Modifying the chassis

GB

We reserve the right to make changes in the course of technical development. 2000 MAN Nutzfahrzeuge Aktiengesellschaft Reprinting, reproduction or translation, even of excerpts, is not permitted without the written permission of MAN. All rights, in particular under copyright, are strictly reserved by MAN. Trucknology and MANTED are registered trademarks of MAN Nutzfahrzeuge AG. Where designations are trademarks they are, even without the or sign, acknowledged as the proprietor's protected marks.

Modifying the chassis

Page

1 2 3 4
4.1 4.2

Safety at work Corrosion protection Storage of vehicles Materials and frame data
Materials for frames and subframes Frame data

1 1

2 2
2 2

5
5.1 5.2 5.3 5.4

Modifying the frame

Drill holes, riveted joints and screw connections on the frame Cut-outs on the frame Welding the frame Modifying the frame overhang

7
7 9 10 12

6 7 8 9
9.1 9.2 9.3 9.3.1 9.3.2 9.4

Modifications to the wheelbase Retrofitting equipment Retrofitting of leading and trailing axles Propshafts
Single joint Jointed shaft with two joints Three-dimensional propshaft layout Propshaft system Forces in the propshaft system Modifying the propshaft layout in the driveline of MAN chassis

15 17 18 20
20 21 21 23 23 24

10 11
11.1 11.2 11.3 11.4 11.4.1 11.4.2

Central lubrication system Modifying the cab

General Extending the cab Spoilers, aerodynamics kit Roof sleeper cabs and raised roofs Fundamentals for the installation of roof cabs Roof openings

24 24
24 24 25 25 25 26

12
12.1 12.2

Axle location, suspension, steering

General Stability, inclination

27
27 28

13
13.1 13.2 13.3 13.4 13.5 13.6

Add-on frame components

Underride guard Sideguards Spare wheel Wheel chocks Fuel tanks Liquid gas systems and auxiliary heaters

29
29 30 33 34 34 34

14

Gas engines: Handling of high-pressure gas installations

35

Modifying the chassis

15
15.1 15.2 15.3

Modifications to the engine

Air intake, exhaust gas path Engine cooling Engine encapsulation, noise insulation

36
36 36 36

Index

37

Modifying the chassis

Modifying the chassis

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

Safety at work

Observe accident prevention regulations, in particular: Do not breathe in any harmful gases/fumes, such as exhaust gas, harmful substances released during welding or fumes from cleaning agents and solvents; extract them from the work area using suitable equipment. Secure the vehicle to prevent it from rolling. Make safe any equipment when removing it. Observe the special handling regulations for vehicles with natural gas engines, see section 14 "Gas engines" in this booklet.

Corrosion protection

Surface and corrosion protection affects the service life and appearance of the product.The quality of the coatings on body components, therefore, should in general equal that of the chassis. To ensure this requirement, the MAN Works Standard M 3297 "Corrosion protection and coating systems for non-MAN bodies" is binding for bodies that are ordered by MAN. If the customer commissions the body, this standard is considered to be a recommendation. Should the standard not be observed, MAN cannot accept any guarantee as to the consequences. MAN works standards can be obtained from Department TDB (for address, see "Addresses" booklet). In series production, MAN chassis are coated with environmentally friendly, water-based 2-component chassis top-coat paints. Drying temperatures are up to approx. 80C. To guarantee uniform coating, the following coating structure is required for all metal component assemblies on the body and subframe and whenever modifications to the chassis frame have been carried out: Bright (SA 2.5) metallic component surface Primer coat: 2-component EP bond primer, approved in accordance with MAN works standard M 3162-C, or, if possible Cathodic dip painting to MAN works standard M 3078-2, with zinc phosphate pre-treatment Top coat: 2-component top-coat paint to MAN works standard M 3094, preferably water-based; if there are no facilities for this, then solvent-based paint is also permitted. See the relevant data sheets from the paint manufacturer for information on tolerances for drying and curing times and temperatures. When selecting and combining different metals (e.g. aluminium and steel), the effect of the electrochemical series on the occurrence of corrosion at the boundary surfaces must be taken into consideration (insulation). The compatibility of materials must be taken into consideration; e.g. the electrochemical series (cause of stress corrosion). After all work on the chassis has been completed: Remove any drilling swarf Remove burrs from the edges Apply wax preservative to any cavities.

Modifying the chassis 1

Mechanical connections (e.g. bolts, nuts, washers, pins) that have not been painted over, must be given optimum corrosion protection (e.g. "Dacromet" coating to MAN standard 183-2 or VDA 235-102, surfaces 40 and 45). To prevent salt corrosion whilst the vehicle is stationary during the body-building phase, all chassis must be washed with clean water to remove any salt residues as soon as they arrive at the body manufacturer.

Storage of vehicles

If the chassis are to be out of action for 3 months or more, they must be treated in accordance with MAN standard M3069 Part 3 "Temporary corrosion protection for commercial vehicles out of action for a specified period of time". Please contact the nearest MAN centre/authorised workshop for instructions on how to carry out this procedure correctly. Follow the instructions contained in the "Handling batteries" section of the "Electrics, wiring" booklet, depending on how long the vehicle will be out of action.

4
4.1

Materials and frame data

Materials for frames and subframes

For the purposes of achieving standardised designations in Europe, the European Committee on Standardisation (CEN) has developed new steel standards. Included in these are the principal general (DIN EN 10025) and fine-grain structural steels (DIN EN 10149) used in commercial vehicle construction. These replace the DIN/SEW designations used up till now. The material numbers have been adopted by the European standards organisation and are unchanged; the short name of a material can therefore be found if the material number is known. The following steels are used for the frame/subframe:
Table 1: Steels and their short designations, according to the old and new standards

Material No. 1.0037 1.0570 1.0971 1.0974 1.0978 1.0980 1.0984

Old material Old designation standard St37-2* St52-3 DIN 17100 DIN 17100

New material New 0,2 0,2 [N/mm]2 [N/mm]2 designation standard 235 340-470 S235JR 355 490-630 S355J2G3 260 370-490 S260NC 340 420-540 (S340MC) 380 450-590 (S380MC) 420 480-620 S420MC 500 550-700 S500MC DIN EN 10025 DIN EN 10025

