if tested on the vehicle it must be measured at the most accessible pointnear to the interfering device.

NOTE Thedevices suppliedat 24Vmust be immune to negative interference suchas spikes of -600V, positivespikes of +100V, bursts of ± 200V.

They must work correctly during the phases of lowering the voltage to 8V for 40mS and to 0V for2 ms.

In addition they must withstand the phenomenon of load dumping to values of 58V.

The maximum levels measured at the bench of the radiated and carried emissions produced both by the devices and at 24V aregiven in the following Table 5.24.




Table 5.24

Range of frequency and acceptable limits of the interference in dBuV/mUnit

Type ofemission

Type oftrans-ducer

Type ofinter-ference

Type ofsensor 150KHz

300KHz530KHz2 MHz

5.9MHz6.2MHz

30 -54MHz

68 - 87MHzonlymobileservices

76 - 108MHzonlybroad-cast

142-175MHz

380 -512MHz

820 -960MHz

Unitof

measure-ment

radiated Antennaposi-ti d t

Broad-band

Almostpeak

63 54 35 35 24 24 24 31 37

radiated

ptioned at1 metre

Broad-band

Peak76 67 48 48 37 37 37 44 50

dBuV/m

radiated Narrow-band

Peak41 34 34 34 24 30 24 31 37

carried LISN50 ohm5 H/

Broad-band

Almostpeak

80 66 52 52 36 36

carried 5 uH/0.11uF

Broad-band

Peak93 79 65 65 49 49

Not ap-plicable

dBuV

carried Narrow-band

Peak70 50 45 40 30 36

p

Use electric/electronic equipment in conformity with the UE directives on electromagnetic compatibility; that is use componentssuited for applications on the vehicle and marked ”e.”, the ”CE” mark is not sufficient.

Below there is an example of amark as prescribed by the current European directive 2004/104EC valid for electromagnetic compati-bility in the automotive sector:

Figure 5.8

114476

a ≥ 6 mm

In case of doubt, refer to the IVECO Support network.

These levels are assured if the device comes from ”IVECO spare parts” or is certified according to the related international standardssuch as ISO, CISPR, VDE, etc....

If equipment is employed that as its primary or secondary source of power uses the civil electric mains (220V AC), it must havecharacteristics in line with the IEC regulations.

Transceiver systems

The most frequent applications concern:

- ham transceiver equipment for the cb and 2 metre bands;

- transceiver equipment for cell phones;

- gps satellite navigation and receiver equipment.




Choosing an antenna installation is of considerable importance to assure the transceiver apparatus the greatest performance. It mustbe of excellent quality and installed with the greatest care, also the position in which it is fixed is of fundamental importance; it deter-mines the efficiency of the antenna and therefore the capacity of the transmission.

Therefore the characteristics of SWR (StandingWave Ratio), gain and electromagnetic field generatedmust be assuredwithin certainlimits, while the parameters of impedance, effective height, efficiency and directivity are deduced from the manufacturer’s technicalinformation sheet.

The installation of c.b. ham 2m appliances, mobile phones (gsm) and satellite navigation systems (GPS) must use the supply systemalready set up on the vehicle, making the connection directly to terminal 30 of connector ST40 (and 15 where necessary).

This equipment must be type approved according to the law and be the fixed type (not portable). Using transceivers that have notbeen type approved or applying additional amplifiers could seriously jeopardize the correct operation of the electric/electronic de-vices normally supplied, with negative effects on the safety of the vehicle and/or of the driver.

CB and 2m band ham radio appliances

The installation of C.B. (27 MHz), 2m (144 MHz) appliances must use the supply system already set up on the vehicle, makingthe connection to terminal 30 of connector ST40.

This equipment must be type approved according to the law and be the fixed type (not portable). Install the transmitting part ina flat and dry zone separated from the electronic components of the vehicle sheltered from moisture and vibration.

The antenna must be installed outside the vehicle, preferably on a large metal base fitted as vertically as possible with the connectingcable turned downwards, observing the assembly prescriptions and the instructions of the manufacturer (see Figure 5.9).

• The value of the SWR must be as near as possible to unity, the recommended value is 1.5 while the maximum acceptable valuemust in no case be greater than 2.

• The values of the ANTENNA GAINmust be as high as possible and assure a sufficient characteristic of spatial uniformity, char-acterized by deviations from the mean in the order of 1.5dB in the typical cb band (26.965-27.405 MHz).

• The value of the RADIATED FIELD IN THE CAB must be as low as possible, as a quality objective we recommend < 1V/m.In any case the limits set by the current European directive must not be exceeded.

• For this reason the antenna must be always be set outside the cab.

To determine proper operation of the radio-cable-antenna system and allow evaluating whether the antenna is calibrated, it is rec-ommended to take account of the following indications:

1) if the SWR is higher on the low channels than on the high ones it is necessary to lengthen the antenna;

2) if the SWR is higher on the high channels than on the lower ones it is necessary to shorten the antenna.

After calibrating the antenna it is advisable to recheck the value of the SWR on all the channels.

Installation in the middle of the roof is considered the best since the ground surface is proportional in every direction, while assemblyon a side or on any other part of the vehicle makes the ground surface proportional to its ground.

The connection and positioning of the cables that involve the installations must be done taking care to:

- use a coaxial antenna cable of excellent quality with low loss and having the same impedance as the transmitter and the antenna(see Figure 5.10);

- for the aforesaid coaxial cable make a route that, so as to avoid interference and malfunctioning, has a suitable distance(min. 50 mm) from the pre-existing wiring and from other cables (TV, Radio, Telephone, Amplifiers and other electronic equip-ment), saving the minimum distance from the metal structure of the cab; application is preferable on the left or right side;

- when installing the fixed antenna it is necessary to clean the bottom of the hole made in the bodywork, so that the antennasupport is properly connected to the ground of the vehicle;

- the coaxial cable joining the antenna to the radio must be mounted with great care, it is necessary to avoid bends or folds thatcan crush or deform. If the cable is too long, avoid pointless tangles, and preferably shorten it as much as possible. It is wise toremember that any imperfection in the coaxial cable always causes serious trouble for the transceiver;




- for the cable passage use the existing holes; if necessary and essential make an additional hole; take the precautions to preservethe bodywork (rustproofing, liner, etc..);

- assure a good connection with the structure of the vehicle (ground), both of the base of the antenna and of the containers ofthe appliances, to achieve the maximum transfer of power.

The typical installation positions of transceiver equipment are those of the dashboard-gearbox or roof assembly zone - driver side(see Figure 5.11).

The electric supply of the appliances, if requiring a different voltage to that of the system, must be obtained via a suitableDC/DC 24-12V converter if not already contemplated. The supply cables must be as short as possible, avoiding any coils (twisting)and observing the minimum distance from the reference surface.

Figure 5.9

1. Antenna support - 2. Gasket (code for spare parts 244614) - 3. Cap covering fixed joint (spare parts code 217522) -4. Retaining bolt M6x8.5 (screw on with a tightening torque of 2 Nm) - 5. Antenna (spare parts code of the rod

assembly 675120) - 6. Roof assembly - 7. Antenna extension cable

98915

Figure 5.10

1. Antenna connector - 2. Ground brush - 3. Insulation - 4. Signal brush - 5. Capacitor (100pF) - 6. Cable RG 58(characteristic impedance = 50 Ω) - 7. Clamp - 8. Protective cap - 9. Connector (N.C. SO -239) transceiver side -

10. Adhesive tape for testing performed - 11. The 100pF capacitor must be welded with the lower brush and crimpedwith the ground braid - 12. The lower brush must be welded to the internal conductor of the cable - 13. Nut

99349




Figure 5.11

1. Location of the transceiver equipment for CB (City Band)

130602

Transceiver systems for mobile phones

The installation ofmobile phones and appliancesmust use the supply system already set up on the vehicle,making the connectionto terminal 30 via an additional fuse.


• The value of the SWRmust be as near as possible to unity, the recommended value is 1.5 while the maximum acceptable valuemust ion no case be greater than 2.

• The values of the ANTENNA GAINmust be as high as possible and assure a sufficient characteristic of spatial uniformity, char-acterized by deviations from the mean in the order of 1.5 dB in the 870-960 MHz band and 2 dB in the 1710-2000 MHz band.

• The value of the RADIATED FIELD IN THE CAB must be as low as possible, as a quality objective we recommend < 1V/m.In any case the limits set by the current European directive must not be exceeded.

• For this reason, the antenna must always be installed outside the vehicle cab, preferably on a large metal base fitted as verticallyas possible with the connecting cable turned downwards, observing the assembly prescriptions and the instructions of themanu-facturer.

An optimal location of the antennas is the front of the cab roof at a distance of no less than 30 cm from other antennas.




The connection and positioning of the cables that involve the installations must be done taking care to:

- use a good quality antenna cable, particularly for the effects of visual coverage of the protective screen;

- for the aforesaid cable make a route that has a suitable distance (min. 50 mm) from the pre-existing wiring, saving the minimumdistance from the metal structure of the cab, taking care that the cable is not too taut and preventing the cable getting foldedand crushed; application is preferable on the left or right side;

- never shorten or lengthen the coaxial antenna cable;

- use the existing holes for the cable passage. If necessary and essential make an additional hole; take the precautions to preservethe bodywork (rustproofing, liner, etc..);


The typical installation positions of equipment are those of the dashboard-gearbox or roof assembly zone - driver side.

The electric supply of the appliances, if requiring a different voltage to that of the system, must be obtained via a suitableDC/DC 24-12V converter if not already contemplated. The supply cables must be as short as possible, avoiding any coils (twisting)and observing the minimum distance from the reference surface.

Installations of GPS antenna cables and navigation receiving equipment

Correct and careful assembly of the GPS antennas on the vehicle is extremely important to accomplish correct operation andobtain top performance.

The antennas must be mounted, preferably, in hidden places, out of sight.The position of the GPS antenna is delicate. The signal levels received from the satellite have very low power (approximately136 dBm), so that any obstacle for the antenna can affect the quality and performance of the receiver.

• The value of the SWRmust be as near as possible to unity, the recommended value is 1.5 while the maximum acceptable valuemust in no case be greater than 2 in the GPS frequency range (1575.42 ±1.023 MHz).

• The values of the ANTENNA GAINmust be as high as possible and assure a sufficient characteristic of spatial uniformity, char-acterized by deviations from the mean in the order of 1.5 dB in the band 1575.42 ±1.023 MHz.

The GPS antenna must be installed in such a way that it has the greatest possible view of the sky.It is recommended to have 90° as the absolute minimum angle of vision of the sky. This view of the sky must not be obscured byany object or metal structure. The position has to be Horizontal.An ideal location for the GPS antenna is under the plastic dashboard in the centre and at the base of the vehicle’s windscreen.It must not be installed below any metal that belongs to the cab structure.

Position the GPS antenna at a distance of no less than 30 cm from another antenna.The connection and positioning of the cables that involve the installations must be done taking care to:

- use a good quality antenna cable, particularly for the effects of visual coverage of the protective screen;

- for the aforesaid cable make a route that has a suitable distance (min. 50 mm) from the pre-existing wiring, saving the minimumdistance from the metal structure of the cab, taking care that the cable is not too taut and preventing the cable getting foldedand crushed; application is preferable on the left or right side;

- never shorten or lengthen the coaxial antenna cable;

- use the existing holes for the cable passage. If necessary and essential make an additional hole; take the precautions to preservethe bodywork (rustproofing, liner, etc..);


The installation of navigator appliances must use the supply system already set up on the vehicle, making the connection to ter-minal 30 via an additional fuse.





The electric supply of the appliances, if requiring a different voltage to that of the system, must be obtained via a suitable DC/DC24-12V converter if not already contemplated. The supply cables must be as short as possible, avoiding any coils (twisting) and ob-serving the minimum distance from the reference surface.

!In caseof installationof devices that can interactwithother electronic systems suchas:Retarders,addi-tional heaters, power take-offs, air conditioners, automatic gearboxes, Telematics and speed limiters,contact IVECO in order to optimize the application.

For operations that could cause interferencewith the standard system, it is necessaryto performdiagnos-tic checks in order to ensure correct assembly of the system. These checks can be made using the diag-nostic ECUs [Electronic Control Units] on the vehicle or the IVECO service.

IVECO reserves the right to have warranty on the vehicle elapse if any work not conforming to itsdirectives is carried out.

NOTE

5.8.3 Additional equipment

The vehicle system is designed to supply the necessary power to the equipment provided, for each piece of which, within itsrespective function, the specific protection and the correct sizing of the cables are ensured.

The application of additional equipment must make provision for suitable protection and must not overload the vehicle’s system.

The connection to ground of the added services must be made with a cable of suitable cross-section, as short as possible and madeso as to allow movement of the added equipment in relation to the vehicle’s chassis frame.

Needing batteries of greater capacity, for the demands of added loads, it is wise to request the option with uprated batteries andalternators.

In any case it is recommended not to exaggerate in increasing the capacity of the batteries over 20-30% of the maximum valuessupplied as an option by IVECO, so as not to damage any components of the system (e.g. starter motor). When higher capacitiesare necessary, use additional batteries, taking the necessary precautions for recharging, as indicated below.

Additional batteries and alternators

The installation of electric appliances with a high power input (e.g. electric motors operated often or even more rarely for longperiods and without using the vehicle’s engine, such as the tail lifts), or a large number of additional electrical appliances can requirepowers that the vehicle’s normal system is not able to deliver. In these cases additional batteries of suitable capacities must be used.

Their insertion in the vehicle’s circuit must make provision for a separate recharging system (see Figure 5.12) integrated with thatof the vehicle. In this case it is a good rule to use additional batteries of the same capacity as the ones originally mounted in orderto recharge all the batteries correctly.




Installation of supplementary batteries

Figure 5.12

1. Standard batteries - 2. Supplementary batteries - 3. Alternator with incorporated regulator - 4. Starter motor -5. Ignition key - 6. Contactors - 7. Body Computer - 8. Instrument Cluster

117412

The installation of additional batteries requires checking the ability of the alternator to do the recharging. If it is necessary you mustuse an alternator of greater power or another additional one; in this case make the connection as indicated in Figure 5.13.

By using electric motors that are controlled only with the vehicle engine running, instead of the additional batteries, it can be enoughto use a more powerful alternator or an additional alternator.

These alternators will have to be of the type with Zener diode rectifiers, so as to avoid the possibility of damage to the installedelectric/electronic equipment due to accidental disconnection of the batteries.




Installation of a supplementary alternator

Figure 5.13

131001

Supplementary alternator

To IBC control unit - pin C2wiring colour: 8876(+15 alternator)

BATTERY

To control unit IC - pin B18(Battery not charging

warning light)

DPT

DPT: Shunt located near the battery.

Note:Installation of a supplementary alternator is possible only once the ’double alternator’ configuration has been enabled by IVECOCustomer Service.

Supplementary electric units

Special attention must be paid when refrigeration units are installed that for a power source use a second alternator mountedon the engine (additional generator).

These generators, according to the speed, supply voltage in the order of 270 to 540 V that comes through the wiring to the refriger-ator unit installed on the vehicle.

There is a clear danger of diaphony (electromagnetic interference between near cables) that can be generated between the aforesaidwiring and that already on the vehicle.

In these cases it is necessary to use cables with high insulation, using a preferential route, however not near the standard wiring ofthe vehicle.

For these units observe the levels of electromagnetic emissions indicated above.

In case of malfunction of the standard alternator (e.g. low voltage, no signal), an error message will be signalled on the instrumentpanel.

An additional alternator cannot be connected to the MUX and therefore in case of malfunctioning the MUX is not able to detectwhich alternator is not working correctly.




5.8.4 Electrical power draw-off

The information related to the points where it is possible to draw off the available power (see Figure 5.14) and the indicationsto be respected are given below.

Precautions

Where necessary use suitable fuses applying them near the draw point.

Protect the added cables in special sheaths or corrugation, installing them in compliance with point 5.8.6.

Current must not be taken from:A) junction unit;D) battery terminal;E) the points indicated on the supplementary fuse box.

Power can be drawn off from the following points:B) from the 21 pin connector;C) position connector for the side marker lamps.

Figure 5.14

130603




a) Junction unit

The following table shows the available types of batteries.

Table 5.25

ModelBatteries Alternator

Model70 Ah 88 Ah 110 Ah 143 Ah 170 Ah 70 A 90 A

60 - 80EL standard - opt. 567 opt. 568 (1) -

80 - 120 EL - - standard opt. 568 (1) -standard opt 6315

120 - 190 - - standard opt. 568 opt. 5031standard opt. 6315

110W - 150W - - standard opt. 568 opt. 5031

(1) no for wheelbase 3105 mechanical susp.