Suitability for chassis frame / subframe not suitable well suited

QStE260N* SEW 092 QStE340TM SEW 092 QStE380TM SEW 092 QStE420TM SEW 092 QStE500TM SEW 092

DIN EN 10149-3 only for L2000 4x2, , not for point loads not for point loads well suited DIN EN 10149-2 well suited DIN EN 10149-2 well suited

* For strength reasons, materials S235JR (St37-2) and S260NC (QStE260N) are, respectively, not suitable or only suitable to a limited degree. They are therefore only permitted for subframe longitudinal and cross members that are subject only to line loads from the body. Mounted equipment with locally applied forces, such as liftgates, cranes and cable winches, always requires steels with a yield point of 0.2 350 N/mm2. 4.2 Frame data

Table 2 gives a frame profile code for the respective model number and wheelbase. The frame profile data are then listed in Table 3 under this code.

2 Modifying the chassis

Table 2: Allocation of frame profile codes

Tonnage L 2000 8t

Model

Design

Wheelbase

Profile code

L20 L21 L33 L34 L22 L23 L20 L21 L33 L34 L24 L25 L35 L36 L26 L27

LC LC LLC LLC LAC, LAEC LAC, LAEC LC, LK LC, LK LLC; LLS LLC, LLS LC, LK LC, LK LLC, LLS LLC, LLS LAC, LAEC LAC, LAEC

all except*

12

8t

all

21

9t

all

13

10 t

all 13

10 t

all

21

* Models L20, L21, L33, L34 have profile code 13 if: suffix = LLS (semitrailer) or suffix = LK-LV (load crane preparation in front of load platform) or wheelbase = 3000 or wheelbase 4600 M2000L 12 t L70 L71 L72 L73 L74 L75 L76 L77 L79 L80 L81 L82 L83 L84 L86 L87 L88 L89 L90 L84 L86 L95 LC, LK LC, LK LLC, LLK LLC, LLK LC, LK LC, LK LLC, LLK LLC, LLK LLLC LAC, LAK LC, LK LC, LK LLC, LLK LLC, LLK LLLC LC, LK LLC, LLK LLLC LAC, LAK LNLC LNLLC DLC all 5

14 t

< 4500 4500

5 19

14 t

all < 4500 4500

19 5 19

15 t

18 t 18 t 20 t 26 t

< 5500 5500 all 3675+1350 >3675+1350

27 28 26 5 19 27

Continued on page 4

Modifying the chassis 3

Table 2: Continued from page 3

Tonnage M2000M

Model

Design

Wheelbase

Profile code

14 t

M31 M32 M32 M33 M34 M38 M39 M40 M41 M42 M43 M44

MC, MK MLC MLS MLLC MAC, MAK MC, MK MLC, MLS MLLC MAC, MAK MNLC MNLLC MVLC < 5750 5750 all all

19 19 27 19 19 27 28 26 28

18 t 18 t 25 t F2000

19 t

T01 T02 T03 T04 T31 T32 T33 T34 T62 T20 T50

F FL FLL FA F FL FLL FA FL FLL FLL FNLL FNLL FNL FNLL FVL FNL FNLL FVL DF DFL DF DFL DFL DFA DF DFA DF DFA DF DF DFA VF VF VF VF

4800 > 4800

23 22

19 t

all all

23 23

23 t T05 6x2 T35 T06 T07 26 t T08 6x2 T36 T37 T38 T09 26 t T10 6x4 T39 T40 T70 27/33 t 6x4 6x6 T12 T18 T42 T48 T72 T78 T43 T44 T15 T16 T45 T46

all (if required, depending on chassis)

22 23

all

23

all except DFC: 3825+1400 DFAC: 4025+1400 all all except VF-TM VF/N-HK

23

24 24 24 24 22 23 23

40 t 6x4 / 6x6 32/35/41 t 8x4

Continued on page 5

4 Modifying the chassis

Table 2: Continued from page 4

Tonnage E2000

Model

Design

Wheelbase

Profile code

19 t E51 4x2 E61 19 t 4x4 26 t 6x2/4 6x2-4 6x4-4 6x4/4 6x4/2 6x6/2 E52 E62 E42 E53 E63 E56 E66 E40

FLK/M, FLS/M FALS, FALK FVLC FNLC FAVLC,FAVLK DFARC, DFRS, DFRLS FANLC, FNALC FNALC, DFALC VFNLC VFLC DF DFL DFAP FVNL VFL VF VFA DFVS DFVLS VFP VFAP VFVP VFAVP

all all all all all all all

23 22 24 22 22 23 29

28 t E47 6x4-4 E67 6x6-4 30/33 t E50 6x4, 6x6 E60 32 t 8x2/4 E55 8x2/6 E65 8x4/4 33 t E59 6x2/2 E69 6x4/2 E99 33 t 6x6-4 E72 32 t /35 t 35 t 35 t / 41 t 50 t 41 t 42 t 50 t E73 E88 E58 E68 E75 E95 E74 E78 E77 E79

all 2600 > 2600

29 23 22

all all all all 35 t / 41 t 50 t all all all

24 29 22 22 22 29 29 29 29

Modifying the chassis 5

Fig. 1: Explanation of profile data TDB-128

Fig. 2: Frame inserts in the longitudinal member TDB-128a

Bo t h H Surface centre of gravity S

R

Bo t h H ey ex
R

Surface centre of gravity S

ey ex

Bu

TDB-128

Bu

TDB-128a

Table 3: Profile data for longitudinal frame members

Nr 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27

H [mm] 220 222 222 224 220 322 262 260 224 262 273 209 210 220 222 234 220 218 222 260 210 330 270 274 266 224 268

h [mm] 208 208 208 208 208 306 246 246 208 246 247 200 200 208 208 220 208 208 208 246 200 314 254 254 254 208 254

Bo Bu t R G 0,2 B [mm] [mm] [mm] [mm] [kg/m] [N/mm 2 ] [N/mm 2 ] 80 80 75 75 70 80 78 78 80 80 85 65 65 70 70 65 75 70 70 70 65 80 80 80 80 70 70 85 80 75 75 70 80 78 78 80 80 85 65 65 80 80 65 75 70 70 70 65 80 80 80 80 70 70 6 7 7 8 6 8 8 7 8 8 7

1) 1)

A ex e y lx W x1 W x2 ly W y1 W y2 [mm 2 ] [mm] [mm] [cm 4 ] [cm 3 ] [cm 3 ] [cm4 ] [cm 3 ] [cm 3 ] 2171 2495 2425 2768 2021 3632 3120 2733 2848 3152 3836 1445 1605 2081 2425 2381 2081 1686 2355 2621 1605 3696 3216 4011 2417 2688 2677 21 20 18 19 16 17 18 18 20 19 26 15 15 18 18 15 18 16 17 15 15 17 18 19 18 17 15 110 1501 111 1722 111 1641 112 1883 110 1332 161 4821 131 2845 130 2481 112 1976 131 2896 136 4463 105 105 868 967 138 155 148 168 121 299 217 191 176 221 327 83 92 131 152 145 127 101 141 177 92 311 231 286 175 160 185 135 155 148 168 121 299 217 191 176 221 327 83 92 124 144 145 127 101 141 177 92 311 231 286 175 160 185 135 142 118 133 85 176 155 138 160 167 278 52 58 105 120 80 103 72 97 101 58 177 168 204 130 109 102 64 71 66 70 53 104 86 77 80 88 108 35 39 58 67 53 57 45 57 67 39 104 93 107 72 64 68 21 24 21 25 16 28 26 23 27 27 47 10 12 17 19 16 18 13 18 18 12 28 27 33 21 21 19

10 10 10 10 10 10 10 10 10 10 6 8 8 10 10 8 10 10 10 10 8 10 10 10 10 10 10
2)

17 20 19 22 16 29 24 21 22 25 31 11 13 16 19 19 16 13 18 21 13 29 25 31 19 21 21

430 430 430 430 430 430 430 430 430 430 355 260 260 430 430 430 430 430 430 420 420 420 430 420 420 420 420

570..600 570..600 570..600 570..600 570..600 570..600 570..600 570..600 570..600 570..600 510 420 420 570..600 570..600 570..600 570..600 570..600 570..600 530..670 530..670 530..670 530..670 530..670 530..670 530..670 530..670

4,5 5 6 7 7 6 5 7 7 5 8 8 10 6 8 7

107 1399 108 1638 117 1701 110 1400 109 1105 111 1560 130 2302 105 967

165 5125 135 3118 137 3919 133 2325 112 1789 134 2482

1) Upper and lower flange 13 mm thick 2) Outer radius 10 mm

Continued on page 7

6 Modifying the chassis

Table 3: continued from page 6

Nr 28 29 30

H [mm] 270 334 328

h [mm] 254 314 314

Bo Bu t R G 0,2 B [mm] [mm] [mm] [mm] [kg/m] [N/mm 2 ] [N/mm 2 ] 70 80 80 70 80 80 8 10 7 10 10 10 24 36 25 420 420 420 530..670 480..620 480..620

W y1 W y2 A ex e y lx Wx1 Wx2 ly [mm 2 ] [mm] [mm] [cm 4 ] [cm 3 ] [cm 3 ] [cm 4] [cm 3 ] [cm 3 ] 3056 4611 3237 15 17 16 135 2843 167 6429 164 4476 211 385 273 211 385 273 114 215 158 76 126 99 21 34 25

5
5.1

Modifying the frame

Drill holes, riveted joints and screw connections on the frame

If possible, use the holes already drilled in the frame. No drilling should be carried out in the flanges of the frame longitudinal member profile sections, i.e. in the upper and lower flanges (see Fig. 3). The only exception to this is at the rear end of the frame, outside the area of all the parts fitted to the frame that have a load-bearing function for the rearmost axle (see Fig. 4). This also applies to the subframe. Drill holes on the frame can be closed up by welding. It is possible to have drill holes along the entire usable length of the frame (see Fig. 5). However, the permissible distances between holes must be adhered to (see Fig. 6). After drilling work, rub down all holes and remove any burrs. Several frame components and add-on components (e.g. corner plates with cross member, thrust plates, platform corner pieces) are riveted to the frame during series production. If modifications to these components need to be carried out afterwards, screw connections with a minimum strength class of 10.9 and mechanical keeper are permitted. MAN recommends double nip countersunk bolts/nuts with dacromet coating. The manufacturers stipulated tightening torque must be adhered to. Alternatively, it is possible to use high-strength rivets (e.g. Huck-BOM, flanged collar bolts) manufacturers handling instructions must be followed. The riveted joint must be at least equivalent to the screw connection in terms of design and strength. In principle, though they have never been tried by MAN, it is also possible to use flange bolts. MAN would like to point out that, because they do not have a keeper as such, flange bolts place considerable requirements on installation accuracy. This particularly applies when the bolt grip is short.

Modifying the chassis 7

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

TDB-155

Fig 4: Drill holes at frame end TDB-032

0 00 1
TDB-032

8 Modifying the chassis

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

TDB-069

Fig. 6: Distances between drill holes TDB-021

incorrect

correct a
d

b a

b a 40 b 50 d 13 on L2000 d 13 on all other truck chassis

TDB-021

5.2

Cut-outs on the frame

No cut-outs may be made on the frame longitudinal and cross members (see Fig. 7). The function of the frame cross members must not be adversely affected. Therefore cut-outs are not permitted and drill holes and openings are only permitted to a limited extent. For examples, see Figs. 8 and 9. Under no circumstances make openings or drill holes in cross members made of tubular profile sections.