Figure 5.15

Junction unit

M1. Electric supply from the bulkhead connector + or IGC / TGCM2. Electric supply output to the starter motorM3. Output to the Grid Heater relayM4. Electric supply output fuse boxM5. Bodybuilder electric supply output

116423

The current must be taken off via the special terminal M5 specially provided on the terminal block..

With engine stationary: Up to 10% of the nominal capacity of the batteries.

With engine running: Possible draw of a further 20%of the nominal capacity of the batteries, on the basis of the powerof the alternator and the speed of the engine.

For higher power inputs it is necessary to have uprated batteries and alternator.The supply of high loads (e.g. tail lifts), when use is frequent, requires using batteries of sufficient capacity (at least 110 Ah) and 90 Auprated alternator.

Note:On models ML120E.. to ML190EL.. with automatic transmission, the only alternator available (standard) is 90A.




Maxifuses and Megafuses

Available from IVECO Shop there is a set of five kits of fuse boxes, for high power draw-off protection.

Their positioning (always as near as possible to the draw terminal on the batteries) will be done by the Bodybuilder according tothe available space on the vehicle.

Capacity IVECO Ref. No. Cable section

Set 100A 4104 0112 KZ 25mm2

Set 125A 4104 0113 KZ 35mm2

Set 150A 4104 0114 KZ 50mm2

Figure 5.16

Capacity Ref. IVECO No. Cable cross-section

Set 40 A 4104 0110 KZ 10mm2

Set 60A 4104 0111 KZ 10mm2

Battery box

MAXIFUSE MEGAFUSE

91511




b) 21 pin connector 61071 (brown)

From the 21 pin connector, located in the electronic control unit compartment (under the panel at the bottomon the passengerside), it is possible to take current from pins 11 and 21.This current draw is protected by two fuses:

FUSES MAXIMUM LOAD DESCRIPTIONFUSES MAXIMUM LOAD DESCRIPTIONF9 10A K30 (pin 21)F15 3A K15 (pin 11)

For further details see point 5.2.

c) Connector for Side Marker Lamps

In someCountries the regulations (national or EC) require the outfitted vehicle to be providedwith sidemarker lamps, dependingon its overall length.

Vehicles in the Eurocargo Euro 4-5 Range are provided with a specific super seal type female connector to make the electric supplyconnection for the side lights.

Making the connections and installing the lights must be done by external Bodybuilders on the added structures (box-bodies, vans, etc.).

The positions of the aforesaid terminals are given below.

!In order to keep the electric characteristics of the contacts of the female connector unchanged overtime, it is important to leave the cap supplied by IVECO attached.

5.8.5 Main switch of the batteries (optional)

IGC (Master current switch):

It is mounted on the battery box and is manually controlled. It is the single pole type, its operation disconnects the battery fromthe vehicle’s system, leaving in operation the body computer, refrigerator,Webasto timer and, for requirements of the law, the tacho-graph.

TGC (Master current relay):

It is possible to close the circuit by opening the doors, with the ignition key, ignition of the ceiling lights, marker lamps, hazardlights, electric trap control, timer of the additional heater, the TGC ON button on the fascia.

For special outfits (e.g., haulage of fuel, dangerous goods, etc.), a specific switch is required to A.D.R. standard.




5.8.6 Additional circuits

They must be separate and protected with a special fuse from the vehicle’s main circuit.

The added electric cables must be connected to the original electric systemwith watertight junctions equivalent to the original ones.The added cables must be protected in special sheaths (not PVC) or corrugated pipes appropriately fixed with brackets, protectedfrom bumps and sources of heat.

The cables must have a minimum distance of:

- 150 mm from sources of high heat (turbine, engine, exhaust manifold,...)

- 50 mm from containers of chemical agents (batteries, etc...)

- 20 mm from moving parts.

Take the utmost care to avoid any rubbing of the cables with other components and particularly with any sharp edges of the body-work.

The route of the cables must be defined as much as possible with dedicated brackets and clamps and moved closer (around 350 mm),to avoid hanging parts and provide the possibility (and obligation) to rebuild the same installation in the case of repairs or outfits.

The passage of cables in holes and on edges of various panels must be protected by cable glands (besides the covering of the corruga-tion). It is forbidden to perforate the chassis frame for the passage of the cables.

The corrugated pipe must protect the whole cable completely andmust be joined (with heat shrink sections or taping) to the rubbercaps on the terminals. In addition the corrugated pipe clamps (cut longitudinally) must not deform it, to avoid the cables being ableto come out or anyhow be in contact with the sharp edge of the pipe.

All the terminals (+) for connecting the aforesaid cables and their lugs must be protected by rubber caps, (airtight for zones exposedto the weather or with any stagnation of water).

The fastening of the lugs on the terminals (also negative) must be assured to avoid loosening, applying a tightening torque wherepossible and fanning out the lugs in the case of multiple connections (preferably to avoid).

It is wise where possible, to make provision for a different route for the cables passing between interfering high-intensity signals(e.g. electric motors, solenoid valves) and susceptible low-intensity signals (e.g. sensors) anyhow keeping for both a position as closeas possible to the metal structure of the vehicle.

In the case of chassis frame-tipping cab connection, the position of the set of wiring must be checked with the cab in its seat andtipped, to trace any interference and the tensioning to be corrected.

!Depending on the drawn current, use fuses and cables of suitable cross-section, as shown in theTable 5.26. The fuse must be connected as near as possible to the point of drawing off the current.




Table 5.26

Continuous max current 1)(A)

Cable cross-section(mm2)

4 0.5

10 1

20 2.525 4

35 6

50 10

70 16

90 25120 35

150 50

1) For uses longer than 30 seconds

Depending on the position and therefore the temperature that can be reached in the housing compartment, choose fuses that canbe loaded up to 70% - 80% of their maximum capacity.

It is wise to keep in mind that in grouping a number of cables, it will be necessary to have a reduction in the strength of the currentcompared to the nominal value of a single cable to compensate for the less heat dispersion.

On vehicles where frequent engine starts are done, with current drawing and limited engine rotation times (e.g. vehicles with coldstorage), plan for periodical battery charging to keep it efficient.

The jack connections and terminals will have to be of the protected type, resistant to the weather, using components of the sametype as those originally used on the vehicle.

5.8.7 Operations for changing the wheelbase and the overhang

If the length of the cables must be changed for the new size of the wheelbase and/or of the overhang, there must be a watertightbox of the same characteristics as those on our vehicles.The components used such as cables, couplings, terminal blocks, corrugated pipes, etc. must be of the same type as the ones originallyused and be correctly installed.

5.8.8 Drawing power at a different voltage to that of the system

With the 24V system, if a 12V electric supply is required, it is necessary to use a suitable voltage reducer that draws on the normalcircuit; drawing from a single battery is not allowed for the negative effects that it would have on the batteries when recharging.

Auxiliary 12V+24V connectors on fuse 70601/5.

Both the24Vconnector, via a converter, and the three12Vconnectors are connected to fuse 70601/5.

If 20A are drawn from the 12V connectors, only 5A is available from the 24V connector (to specifythat 20A on the 12V converter means 14A on the electric supply fuse).

5A are always available on the 24V connector; if the 12V connectors are not used, 20A can be reachedon 24V.

The converter is protected from overloads and short-circuiting.

If 20A are used on the 12V and 20A on the 24V, fuse 70601/5 will get damaged.

NOTE




5.8.9 Arrangement of Side Marker Lamps

In someCountries the regulations (national or EC) require the outfitted vehicle to be providedwith sidemarker lamps, dependingon its overall length.

Vehicles Eurocargo are equipped with a special super seal female connector for connecting the electrical power required to supplyside marker lamps.

Making the connections and installing the lights must be done by external Bodybuilders on the added structures (box-bodies, vans, etc.).

The positions of the aforesaid terminals are given below.

!In order to keep the electric characteristics of the contacts of the female connector unchanged overtime, it is important to leave the cap supplied by IVECO attached.

Figure 5.17

116424

4 8869 15 Key (5A max)3 3331 Rh side2 3332 Lh side (cable cross-section 1 mm2)1 0000 Ground

Use the sole kit: 504172783

The pin 1 can support a maximum load of 10A; pins 2 and 3 a maximum load of 6A.

From pin 4 of this connector it is possible to draw an electric supply (24 V) with the key switch (+15) that can be used for outfitswith a power input of no more than 5A.

SPECIAL INSTRUCTIONS FOR -SCR- EXHAUST SYSTEMS 6-1EUROCARGO M.Y. 2008


Index

Index

SECTION 6

Special instructions for -SCR- exhaust system

Page

6.1 General specifications 6-3

6.2 The nitrogen oxide catalytic reduction principle. AdBlue 6-4

6.3 On-board instruments 6-7

6.4 Distribution of the ecological additive AdBlue 6-8

6.5 Specifications for installation and removal 6-9

6.5.1 Operations for positioning the AdBlue tank 6-9

6.5.2 Operations on AdBlue pipes and heating water 6-11

6.5.3 Altering the supply module position 6-17

6.5.4 Operations on the dosing module 6-21

6.5.5 Operations on exhaust pipes 6-24

6.6 Wiring for positioning of SCR system components 6-25

6.7 OBD 1 - Stage 2 6-26

6-2 SPECIAL INSTRUCTIONS FOR -SCR- EXHAUST SYSTEMS EUROCARGO M.Y. 2008


Index




6666.6


6.1 General specifications

This chapter contains important information on the -SCR- exhaust systems fitted on the IVECO series (Eurocargo - Stralis -Trakker).

In order to comply with Euro4 Euro5 standards, IVECO has chosen the SCR (selective catalyst reduction) system to reduce thenitrogen oxide (NOx) emissions produced by exhaust gas.

SCR is an exhaust gas post-treatment system that uses a catalyzer which, by means of a chemical reaction, transforms NOx nitrogenoxyde into nitrogen and water. This chemical reaction is produced by an additive called AdBlue (a solution of urea + water).

Figure 6.1

1. Engine coolant diverter valve - 2. Temperature sensor for exhaust gas coming out of the catalytic converter - 3. Sensorsignal amplifier (5) - 4. Pump module - 5. Nitrogen oxide sensor - 6. Tank for reagent solution (coolant, urea: AdBlue) -7. AdBlue fluid level indicator control - 8. Intake air humidity sensor - 9. Mixing and injection module - 10. Temperature

sensor for exhaust gas entering the catalytic converter - 11. Catalytic converter

125526



The nitrogen oxide catalytic reduction principle. AdBlue


6.2 The nitrogen oxide catalytic reduction principle. AdBlue

The additive is sent from a dedicated reservoir by means of supply module (1) to dosing module (3), which injects AdBlue intothe exhaust pipe.

The mixture thus obtained is then fed to the SCR catalyzer that transforms the NOx into nitrogen and water.

Post-treatment is based on a simple principle: the chemical reaction of ammonia NH3 with nitrogen oxides NO and NO2 producestwo harmless substances: water vapour H2O and nitrogen N2.

The whole system is managed by an electronic control unit.

Figure 6.2

114734

1. Pumping module - 2. Catalyzer - 3. Dosing module - 4. AdBlue reservoir




Main system components

Pump module

Figure 6.3

108128

1. Ad Blue return Pipe to the tank - 2. Ad Blue return Pipe from Dosing module - 3. Ad Blue solution outlet -4. Ad Blue solution inlet - 5. Electrical connection - 6. DCU control unit - 7. Filter - 8. Pre-filter

Dosing module

Figure 6.4

108128

1. Ad Blue inlet - 2. Electrical connection - 3. Ad Blue outlet

Its task is to meter the Ad Blue solution sent to the exhaust pipe upstream of catalyst.




Catalyzer

Figure 6.5

126332

Catalyst, equipped with sound-proofing material, replaces the exhaust silencer.

Inside the catalyst, the exhaust gas nitric oxides are, by reacting with ammonia, converted into free nitrogen and water vapour.

Temperature sensors (1 and 2) and nitric oxide detecting sensor (3) are fitted onto catalyst.

AdBlue reservoir

Figure 6.6

108508



On-board instruments

On---board instruments

6.3 On-board instruments

The on board diagnostic system checks the tank level continuously and informs the driver on the current quantity.

Figure 6.7

116718



Distribution of the ecological additive AdBlue

Distribution of the ecological additive AdBlue

6.4 Distribution of the ecological additive AdBlue

The ’AdBlue’ denomination is recognized internationally; it is an aqueous solution consisting of high purity urea according to theDIN 70070 standard.

It is absolutely safe, non-toxic and non-flammable.

AdBlue manufacturers can assure the product direct distribution to the transporters with huge vehicle fleets, and the oil companiesare also planning to install AdBlue pumps close to diesel fuel pumps within a short time.

In this case it will also be available in tanks. A detailed list of sales outlets throughout Europe is available on the internet site: www.fin-dadblue. com

Figure 6.8

114735

Figure 6.9 Figure 6.10

114737114736



Specifications for installation and removal


6.5 Specifications for installation and removal

The instructions that follow are intended for the AdBlue injection system of the Bosch DENOX2 type, within the SCR system.

If Bodybuilders make changes to the frame, the following procedures must be followed under all circumstances:

- disassembly: disconnect the hydraulic connectors first and then the electric connectors;

- assembly: connect the electric connectors first and then the hydraulic connectors.

Compliance with this assembly/disassembly procedure will ensure that AdBlue does not come into contact with the electricconnectors.

6.5.1 Operations for positioning the AdBlue tank

As regards the AdBlue tank, ensure that:

- the tank ventilation pipe is never closed;

- the reservoir must contain at least 5 l of AdBlue at the end of each operation to ensure the dosing module is cooled;

- after each operation, the tank does not contain more than 85% of AdBlue (corresponding to the max reading of the level sensor)with respect to the tank total volume, so as to guarantee enough room for AdBlue to expand during freezing at temperaturesbelow -11 °C;

- when fitting equipment onto the chassis, there is enough room for the AdBlue fill gun (1, Figure 6.11) to fit completely andcorrectly into the tank filler.

If specific-shaped tanks are available, these must be made out of polyethylene or stainless steel 1.4301, 1.43, in each case the tankheight must be respected.




Removal and refitting of the AdBlue tank

Figure 6.11

102940

1. Cover - 2. Breather pipe - 3. AdBlue pipe - 4. Engine coolant pipe - 5. Electrical connection - 6. AdBlue pipe -7. Engine cooling pipe - 8. Level gauge

Remove cover (1) and remove the water/AdBlue pipes shown in the figure.




Water/AdBlue connectors

Figure 6.12

114742

1. H2O infeed/outfeed connectors for AdBlue heater - 2. AdBlue infeed/outfeed connectors

The temperature and level sensors are connected to the DCU (Dosing Control Unit); the level sensor is specific to each type oftank, therefore its dimensions cannot be modified.

6.5.2 Operations on AdBlue pipes and heating water

After turning off the engine, the outlet ducts (PL/UPL) and the inlet ducts (IL/UIL) must be drained to prevent theAdBlue freezing in the ducts and components if temperatures are low. The time that elapses is approximately 2 minuteand must not be interrupted by premature disconnection or the battery or disconnector. The process may clearly beheard because the AdBlue pump keeps working even after the engine has been turned off.

!

As far as the pipes connecting reservoir, supply module and dosing module are concerned, ensure that:

- the connection pipes between the AdBlue reservoir and the supply module (delivery or inlet line or return or return line) mustbe 5 m;

- the connection pipes between the supply module and the dosing module (delivery or pressure line and return or cooling line)must be 3 m.

The pipes may only be modified using the ”Voss” fittings described in Table 6.1.