Modifying the chassis 9

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

TDB-091

Fig. 8 Making an opening at the top of the frame cross member TDB-125

Fig. 9 Making an opening at the bottom of the frame cross member TDB-124

TDB-125

TDB-125

TDB-124

5.3

Welding the frame

Welders must have sufficient knowledge about carrying out welding work on vehicles. Specialist training in the welding of vehicles is therefore required. In Germany, evidence of aptitude, in accordance with DIN 18800 Part 7, is required. Welding work may only be carried out at the points indicated in this Guide any other welding work on the frame and the suspension is not permitted if it is not contained in the instructions in the MAN repair manuals or described in the Guide to Fitting Bodies. Follow the special handling instructions required for vehicles with natural gas engines, see 14 "Gas engines". The frames of MAN commercial vehicles are made from high-strength fine-grain steels. The frame material is suitable for all tested and recognised arc welding procedures, including inert gas shielded arc welding. Any form of heat treatment is prohibited.

10 Modifying the chassis

When arc welding, use electrode B10 as the filler metal, whilst filler rod SG3 should be used for inert gas shielded arc welding. It is important to prepare the area of the weld thoroughly before welding so that a high-quality join can be achieved. Heat-sensitive parts must be protected or removed. The areas where the part to be welded joins the vehicle and the earth terminal on the welding equipment must be bare; therefore remove any paint, corrosion, oil, grease, dirt, etc. The welding must be done using direct current; note the polarity of the electrodes.

Fig. 10 Protecting heat-sensitive parts TDB-156

Polyamid-Rohre Tube Plastique Plastic Tube

TDB-156

Pipes/wires (air, electric) around the area of the weld must be protected against heat. It is better to remove them completely. Do not carry out any welding if the ambient temperature falls below +5C. No undercuts are to be made whilst carrying out welding work (see Fig. 11). Cracks in the weld seam are not permitted. As far as the quality of the weld seams is concerned, it is recommended that assessment groups BS or BK of DIN 8563 should be aimed for. Joint seams on the longitudinal members are to be made as V or X seams in accordance with DIN 1912 in several passes (see Fig 12). Vertical welds should be done from bottom to top (Fig. 13).
Fig. 11: Undercuts TDB-150 Fig. 12: Welding an X and Y seam TDB-003

at least 2 passes

No undercuts Root pass

TDB-150

TDB-003

Modifying the chassis 11

Fig. 13: Vertical welds on the frame TDB-090

Direction of welding
TDB-090

To prevent damage to electronic assemblies (e.g. alternator, radio, ABS, EDC, ECAS), follow the following procedure: Disconnect the battery positive and negative leads; join the loose ends of the cables together (- with +) Turn on the battery master switch (mechanical switch) or bypass the electric battery master switch on the solenoid (disconnect cables and join together)) Attach the earth clip of the welding equipment directly to the area to be welded, ensuring there is good conductivity (see above) If two parts are to be welded together, connect them together first, ensuring good conductivity (e.g. connect both parts to the earth clip) Electronic components and assemblies do not have to be disconnected if the above-mentioned requirements are followed exactly. 5.4 Modifying the frame overhang

When the rear overhang is modified, the centre of gravity for the payload and the body shifts and as a result the axle loads change. Only an axle load calculation can show whether this is within the permissible range. Such a calculation is therefore essential and must be carried out before beginning the work. A specimen axle load calculation can be found in the "Calculations" booklet. If the frame overhang is to be extended, the profile section to be welded on must be of a similar material quality to the original frame longitudinal members (see Tables 2 and 3). A minimum of S355J2G3 = St 52-3 (Table 1) is required. Extending the overhang with several profile sections is not permitted. If the overhang has already been extended, the frame longitudinal member is to be removed right back to its original length. The overhang is then to be extended by the required amount by attaching a new profile section of the appropriate length (see Fig. 14). Wiring harnesses with appropriate fittings are available from MAN for frame extensions. They can be obtained from the spare parts service. Only wiring harnesses with seal connectors are permitted. Technical information on seal connectors and how to handle them is available for body manufacturers from MAN dept. TDB. Follow the instructions in the "Electrics, wiring" booklet regarding the paths of the cables.

12 Modifying the chassis

Fig. 14: Extending the frame overhang TDB-093

Frame overhang

Frame overhang

TDB-093

If vehicles with short overhangs are to be extended, the existing cross member between the rear spring hangers is to be left in place. An additional frame cross member must then be provided if the distance between the cross members is more than 1500 mm (see Fig. 15). A tolerance of +100 mm is permitted. An end cross member must always be fitted.
Fig. 15: Max. distance between frame cross members TDB-092

1500
TDB-092

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

Modifying the chassis 13

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

ec Dir 0

tio

tr of

a ve

n. mi

10

TDB-017

Even when a frame overhang has been extended, the standard trailer load remains the same. When the frame overhang is shortened, the largest possible technical trailer load is possible. The rear end of the frame may be tapered as in Fig. 17. The reduced cross-section of the frame longitudinal member that this causes must still provide sufficient strength. Tapers in the area of axle location parts are not permitted.
Fig. 17: Tapering at the end of the frame TDB-108

Interior height end cross member height

30 800

No taper in the area of axle location parts

TDB-108

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

14 Modifying the chassis

Modifications to the wheelbase

The wheelbase influences the load on the front and rear axles and thereby the static design and the driving and braking dynamics of the vehicle. Before carrying out any modifications to the wheelbase, therefore, it is essential that an axle load calculation is carried out. A specimen axle load calculation is contained in the "Calculations" booklet. Modifications to the wheelbase can be made by Moving the entire rear axle assembly Disconnecting the longitudinal frame members and adding or removing a section of frame. On models that have rod-type steering linkage to the trailing/leading axle (e.g. 6x2/4 M44, T08, T38, L84, L86), the steering linkages must be re-designed. MAN cannot provide assistance if the intended wheelbase is not available ex works. On models with "ZF-Servocom RAS" hydraulic positive trailing-axle steering (e.g. 6x2-4 T35 T36, T37) the steering arms fitted to the trailing axle must have a different steer angle, depending on the extent of the change in the wheelbase between the 1st and 2nd axle. See Table 4.
Table 4: Steering arms on 6x2-4 with ZF-Servocom RAS trailing-axle steering

Wheelbase [mm] - 2nd axle 4100 < 4100 5000 > 5000 max. 6000

Steering arm Product number 81.46705.0366 81.46705.0367 81.46705.0368

Steer angle - trailing axle 16,5 15 12

If changing the wheelbase involves disconnecting the frame longitudinal members, the weld seams must be secured with angle inserts, in accordance with Fig. 18 or Fig. 19. On frames with factory-fitted inserts, the retrofitted insert is to be butt-welded to the factory-fitted insert as shown in the drawing. In this case, the weld seam for the inserts must not be in the same place as the weld seam for the frame. Approval by MAN is not required if the new wheelbase remains between the minimum and maximum standard wheelbase for the respective production vehicle (as defined by model number, see "General" booklet). However, the wheelbase must have been modified in accordance with all the points listed in this Guide. MAN cannot make any statements as to the driving, steering, braking performance or strength of wheelbase modifications if the new wheelbase is shorter than the shortest or longer than the longest standard wheelbase. If the new wheelbase is the same as a standard wheelbase, the layout of the propshafts and the cross members must be the same as for the standard wheelbase. If the vehicle with the comparable standard wheelbase has a stronger frame, then the frame of the vehicle with the modified wheelbase must be reinforced so that at the very least the same section modulus and planar moment of inertia can be achieved. This is done by selecting a corresponding subframe and a suitable joint between the truck frame and the subframe, e.g. compliant or resistant to thrust (see "Bodies" booklet). The frame should not be disconnected in the area around: Points where loads are introduced Modifications to the profile section (bends in the frame minimum distance 200 mm) Axle locating system and suspension (e.g. spring hangers, trailing arm mountings), minimum distance 200 mm Frame inserts (for exception, see above) Transmission mountings (including transfer cases on all-wheel drive vehicles).

Wiring harnesses with appropriate fittings are available from MAN for frame extensions. These make the necessary changes to the wiring layout considerably easier. See the "Electrics, wiring" booklet for paths of cables. The welds must correspond with assessment group BS or BK from DIN 8563/3.

Modifying the chassis 15

Fig. 18: Shortening the wheelbase TDB-012

2 >550 = =

100 >50 25 25

4 = >750 20 =

30

Use the existing frame drill holes in the area of the angle inserts. Rivet pitch on average 75. Distance between drill holes in accordance with the Guide to Fitting Bodies. Level the weld seam where parts should be in contact. Weld seam must comply with assessment group BS, DIN 8563, Part 3. Use profile sections with equal flange lengths. Width is the same as the inner width of the frame. Tolerance of 5 mm is permitted. Rolled sections to DIN 1029 are not permitted. Thickness same as frame thickness. Tolerance of 1 mm is permitted. Material St 52-3 Rivet diameter 10 DIN 124 Cq 15N Observe the max. distance between frame cross members, as stated in the Guide to Fitting Bodies.

>40

3
TDB-012

16 Modifying the chassis

Fig. 19: Extending the wheelbase TDB-013

300 75 >50 >50 25 25

1 4 15 >375

5 15

30

Use the existing frame drill holes in the area of the angle inserts. Angle inserts must be of one piece if wheelbase extension is <1000 mm. Uniform rivet pitch throughout, on average 75. Distance between drill holes in accordance with the Guide to Fitting Bodies. Level the weld seam where parts should be in contact. Weld seam must comply with assessment group BS, DIN 8563, Part 3. Use profile sections with equal flange lengths. Width is the same as the inner width of the frame. Tolerance of 5 mm is permitted. Rolled sections to DIN 1028 or DIN 1029 are not permitted. Thickness same as frame thickness. Tolerance of 1 mm is permitted. Material St 52-3 Rivet dia. 10 DIN 124 Cq 15N Extend the wheelbase using a section of the original frame longitudinal member. Observe max. distance between frame cross members as stated in the Guide to Fitting Bodies. 3
TDB-013

4 5

Retrofitting equipment

The manufacturer of the equipment must obtain MANs agreement regarding its installation. MANs approval must be made available to the workshop carrying out the work. The workshop is obliged to request MANs approval from the equipment manufacturer. If there is no approval, then it is the responsibility of the equipment manufacturer, and not the workshop carrying out the work, to obtain it. Under no circumstances does MAN accept responsibility for the design or for the consequences of non-approved retrofitted equipment. The conditions stated in this Guide and in the approvals must be followed. Only under these conditions will MAN accept warranty for its share of the delivery. The body manufacturer is responsible for the parts that he supplies, for carrying out the work and for any possible consequences. As part of his supervision obligations, the body manufacturer is also responsible for other companies working on his behalf.

>40

Modifying the chassis 17

An approval procedure must include documents which contain a sufficient amount of technical data and which it is possible to inspect. Such documents include approvals, test reports and other similar documents that have been drawn up by the authorities or other institutions. Approvals, reports and clearance certificates that have been compiled by third parties (e.g. TV, DEKRA, authorities, test institutes) do not automatically mean that MAN will also issue approval. MAN can refuse approval even though third parties have issued clearance certificates. Unless otherwise agreed, approval only refers to the actual installation of the equipment. Approval does not mean that MAN has checked the entire system with regard to strength, driving performance etc., or has accepted warranty. The responsibility for this lies with the company carrying out the work, since the end product is not comparable with any MAN production vehicle. Retrofitting of equipment may change the vehicles technical data. The equipment manufacturer and/or the company carrying out the work is responsible for calculating and issuing this new data, e.g. for obtaining data for subframe dimensioning or the fitting of liftgates and loading cranes. Adequate service and operating instructions must be provided. We recommend coordinating the maintenance intervals for the equipment with those for the vehicle.

Retrofitting of leading and trailing axles

In some circumstances MAN may approve the retrofitting of axles if sufficient information is provided before work commences. In addition to the data listed in the "General" booklet, the documents that must be submitted to MAN department TDB (for address, see "Addresses" booklet) must also contain the following information: Measures for reinforcing the frame Dimensions Material Design Suspension system Axle load distribution Axle installation (drawing) Number and strength of screw connections, type of screw keeper Axle loads of all axles, of unladen and fully laden vehicle, including wheelbases Axle load calculation Specification of the additional wheel brakes, with the necessary brake data: - Diameter of drums - Width of lining - C* value - Cam radius (for cam brakes) - Length of brake lever - Size of cylinder - Contact moment.