Table 6.1 - AdBlue

VOSS/IVECO

Teil -Nr:

Part -No:

Codice:

Benennung Itemname Descrizione Description Descripción

114489

5 4 62 07 00 00

4128 3733EZ 50-7499

Winkelkupplung SV2415/16”Ausführung links;mit MLT 8.8x1.4 PA 0.2Länge 3m und Quetschhülse

ELBOW CONNECTORSV241 5/16” VERSIONLEFT; WITH MLT 8.8x1.4PA0.2 LENGTH 3m ANDCOMPRESSED SLEEVE

RACCORDO ANGOLOSV241 5/16” VERSIONESINISTRA; CON MLT8.8x1.4 PA0.2LUNGHEZZA 3m EBOCCOLA PRESSATA

RACCORD ANGLE SV2415/16” VERSION GAUCHE,AVEC MLT 8.8x1.4 PA0.2LONGUEUR 3 m ETBAGUE PRESSEE

CONEXION EN ANGULOSV241 5/16” VERSIONIZQUIERDA; CON MLT8.8x1.4 PA0.2 LONGITUD3 m Y BOQUILLAPRENSADA

114490

5 4 62 07 56 00

4128 3734EZ 50-7499

Winkelkupplung SV2415/16” Ausführung rechts; mitMLT 8.8x1.4 PA 0.2 Länge3m und Quetschhülse

ELBOW CONNECTORSV241 5/16” VERSIONRIGHT; WITH MLT 8.8x1.4PA0.2 LENGTH 3m ANDCOMPRESSED SLEEVE

RACCORDO ANGOLOSV241 5/16” VERSIONEDESTRA; CON MLT 8.8x1.4PA0.2 LUNGHEZZA 3m EBOCCOLA PRESSATA

RACCORD ANGLE SV2415/16” VERSION DROITE,AVEC MLT 8.8x1.4 PA0.2LONGUEUR 3 m ETBAGUE PRESSEE

CONEXION EN ANGULOSV241 5/16” VERSIONDERECHA; CON MLT8.8x1.4 PA0.2 LONGITUD 3m Y BOQUILLA PRENSADA

114490

5 4 62 08 89 00

4128 3735EZ 50-7499

Geradekupplung SV2415/16”;mit MLT 8.8x1.4 PA 0.2Länge 3mund Quetschhülse

CONNECTOR SV2415/16”; WITH MLT 8.8x1.4PA0.2 LENGTH 3m ANDCOMPRESSED SLEEVE

RACCORDO SV241 5/16”;CON MLT 8.8x1.4 PA0.2LUNGHEZZA 3m EBOCCOLA PRESSATA

RACCORD SV241 5/16”,AVEC MLT 8.8x1.4 PA0.2LONGUEUR 3 m ETBAGUE PRESSEE

CONEXION SV241 5/16”;CON MLT 8.8x1.4 PA0.2LONGITUD 3 m YBOQUILLA PRENSADA

114492

5 4 62 23 26 00

4128 3736EZ 50-7499

Winkelkupplung SV2413/8” Ausführung links;mit MLT 8.8x1.4 PA 0.2Länge 3mund Quetschhülse

ELBOW CONNECTORSV241 3/8” VERSION LEFT;WITH MLT 8.8x1.4 PA0.2LENGTH 3m ANDCOMPRESSED SLEEVE

RACCORDO ANGOLOSV241 3/8” VERSIONESINISTRA; CON MLT8.8x1.4 PA0.2LUNGHEZZA 3m EBOCCOLA PRESSATA

RACCORD ANGLE SV2413/8” VERSION GAUCHE,AVEC MLT 8.8x1.4 PA0.2LONGUEUR 3 m ETBAGUE PRESSEE

CONEXION EN ANGULOSV241 3/8” VERSIONIZQUIERDA; CON MLT8.8x1.4 PA0.2 LONGITUD3 m Y BOQUILLAPRENSADA

114493

5 4 62 23 49 00

4128 3737EZ 50-7499

Winkelkupplung SV2413/8” Ausführung rechts;mit MLT 8.8x1.4 PA 0.2Länge 3mund Quetschhülse

ELBOW CONNECTORSV241 3/8” VERSIONRIGHT; WITH MLT 8.8x1.4PA0.2 LENGTH 3m ANDCOMPRESSED SLEEVE

RACCORDO ANGOLOSV241 3/8” VERSIONEDESTRA; CON MLT 8.8x1.4PA0.2 LUNGHEZZA 3m EBOCCOLA PRESSATA

RACCORD ANGLE SV2413/8” VERSION DROITE,AVEC MLT 8.8x1.4 PA0.2LONGUEUR 3 m ETBAGUE PRESSEE

CONEXION EN ANGULOSV241 3/8” VERSIONDERECHA; CON MLT8.8x1.4 PA0.2 LONGITUD 3m Y BOQUILLA PRENSADA

114494

5 4 62 23 50 00

4128 3738EZ 50-7499

Geradekupplung SV2413/8”;mit MLT 8.8x1.4 PA 0.2Länge 3mund Quetschhülse

CONNECTOR SV241 3/8”;WITH MLT 8.8x1.4 PA0.2LENGTH 3m ANDCOMPRESSED SLEEVE

RACCORDO SV241 3/8”;CON MLT 8.8x1.4 PA0.2LUNGHEZZA 3m EBOCCOLA PRESSATA

RACCORD SV241 3/8”,AVEC MLT 8.8x1.4 PA0.2LONGUEUR 3 m ETBAGUE PRESSEE

CONEXION SV241 3/8”;CON MLT 8.8x1.4 PA0.2LONGITUD 3 m YBOQUILLA PRENSADA

114495

5 4 62 24 70 00

4128 3739EZ 50-7499

Winkelstecker SV246 NG 8Öffnungselement weiss;mit MLT 8.8x1.4 PA 0.2Länge 3mund Quetschhülse

ELBOW CONNECTORSV246 NG 8 RELEASE CLIPWHITE; WITH MLT 8.8x1.4PA0.2 LENGTH 3m ANDCOMPRESSED SLEEVE

RACCORDO ANGOLOSV246 NG 8 ELEMENTODI APERTURA BIANCO;CON MLT 8.8x1.4 PA0.2LUNGHEZZA 3m EBOCCOLA PRESSATA

RACCORD ANGLE SV2418/16” ELEMENTD’OUVERTURE BLANC,AVEC MLT 8.8x1.4 PA0.2LONGUEUR 3 m ETBAGUE PRESSEE

CONEXION EN ANGULOSV246 NG 8 ELEMENTODE APERTURA BLANCO;CON MLT 8.8x1.4 PA0.2LONGITUD 3 m YBOQUILLA PRENSADA

114496

5 4 62 27 60 00

4128 370EZ 50-7499

Winkelstecker SV246 NG 8Öffnungselement schwarz;mit MLT 8.8x1.4 PA 0.2Länge 3mund Quetschhülse

ELBOW CONNECTORSV246 NG 8 RELEASE CLIPBLACK; WITH MLT 8.8x1.4PA0.2 LENGTH 3m ANDCOMPRESSED SLEEVE

RACCORDO ANGOLOSV246 NG 8 ELEMENTODI APERTURA NERO;CON MLT 8.8x1.4 PA0.2LUNGHEZZA 3m EBOCCOLA PRESSATA

RACCORD ANGLE SV2418/16” ELEMENTD’OUVERTURE NOIR,AVEC MLT 8.8x1.4 PA0.2LONGUEUR 3 m ETBAGUE PRESSEE

CONEXION EN ANGULOSV246 NG 8 ELEMENTODE APERTURA NEGRO;CON MLT 8.8x1.4 PA0.2LONGITUD 3 m YBOQUILLA PRENSADA

114497

5 4 66 12 06 49

4128 3741EZ 50-7499

Set Verbinder MLT;1 Verbinder NW62 1-Ohr Schellen1 Montageanleitung

ACHTUNGMontageanleitung9 1 77 00 02 20beachten

SET CONNECTOR MLT;1 CONNECTOR NW62 RETAINING CLIP1 ASSEMBLYINSTRUCTIONATTENTION TAKENOTICE OF ASSEMBLYINSTRUCTION 9 1 77 0002 20

SET DI RACCORDO;1 RACCORDO NW62 FASCETTA1 ISTRUZIONE DIMONTAGGIO PRESTAREATTENZIONE AL’ISTRUZIONE DIMONTAGGIO 9 1 77 0002 20

SET DE RACCORD ;1 RACCORD NVV62 COLLIER1 INSTRUCTION DEMONTAGE RESPECTERLES INSTRUCTIONS DEMONTAGE 9 1 77 00 0220

JUEGO DE CONEXION;1 RACOR NW62 ABRAZADERAS1 INSTRUCCIONES DEMONTAJE PRESTARATENCION A LASINSTRUCCIONES DEMONTAJE 9 1 77 00 02 20