The approval refers only to the installation of the axle and does not mean that MAN has checked the entire system for strength, driving performance etc. or has assumed warranty. We recommend that a requirement list is drawn up for the necessary test drives with the modified vehicle. This will enable the company carrying out the work to identify any weak points. Before installing the axle, a check needs to be made to see if the driveline is sufficient for the new permissible gross weight (clutch, transmission). If anything is not clear, contact MAN department TDB (for address, see "Addresses" booklet). The suspension compression travel of the retrofitted axles must be at least as high as the compression of the drive axle. During compression, the drive axle must reach the end stop first so that the drive axle retains its traction. In some circumstances, the chassis frame will have to be reinforced. This can be done, for example, by a sufficiently sized subframe and a suitable connection between the truck frame and the subframe, e.g. compliant or resistant to thrust (for definition, see "Bodies" booklet).

18 Modifying the chassis

Frame cross members must be positioned where the force application points of the axle guidance system are located. Longitudinal and lateral forces must be absorbed safely. In some circumstances, the frame will need to be reinforced at these points. Existing cross members must be used. The axles to be installed must be suitable for installation as well as the intended use. The axle manufacturer must approve and confirm that the axles are suitable for installation and use in a truck. For this purpose, the axle manufacturer must be informed of how his product is intended to be used. If the axle manufacturers guidelines introduce limitations above and beyond those found in the MAN Guide to Fitting Bodies, then these must be observed as well. Lifting axles may be lifted only if the technically permissible axle loads cannot then be exceeded and the minimum front axle load is sufficient. For minimum front axle load, see the "General" booklet. If pressure reducing valves are fitted, they must be selected so that any vehicle overload is shared by the axles, including leading and trailing axles, in the ratio of their axle loads. An additional air reservoir capacity is required both for the additional brake cylinders and for the spring bellows of air-sprung axles. Guidelines for additional air reservoir capacity: 20 litres for air suspension, per axle 20 litres for brakes, per axle. It is highly recommended that the largest possible air compressor be used to reduce the fill time. Vehicles intended for off-road use must have axle load compensation. In axle load compensation, the air pipes of the air bellows act more or less as throttles on account of the small pipe cross-section. As a result, an air-sprung leading or trailing axle is only suitable for off-road use to a limited extent. The installation of leading or trailing axles changes the centre of gravity position for the payload and the body. This is to be taken into account when designing and installing the body. If retrofitted axles are located in the area of the propshaft system, then sufficient clearance for the propshaft must be ensured. It is important that dynamic axle loads and spring travels with additional safety factors are taken into account. The changes to the braking system of the entire vehicle that the installation of a leading or trailing axle necessitates are to be agreed with MAN, Department TDB. On request, MAN can provide the corresponding documentation of the brake system fitted to the original production vehicle. A braking calculation for the entire vehicle is an essential pre-requisite for approval. MAN requires the following for the wheel brake on each retrofitted axle: Double brake cylinder for controlling the brake via the service and parking brake system Linkage adjusters with automatic adjustment Use of the same type of brake (depending on model, drum brake with wedges, drum brake with cam actuation, or disc brake) and the same lining quality as on MAN wheel brakes, alternatively original MAN brakes Direction of actuation of brake only in the direction of rotation of the drum Bleed hole of the brake cylinder located at the lowest point of the brake cylinder On vehicles with ABS: linking of the additional axle(s) to the ABS control system of the drive axle, in accordance with MAN functional drawings The maintenance intervals of the additional axle(s) must be matched to those of the vehicle. The suspension system of the retrofitted axle must be adapted to that of the truck and not the other way round. Shock absorbers, anti-roll bars and links form part of the suspension system. Air-sprung additional axles are permitted on leaf-sprung vehicles. However, the fitting of leaf-sprung axles to vehicles with air-sprung drive axles is not permitted. When working on the steering system, the company carrying out the work is obliged to comply with all safety requirements, because failures or faults on such systems put life at risk.

Modifying the chassis 19

Safety in this respect means: Component safety Safe handling Safe braking. The main requirements in terms of component safety are, for example: Secure screw connections reliably and permanently For transmission components, provide materials with sufficient elongation properties, e.g. for steering drop arms, track rod arms, tie rods, etc. If components are affected in the event of any overloading, plastic deformation should occur, but no fractures Easy maintenance. Even though the entire steering system has been conscientiously designed in theory, a practical test with measurements is vital, particularly with new designs. The results of the road tests must also be taken into account in the design in retrofit situations as well, i.e. after the product has been completed. They will form the basis that will ensure safe steerability in critical situations, such as in emergency braking and extreme cornering. During braking the springs to be used should not exhibit any S deflection that would have a hazardous effect on steering behaviour.

Propshafts

Jointed shafts located in areas where people walk or work must be encased or covered. For more information, see the accident prevention regulation "Power-operated equipment" (VBG-5). For addresses of trade associations, see the "Addresses" booklet. 9.1 Single joint

When a single cardan joint, universal joint, or ball joint is rotated uniformly whilst bent, this results in a non-uniform movement on the output side (see Fig. 20). This non-uniformity is often referred to as cardan error. The cardan error causes sinusoidal-like fluctuations in rotational speed on the output side. The output shaft leads and trails the input shaft. The output torque of the propshaft fluctuates in line with this, despite constant input torque and input power.
Fig. 20: Single joint TDB-074

TDB-074

Because acceleration and deceleration occur twice during each revolution, this type of propshaft and layout cannot be permitted for attachment to a power take-off. A single joint is feasible only if it can be proven without doubt that because of the mass moment of inertia rotational speed and the angle of deflection the vibrations and loads are not significant.

20 Modifying the chassis

9.2

Jointed shaft with two joints

The non-uniformity of the single joint can be compensated for by combining two single joints in one propshaft. However, full compensation of the movement can be achieved only if the following conditions are met: Both joints have the same deflection angle, i.e. 1 = 2 The two inner joint forks must be in the same plane The input and output shafts must also be in the same plane, see Figs. 21 and 22. All three conditions must always be met simultaneously so that the cardan error can be compensated for. These conditions exist in the so-called Z and W arrangements (see Figs. 21 and 22). The common deflection plane that exists for Z or W arrangements may be rotated about the longitudinal axis. The exception is the three-dimensional propshaft layout, see Fig. 23.
Fig. 21: W propshaft layout TDB-075

comm o deflec n tion p lane

TDB-075

Fig. 22: Z propshaft layout TDB-076

1 2
comm o deflec n tion p lane
TDB-076

9.3

Three-dimensional propshaft layout

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

Modifying the chassis 21

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

t ffse of o gle Plane II An afts 2 and 3 formed by sh

ne I Fork in pla s 1 and 2 ed by shaft form

R2

R1
Fork in plane I

Fork in plan

e II
TDB-077

The condition that the resulting solid angle R1 on the input shaft must be exactly the same as the solid angle R2 on the output shaft still applies. Therefore: R1 = R2 where: R1 = resulting solid angle of shaft 1 R2 = resulting solid angle of shaft 2 The resulting solid deflection angle R is produced from the vertical and horizontal deflection of the propshafts and is calculated as:
Formula 1: Resulting solid deflection angle

tan2 R = tan2 v + tan2 h

The required angle of offset is produced for the horizontal and vertical deflection angles of the two joints:
Formula 2: Angle of offset

tan 1 =
Where: R v h = = = =

tan h1 ; tan v1

tan 2 =

tan h2 ; tan v2

= 1 + 2

Resulting solid deflection angle Vertical deflection angle Horizontal deflection angle Angle of offset

Note: With three-dimensional deflection of the propshaft with two joints, only the resultant solid deflection angles need to be the same. In theory, therefore, an infinite number of layout options can be formed from the combination of the vertical and horizontal deflection angles. We recommend that the manufacturers advice be sought for determining the angle of offset of a three-dimensional propshaft layout.

22 Modifying the chassis

9.3.1

Propshaft train

If the design dictates that greater lengths have to be spanned, propshaft systems comprising two or more shafts may be used. Fig. 24 shows three basic forms of propshaft systems in which the position of the joints and the drivers with respect to each other were assumed to be arbitrary. Drivers and joints are to be matched to each other for kinematic reasons. The manufacturers of the propshafts should be contacted when designing the system.
Fig. 24: Propshaft train TDB-078

TDB-078

9.3.2 Forces in the propshaft system Bending angles in propshaft systems of necessity bring additional forces and moments. If a telescoping propshaft is subjected to a longitudinal shift whilst transmitting moments, further additional forces will occur. Taking the propshaft apart, twisting the two halves of the shaft and then putting them back together again will not compensate for the non-uniformity. Instead, it will increase it. This "testing" may cause damage to the propshafts, the bearings, the joint, the splined shaft profile and the equipment. Therefore, it is essential to observe the markings on the propshaft. These markings must be opposite each other when assembled (see Fig. 25).
Fig. 25: Marking on propshaft TDB-079

2 1
TDB-079

Do not remove existing balancing plates and do not confuse propshaft parts; otherwise imbalance will occur again. If one of the balancing plates is lost or propshaft parts are replaced, the propshaft should be balanced. Despite careful design of a propshaft system, vibrations may occur that may cause damage if the cause is not eliminated. Suitable measures must be used to cure the problem, such as installing dampers, the use of constant velocity joints or changing the entire propshaft system and the mass ratios.

Modifying the chassis 23

9.4

Modifying the propshaft layout in the driveline of MAN chassis

Body manufacturers normally modify the propshaft system when: modifying the wheelbase as a retrofit operation installing retarders The following must be observed: The deflection angle of each cardan shaft in the driveline must be a maximum of 7 in each plane, when loaded. If propshafts are to be extended, the entire propshaft system must be re-designed by a propshaft manufacturer (for addresses, see "Addresses" booklet). Every propshaft must be balanced before installation. Any modification to the lightweight propshaft system on the L2000 4x2 range (for definition, see "General" booklet) may be carried out only by Eugen Klein KG (for address, see "Addresses" booklet) or companies working on its behal. When installing retarders, the retarder manufacturer must submit an approval from MAN. The details stated in the approval must also be adhered to by the workshops carrying out the work.

10

Central lubrication system

Chassis can be factory-fitted with BEKA-MAX central lubrication systems. It is possible to connect up body equipment (e.g. fifth-wheel coupling, loading crane, liftgate). However, only pump elements, progressive distributors and metering valves with MAN product numbers or from BEKA-MAX may be used. The body manufacturer is to ensure that the required quantities of lubricant are provided, depending on: Number of pump strokes Delivery quantity per stroke and Pause time between strokes. However, under no circumstance should the quantity be below that required for the chassis (= basic factory setting). Observe the BEKA-MAX instructions. These can be obtained from the MAN spare parts service (product number of German language version 81.99598.8360) or from BEKA-MAX (for address, see "Addresses" booklet).

11
11.1

Modifying the cab

General

Modifications to the cab must be approved by MAN, department TDB (for address, see "Addresses" booklet). Safety requirements have the highest priority and the safety of occupants must not be detrimentally affected under any circumstances by the modifications. Ride comfort is to be maintained. Tilting performance of tiltable cabs should not be affected. The radius that the outline of the cab describes during the tilting process should be adhered to. The tilting radii are shown in the chassis drawings. Chassis drawings can be obtained from our MANTED on-line system or by fax order from department TDB (for address/fax number, see "Addresses" booklet). 11.2 Extending the cab

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

24 Modifying the chassis

The cab components, as delivered, would then comprise: Floor assembly Front wall with windscreen Side walls with doors Rear corner pillars Lower section of the back wall with cab locking mechanism Fittings, compartments in the lower area, seats and seatbelts Cab suspension and tilting mechanism of the standard cab.