114498

5 4 64 11 16 00

4128 3742EZ 50-7499

RohrMLT 8.8x1.4 PA0.2Länge 10m

TUBE MLT 8.8x1.4 PA0.2LENGTH 10m

TUBO MLT 8.8x1.4 PA0.2LUNGHEZZA 10m

TUBE MLT 8.8x1.4 PA0.2LONGUEUR 10m

TUBO MLT 8.8x1.4 PA0.2LONGITUD 10 m

114500

5 4 62 35 74 00

4128 3743EZ 50-7499

Stecker Trennstelle;mit MLT 8.8x1.4 PA 0.2Länge 3m undQuetschhülse

CONNECTOR SECTIONPOINT; WITH MLT 8.8x1.4PA0.2 LENGTH 3m ANDCOMPRESSED SLEEVE

RACCORDO PIASTRA DISEZIONAMENTO; CONMLT 8.8x1.4 PA0.2LUNGHEZZA 3m EBOCCOLA PRESSATA

RACCORD PLAQUE DESECTIONNEMENT, AVECMLT 8.8x1.4 PA0.2LONGUEUR 3 m ETBAGUE PRESSEE

CONEXION CHAPA DESEPARACION; CON MLT8.8x1.4 PA0.2 LONGITUD3 m Y BOQUILLAPRENSADA

114501

5 4 62 35 75 00

4128 3744EZ 50-7499

KupplungTrennstelle;mit MLT 8.8x1.4 PA 0.2Länge 3m undQuetschhülse

CONNECTOR SECTIONPOINT; WITH MLT 8.8x1.4PA0.2 LENGTH 3m ANDCOMPRESSED SLEEVE

RACCORDO PIASTRA DISEZIONAMENTO; CONMLT 8.8x1.4 PA0.2LUNGHEZZA 3m EBOCCOLA PRESSATA

RACCORD PLAQUE DESECTIONNEMENT, AVECMLT 8.8x1.4 PA0.2LONGUEUR 3 m ETBAGUE PRESSEE

CONEXION CHAPA DESEPARACION; CON MLT8.8x1.4 PA0.2 LONGITUD3 m Y BOQUILLAPRENSADA




Table 6.1 - (cont.) Cooling waterVOSS/IVECO

Teil -Nr:

Part -No:

Codice:


114502

5 4 62 28 42 00

4128 3745 EZ50-7499

Winkelstecker SV246 NG12 Öffnungselement weiss;mit Rohr Grilamicl 13x1.5Länge 3m

ELBOW CONNECTORSV246 NG 12 RELEASECLIP WHITE; WITHGRILAMID TUBE 13x1.5LENGTH 3m

RACCORDO ANGOLOSV246 NG 12 ELEMENTODI APERTURA BIANCO;CON TUBO GRILAMID13x1.5 LUNGHEZZA 3m

RACCORD ANGLE SV246NG 12 ELEMENTD’OUVERTURE BLANC,AVEC TUBE GRILAMID13x1.5 LONGUEUR 3m

CONEXION EN ANGULOSV246 NG 12 ELEMENTODE APERTURA BLANCO;CON TUBO GRILAMID13x1.5 LONGITUD 3 m

114503

5 4 62 29 49 00

4128 3746 EZ50-7499

Winkelstecker SV246 NG12 Öffnungselement blau;mit Rohr Grilamid 13x1,5Länge 3m

ELBOW CONNECTORSV246 NG 12 RELEASECLIP BLUE; WITH TUBEGRILAMID 13x1.5 LENGTH3m

RACCORDO ANGOLOSV246 NG 12 ELEMENTODI APERTURA BLU; CONTUBO GRILAMID 13x1.5LUNGHEZZA 3m

RACCORD ANGLE SV246NG 12 ELEMENTD’OUVERTURE BLEU,AVEC TUBE GRILAMID13x1.5 LONGUEUR 3m

CONEXION EN ANGULOSV246 NG 12 ELEMENTODE APERTURA AZUL;CON TUBO GRILAMID13x1.5 LONGITUD 3 m

114504

0 0 26 11 50 00

4128 3747 EZ50-7499

Verbinder NW 10 CONNECTOR NW 10 RACCORDO NW 10 RACCORD NW 10 CONEXION NW 10

114505

5 4 64 19 08 00

4128 3748 EZ50-7499

Rohr GRILAMID 13x1.5Länge 10m

TUBE GRILAMID 13x1.5LENGTH 10m

TUBO GRILAMID 13x1.5LUNGHEZZA 10m

TUBE GRILAMID 13x1.5LONGUEUR 10m

TUBO GRILAMID 13x1.5LONGITUD 10 m

114506

5 4 62 35 76 00

4128 3749 EZ50-7499

Stecker Trennstelle; mit RohrGrilamid 13x1,5 Länge 3m

CONNECTOR SECTIONPOINT; WITH TUBEGRILAMID 13x1.5 LENGTH3m

RACCORDO PIASTRA DISEZIONAMENTO; CONTUBO GRILAMID 13x1,5LUNGHEZZA 3m

RACCORD PLAQUE DESECTIONNEMENT AVECTUBE GRILAMID 13x1,5LONGUEUR 3m

CONEXION CHAPA DESEPARACION; CON TUBOGRILAMID 13x1,5LONGITUD 3 m

114507

5 4 62 35 77 00

4128 3750 EZ50-7499

Kupplung Trennstelle; mitRohr Grilamid 13x1,5 Länge3m

CONNECTOR SECTIONPOINT; WITH TUBEGRILAMID 13x1.5 LENGTH3m

RACCORDO PIASTRA DISEZIONAMENTO; CONTUBO GRILAMID 13x1,5LUNGHEZZA 3m

RACCORD PLAQUE DESECTIONNEMENT AVECTUBE GRILAMID 13x1,5LONGUEUR 3m

CONEXION CHAPA DESEPARACION; CON TUBOGRILAMID 13x1,5LONGITUD 3 m

Table 6.1 - (cont.) Corrugated pipeVOSS/IVECO

Teil -Nr:

Part -No:

Codice:


114479

5 4 66 11 37 00

4128 3751 EZ50-7499

Wellrohr NW37 Länge 3m CORRUGATED HOSENW37 LENGTH 3m

TUBO CORRUGATONW37 LUNGHEZZA 3m

TUBE CANNELE NW37LONGUEUR 3m

TUBO CORRUGADONW37 LONGITUD 3 m

114480

5 4 66 12 10 00

4128 3752 EZ50-7499





114481

5 4 66 12 09 00

4128 3753 EZ50-7499





Table 6.1 - (cont.) Breather pipeVOSS/IVECO

Teil -Nr:

Part -No:

Codice:


114511

5 4 66 09 65 00

4128 3757 EZ50-7499

Verbinder NW 6 CONNECTOR NW 6 RACCORDO NW6 RACCORD NW6 CONEXION NW6

114512

5 4 64 19 09 00

4128 3758 EZ50-7499

Rohr 6x1 PA12PHLY Länge10m

TUBE 6x1 PA12PHLYLENGTH 10m

TUBO 6x1 PA12PHLYLUNGHEZZA 10m

TUBE 6x1 PA12PHLYLONGUEUR 10m

TUBO 6x1 PA12PHLYLONGITUD 10 m

114513

5 4 66 10 21 00

4128 3759 EZ50-7499

Verbinder NW 10 CONNECTOR NW 10 RACCORDO NW10 RACCORD NW10 CONEXION NW10

114478

5 4 64 19 10 00

4128 3760 EZ50-7499

Rohr 10x1 PA12PHLYLänge 10m

TUBE 10x1 PA12PHLYLENGTH 10m

TUBO 10x1 PA12PHLYLUNGHEZZA 10m

TUBE 10x1 PA12PHLYLONGUEUR 10m

TUBO 10x1 PA12PHLYLONGITUD 10 m




Table 6.1 - (cont.) Components

VOSS/IVECO

Teil -Nr:

Part -No:

Codice:


114477

5 0 99 11 64 00

4128 3761 EZ50-7499

Schutzkappe Tank 0° PROTECTION CAP TANK0°

CAPPA DI PROTEZIONESERBATOIO 0°

CAPUCHON DEPROTECTION RESERVOIR0°

COBERTURA DEPROTECCION DEPOSITO0°

114488

5 0 99 11 71 00

4128 3762 EZ50-7499

Schutzkappe Tank 90° PROTECTION CAP TANK90°

CAPPA DI PROTEZIONESERBATOIO 90°

CAPUCHON DEPROTECTION RESERVOIR90°

COBERTURA DEPROTECCION DEPOSITO90°

114499

5 4 66 09 30 00

4128 3763 EZ50-7499

Faltenbalg CONVOLUTED RUBBERGAITER SOFFIETTO SOUFFLET RESPIRADERO

114508

5 4 66 09 64 00

4128 3764 EZ50-7499

T-Stück für Wellrohr NW37T-CONNECTOR FORCORRUGATED HOSENW37

DISTRIBUTORE A T PERTUBO CORRUGATONW37

DISTRIBUTEUR EN T POURTUBE ANNELE NW37

DISTRIBUIDOR EN T PARATUBO CORRUGADONW37

114509

5 3 49 03 21 00

4128 3765 EZ50-7499

Deckplatte Trennstelle COVERPLATE SECTIONPOINT

PIASTRA DI COPERTURAPUNTO DISEZIONAMENTO

PLAQUE DECOUVERTURE POINT DESECTIONNEMENT

CHAPA DE COBERTURAPUNTO DE SEPARACION

114510

5 3 49 03 20 49

4128 3766 EZ50-7499

Grundplatte Trennstelle BASE PLATE SECTIONPOINT

PIASTRA DI BASE PUNTODI SEZIONAMENTO

PLAQUE DE BASE POINTDE SECTIONNEMENT

CHAPA DE BASE PUNTODE SEPARACION

Table 6.1 - (cont.) Tools

VOSS/IVECO

Teil -Nr:

Part -No:

Codice:


114482

5 9 94 52 14 00

Iveco: 9938710150-7499

KunststoffrohrMontagezange

NYLON TUBEMOUNTING PLIERS

PINZA DI MONTAGGIOPER TUBO PLASTICA

PINCE DE MONTAGEPOUR TUBE PLASTIQUE

ALICATES DE MONTAJEPARA TUBO DEPLASTICO

5 9 94 71 53 49

Iveco: 9938710250-7499

Spannbacken für Rohr MLT8.8x1.4

CLAMPING JAWS FORTUBE MLT 8.8x1.4

MORSA PER TUBO MLT8.8x1.4

GRIFFE DE SERRAGE POURTUBE MLT 8.8x1.4

MORDAZA PARA TUBOMLT 8.8x1.4

114484

5 9 94 65 41 00

Iveco: 9938710350-7499

Spannbacken für RohrGRILAMID 13x1.5 (08/ 010/012/ 013)

CLAMPING JAWS FORTUBE GRILAMID 13x1.5(08/ 010/ 012/ 013)

MORSA PER TUBOGRILAMID 13x1.5 (08/ 010/012/ 013)

GRIFFE DE SERRAGE POURTUBE GRILAMID 13x1.5(08/ 010/ 012/ 013)

MORDAZA PARA TUBOGRILAMID 13x1.5 (08/ 010/012/ 013)

114485

5 9 94 71 55 00

Iveco: 9938710450-7499

Werkzeugeinsatz Aufnahmefür Verbinder NW6(Harnstoff)

TOOLING INSERT COLLETFOR CONNECTOR NW 6(AD-BLUE)

INSERTO STAMPOALLOGIAMENTO PERCONNETTORI NW6(UREA)

EMPREINTE MOULELOGEMENTCONNECTEURS NVV6(UREE)

UTIL ESTAMPACIONALOJAMIENTO PARACONEXIONES NW6(UREA)

114486

5 9 94 69 16 49

Iveco: 9938710550-7499

Werkzeugeinsatz Aufnahmefür Verbinder NW10(Kühlwasser)

TOOLING INSERT COLLETFOR CONNECTOR NW10 (COOLING WATER)

INSERTO STAMPOALLOGIAMENTO PERCONNETTORI NW10(AQUA DIRAFFREDDAMENTO)

EMPREINTE MOULELOGEMENTCONNECTEURS NW10(EAU DEREFROIDISSEMENT)

UTIL ESTAMPACIONALOJAMIENTO PARACONEXIONES NW10(AGUA DEREFRIGERACION)

114487

5 9 94 71 56 00

Iveco: 9938710650-7499

Aufweitdorn für Rohr MLT8.8x1.4

WIDENING SPIKE FORTUBE MLT 8.8x1.4

MANDRINOALLARGATUBI MLT 8.8x1.4

MANDRIN ADUDGEONNER MLT8.8x1.4

MANDRIL PARAAVELLANAR TUBOS MLT8.8x1.4

9 7 51 00 00 08 Klemmzange fürEinohrschelle

CLAMPING PLIERS FORCLIP RETAINER

MORSETTO PERFASCETTA

CLIP POUR COLLIER DESERRAGE

UTIL PARAABRAZADERAS

5 9 94 84 72 00 Kunstoffrohr-Schneidezange NYLON TUBE SCISSORS TRONCHESE PER TUBO INPLASTICA

TRICOISES POUR TUBE ENPLASTIQUE

CORTADOR DE TUBO DEPLASTICO

5 9 94 84 74 00Ersatzklinge fürKunstoffrohr-Schneidezange(2 Stück)

SPARE BLADE FORNYLON TUBE SCISSORS

LAMA DI RICAMBIO PERTRONCHESE PER TUBO INPLASTICA

LAME DE RECHANGE DETRICOISES POUR TUBE ENPLASTIQUE

CUCHILLA DE RECAMBIOPARA CORTADOR DETUBO DE PLASTICO

- Whenworking on the pipes, it is compulsory towork in a completely dust-free environment to prevent dust reaching the injector.

- Restore all the pipe insulation (water and Urea pipes) to prevent freezing.




6.5.2.1 Instructions for lengthening and shortening the AdBlue ducts on the vehicle

1) Mark the delivery and returns ducts before separating them to ensure that they are correctly positioned during subsequentassembly. The maximum permitted length for ducts must not exceed 5 m from the reservoir to the supply module and 3 mfrom the supply module to the dosing module.

2) Cut the AdBlue duct (MLT Rehau - VOSS HWL 8.8 x 1.4 PA wall thickness 0.2 mm and 0.4 mm PA/PUR) with the appropriatepipe cutting clippers in order to ensure an accurate cutting area. For reasons of space, it is advisable to divide the AdBlue deliveryand return ducts along the length of the line.

Figure 6.13

123261

3) The special band is pushed by the fitting toward the end of the pipe.

4) The pipe is inserted in the pipe jaws and secured by clips. The end of the duct should extend4-5mmfrom the clips. The tighteningforce must be adjusted using adjustment screw (A) (the distance of the jaws without the pipe must be approximately 1-2 mm).

Figure 6.14

123262

A

5) Fit expanding pin (B) in the tool element and push the transport bar mechanically toward the pipe until the pin cone fits fullyinto the pipe. Then pull the bar back and remove the expansion plug.




Figure 6.15

123263

B

C

6) The expanded side of the joint on the duct to be fitted must be moistened with water to above the O-Ring and fitted into thetool insert. The connector must be pressed toward pipe by hand through the transport bar until the profile of the pipe expanderis centred within the inner diameter of the pipe.

7) Use the appropriate lever to push the connector into the pipe to the end of the expansion pin. It is advisable to exercise continu-ous pressure while doing this.

8) Release the locking jaws, position the special bands up to 5+1 mm from the collar and press using the manual pliers (C).




6.5.3 Altering the supply module position

On some body models or for some types of service, it is necessary for components of the AdBlue system such as the AdBluetank, the dosing module or the supply module to be fitted in another part of the vehicle.

When moving the AdBlue components, take particular care over the height differences between them. Relevant examples areshown in the following figures.

Figure 6.16

117474

1. AdBlue reservoir - 2. Pumping module - 3. Dosing module - 4. Siphon compulsory

The supply module must be fitted on a fixed base. The preferred fitting position of the supply module is vertical with the attachmentsfacing down. A different position is possible within the measurements shown below. The fitting position on Stralis vehicles corre-sponds to layout in version b.When connecting the AdBlue pipe to the DM, ensure that the pipe is fitted leading upwards just beforethe DM (illustration below).

Figure 6.17

117474




If the position of the supply module (SM) is altered, a check must be carried out to ensure that the environmental temperaturecorresponds to that of the original installation. In case of doubt, it is advisable to re-check the temperatures.The following abbreviations may be used in the description of the component position:

Figure 6.18

• AdBlue reservoir (T)

• Supply module(SM)

• Dosing module (DM)

• AdBlue delivery pipe (UIL)

• AdBlue pressurised pipes (UPL)

• AdBlue cooling pipes (UCL)

• AdBlue return pipe (URL)

123265

1. Reservoir ventilation - 2. Residual air - 3. Return line - 4. Temperature sensor - 5. AdBlue level sensor -6. Delivery line - 7. Reservoir minimum level - 8. Reservoir heater

The AdBlue reservoir is lower than the supply module(SM):

The maximum intake height corresponds to the difference between reference point (6) = lower edge of the supply moduleand the lower edge of the intake duct (5). The intake height must not exceed 1 m.

Figure 6.19

123266

1. Supply module (SM) - 2. Supply line - 3. AdBlue reservoir - 4. AdBlue minimum level - 5. Intake duct lower edge -6. Lower edge of supply module




The AdBlue reservoir is higher than the supply module(SM):

The maximum intake height corresponds to the difference between the lower edge of intake pipe (5) and the highest point ofintake duct (2). This height must not exceed 1 m.

Figure 6.20

123267

1. AdBlue reservoir - 2. Upper edge of intake pipe - 3. Level of AdBlue in reservoir - 4. Supply module -5. Lower edge of intake pipe

Dosing module (DM) is lower than supply module (SM):The upper edge of delivery duct (2) must be located above reference point (8).

123268

1. Supply module - 2. Upper edge of intake duct - 3. AdBlue reservoir - 4. Level of AdBlue in reservoir -5. AdBlue minimum level - 6. Siphon - 7. Dosing module (DM) - 8. Lower edge of supply module

Figure 6.21




The AdBlue reservoir is higher than the supply module (SM):

The upper edge of delivery duct (1) must be located above reference point (5).

Figure 6.22

123269

1. Pressurised pipe - 2. AdBlue level - 3. AdBlue reservoir - 4. Minimum level of AdBlue - 5. Lower edge of supply module




6.5.4 Operations on the dosing module

When the dosing module requires repositioning, note some important precautions.

Figure 6.23

114743

STRUCTURE OF THE MEASURING MODULE

1. Heatshield - 2. Temperature sensor - 3. Valve holder - 4. AdBlue connectors - 5. Dosing valve - 6. Cooling adapter -7. Insulation

Figure 6.24

117475A "158 mm

- Inside the exhaust gas pipe is placed a diffuser (1) therefore the pipe interested CANNOT be modified.




Orientation of dosing module (DM) in the exhaust pipe:

When positioning the DM, a distinction is drawn between the positioning rotation angle in the exhaust pipe and the exhaustpipe installation angle (see following figure).

Figure 6.25

123270Angle of rotation of DM in exhaust pipe

Exhaust pipe installation angle

123271

Orientation of dosingmodule (DM) in relation to angleof rotation in exhaust pipe:

To prevent operating errors and damage to the DM, thefollowing positions must be respected during installa-tion:

- 315° - 45° (A)The increasing heat in the exhaust pipe may damagetheDM or cause it to malfunction. In this case, a heatshield must be installed under all circumstances.

- 90° - 270° (D)The AdBlue fluid contained in the dosing module. InIf temperatures are very low, this may freeze anddamage the module.

- 45° - 90° and from 270° to 315° (C - E)In this position installation is possible, a minimumquantity of AdBlue remains in the module.

- 60° - 70° (B)This is the idea position for installing the DM andmust be absolutely preferred if conditions permit.

Exhaust gas pipe installation angle:

The installation angle must be between +45° and-90°.




Installation of the form of dosing in relationship to the catalyst SCR:

Figure 6.26

123272

Mixer pipe length

Silencer

Example of DM installation:

- exhaust pipe angleof inclination 45°.

- rotation of DM +90°SCR catalyticconverter

The exhaust pipe input into the SCRcatalytic converter must be as low aspossible

The exhaust pipe input into theSCR catalytic convertermust be locatedas lowas possible. If the cata-lytic converter is turned so that the exhaust pipe input is located in the upper part, there is a dangerof the hot exhaust gases going back into the dosingmodule if the engine stalls, with a consequent riskof damage.

NOTE

123273

Distance of the DM from the SCR catalytic converter:

On IVECO Cursor engines, the distance of the DM from the SCR catalyticconverter must not be less than 1200 mm. Lower distances must be checked andauthorised in each individual case.In some conversions, it may be necessary to locate the SCR catalytic converterin a new position on the vehicle. Taking into consideration the above conditions,the exhaust gas (start ormixer pipe to the inlet of the SCR plug)may be extendedup to 3 m.A further extension of the exhaust gas pipe makes it absolutely necessary to insu-late the pipe to avoid excessive heat dispersion with a possible consequent mal-function of the SCR system SCR.

An overall exhaust pipe length of 6 mmust not be exceeded under any circum-stances.

The distance ( X ) between the DM and the next bend depends on the angleand the following distances must be complied with:

- 30° bend > distance 150 mm

- 45 bend > distance 200 mm

- 90° bend > distance 300 mm

If an adaptation should be necessary due to the tubomixer, the following require-ments must be observed:To prevent the formation of sediment in the exhaust pipe behind the mixer dueto sharp edges or welds, a connection to the mixer must be created at least10 mm before the end of its internal duct.




If the dosing module is moved, the pipes and electrical wiring must be modified.NOTE

6.5.5 Operations on exhaust pipes

The exhaust pipe layout cannot be changed without the approval of IVECO.NOTE

The exhaust pipe can be modified paying attention to the following warnings:

- type approved (homologated) counter-pressures must be respectedwhen determining the exhaust pipe route. Form bendswithangles greater than 90° and radius of curvature greater than 2.5 times the pipe diameter. Keep the exhaust pipe far enough awayfrom rubber or plastic parts and fit heat shields if necessary.

- it is not permitted to use pipes with diameters, thicknesses and materials other than those used for the original equipment.- it is permitted to use hoses with limited lengths.- in some conversions, it may be necessary to locate the SCR catalytic converter in a new position on the vehicle. Taking intoconsideration the above conditions, exhaust gas pipe (start of mixer pipe to the SCR plug intake) may be extended up to 3 m.

- a further extension of the exhaust gas pipe makes it absolutely necessary to insulate the pipe to avoid excessive heat dispersionwith a possible consequent malfunction of the SCR system.

An overall exhaust pipe length of 5 m must not be exceeded under any circumstances.

Electrical wiring:

- it is only possible to lengthen cables for the temperature sensors.- it is not possible to alter the length of the Nox sensor cable.



Wiring for positioning of SCR system components

Wiring for positioning of SCR system components

6.6 Wiring for positioning of SCR system components

If the SCR system components are moved (e.g. total or partial movement of the rails and lengthening of wheelbase), Iveco makesavailable replacement material and wiring to ensure final product quality.

Replacement of cables for repositioning SCR system components

Chassis wiring C-MET / UDS

COMPONENTSORIGINALWIRING

SUBSTITUTIVEWIRING

MARKING

SCR dosing module solenoid valve L = 800 mm 78266

Catalytic converter sensor out connection (4-way super seal) L = 250 mm st 59

Urea tank temperature and level sensor with SCR L = 300 mm 85142

C-EFM/UDS to CILC connection cable (4-way super seal) L = 1000 mm L = 5000 mm 44030

Engine water circulation solenoid valve for UREA heating with SCR L = 500 mm 78267

UREA filter outlet heater with SCR L = 400 mm 61150

Control for SCR pumping module L = 800 mm 85140

Wiring E-A/MET

Bridle for connection from NOx sensor to EFM control unit

Bridle length 2 m.(to be added to standard cable, in longer wheelbases and/or in case of wheelbase lengthening)

des. n° 504279753

Bridle length 2.6 m.(to be added to standard cable, in longer wheelbases and/or in case of wheelbase lengthening)

des. n° 504280652



OBD 1 - Stage 2

OBD 1--- Stage 2

6.7 OBD 1 - Stage 2

As of 1 October 2007, the Directive on emissions requires makers of industrial vehicles to provide for a reduction of engineperformance if, during vehicle use, NOx emissions do not meet the requirements fixed by the standard.Therefore, in case of driving with the AdBlue tank empty (AdBlue level below doser minimum operation quantity), or other causesnot allowing the vehicle to respect the NOx emissions prescribed by the standard, the engine will undergo a reduction in perform-ance (derating), signalled in advance by lighting up of the yellow OBD indicator on the instrument panel.

CONDITION CONSEQUENCE SYMBOL

AdBlue remains approximately 10%below the tank capacity

Driver notified (warning light flashes)YELLOW

Non-compliance with Nox values estab-lished in standards:

• AdBlue tank empty

• Dosing stopped

• Any deviation greater than 50% ofaverage AdBlue consumption

AdBlue warning light comes on with con-tinuous light, reduction in engine per-formance and fault code stored for400 days or 9600 hours of engine oper-ation

warning light

125201

This decrease in performance is activated the first time the vehicle is brought to null speed and lasts until restoration of antipollutiondevices normal operating conditions, allowing the vehicle to again respect the NOx emissions (e.g. if the AdBlue tank is empty justrefill it) and has no effect on the reliability of the vehicle.The on board control unit records (compulsory by law) these events so that they are also available for checks by the Police.

EUROCARGO M.Y. 2008 ME DI UM R A N G E - ibb.iveco.comibb.iveco.com/Body Builder...

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