The following are also available ex-works: Fuel tank for crew cab Provisional battery mounting for transportation, including battery cable extension Package of additional parts for crew cab (with same locks as cab extension and door handles and window lifters with MAN parts). The body builder must: Re-design the cab suspension. Strengthen the standard cab longitudinal members. Move the coolant expansion tank. The coolant level must be higher than the upper edge of the engine and passengers should not be exposed to any risk of injury from hot coolant. Move the oil dipstick (note fill height) and oil filler neck in accordance with the cab modification. Ensure that the cab can tilt sufficiently. The cab must be tilted by means of a hydraulic tilting mechanism. A minimum tilt angle of 30 is recommended. Tilted cabs must have an adequate safety mechanism. Compile an operating manual. Take account of the changed centre of gravity conditions and the body lengths. Calculate the new technical data for the entire vehicle. Assume liability for the components he has supplied and any effects they are likely to have. MAN has developed its own chassis with driver platform for rigid connections between cabs and bodies. These have the model designation FOC, e.g. 8.163 FOC. MAN has drawn up its own Guide to Fitting Bodies for FOC chassis; this is available from MAN department BVT (for address, see "Addresses" booklet). 11.3 Spoilers, aerodynamics kit

It is possible to retrofit a roof spoiler or an aerodynamics kit. Original MAN spoilers and aerodynamics kits can be factory-fitted but are also available for retrofitting from our spare parts service. Only the proper mounting points and rain channel on the cab roof should be used. Ensure there is sufficient clamping length (rain channel). No additional holes in the cab roof are permitted. 11.4 Roof sleeper cabs and raised roofs

11.4.1 Fundamentals for the installation of roof cabs It is possible to install roof sleeper cabs (top-sleepers) and raised roofs provided that the following conditions are met: Approval must be obtained from MAN. This is the responsibility of the roof cab manufacturer and not the workshop carrying out the work. Section 7 "Retrofitting equipment" in this booklet applies. The manufacturer of the roof cab is responsible for compliance with specifications (in particular safety regulations, e.g. trade association guidelines), decrees and regulations (e.g. GGVS). A securing device (to prevent the cab from closing by itself when it is tilted) must be installed. If the tilting process differs from that for the standard MAN cab, a simple but comprehensive operating manual must be drawn up. The dimensions for the resulting cab centre of gravity must be complied with by the cab with its attachment, and evidence of this is to be brought - see Fig.26. Cab suspension that is suitable for the installation of a roof cab must already be fitted or must be retrofitted for the installation of the roof cab (see Table 5). The conditions and maximum weights listed in Table 5 are to be observed.

Modifying the chassis 25

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

825 10% Centre of gravity of top-sleeper

820 10%

Resulting centre of gravity 560

Cab floor Cab centre of gravity

y 825 approx. 660 kg

Dimension y will be determinedby the body builder

TDB-110

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

Model

Model number (see 'General' 'booklet) L20 - L36

Cab

Equipment required

Maximum weight, incl. equipment 120 kg 120 kg 130 kg 200 kg 130 kg 200 kg

L2000

Compact (K) short Medium (M); twin cab (D)

Cab suspension for top-sleeper Not possible Cab suspension for top-sleeper N ot possible Cab suspension for top-sleeper Air-sprung cab suspension for top-sleeper Cab suspension for top-sleeper Air-sprung cab suspension for top-sleeper

M2000L

L70 - L95

Compact (K) short Medium (M); twin cab (D)

M2000M

M31 - M44

Short-haul (N) short Long-haul (F) ) long

F2000

T01 - T78

Short-haul (N) short Large-capacity (G) long

A retrofit conversion for the installation of roof cabs is possible. The cab suspension and tilt mechanism components required for this can be obtained from the MAN spare parts service. 11.4.2 Roof openings The following instructions for access openings in the roof also apply, as appropriate, for the design of other roof openings such as for the installation of glass roofs or sliding roofs. For the installation of a roof cab, the existing opening in the cab roof can be used as an access opening, see Fig. 27. The standard roof framework and the standard cut-out in the roof panel are to be left unchanged.

26 Modifying the chassis

Fig. 27: Normal access opening TDB-146

TDB-146

Enlarging the access opening is permitted, provided that the stipulations in Fig. 28 are taken into account. If longitudinal or lateral bows have to be removed and are not replaced, the remaining roof frame must be stiffened with suitable reinforcement measures (e.g. original MAN high-roof design), so that a stable assembly is formed between the roof, front wall, side walls and rear wall.
Fig. 28: Enlarged access opening TDB-145

TDB-145

12
12.1

Axle location, suspension, steering

General

Work on axle location and steering components, such as links, steering arms, springs, dampers and their brackets and mountings on the frame are not permitted. Suspension components or spring leaves must not be modified or removed. Leaf springs may be replaced only as a complete part and only in pairs (left and right-hand side). The spare part number of the leaf springs must be listed on the ALB plate; otherwise, a new ALB plate, with corresponding amendments, is required. If the suspension system is to be modified on one axle (e.g. changed from leaf to air suspension), approval from MAN, department TDB, is required (for addresses, see "Addresses" booklet). Before the conversion, appropriate documentation is to be sent to MAN for examination. The conversion company is responsible for the design, strength and any effects on handling properties.

Modifying the chassis 27

12.2

Stability, inclination

Standard anti-roll bars must not be removed and may be modified only with the approval of department TDB. High centre of gravity positions sometimes make additional stabilisation measures necessary. A centre of gravity of payload and body which is > 1000 mm above the upper edge of the frame on the L2000 is regarded as a high centre of gravity position. On all other vehicles, it is one which is > 1200 mm above the upper edge of the frame. Depending on range and design, it may be possible to supply additional stabilisation measures ex-works. These include: Reinforced dampers Springs with higher spring rates Additional and reinforced anti-roll bars. Computer calculation cannot determine exactly from which centre of gravity position onwards additional stabilisation measures become necessary. Reason: Conventional computing methods are based on steady-state cornering. Driving situations that lead to rollovers, however, are quite different from steady-state cornering. The differences are as follows: Steady-state cornering is seldom achieved in changes in direction that occur in road traffic. The changes in direction are too small and too brief to enable steady-state vehicle roll. The rolling motions occurring at the start of a cornering manoeuvre do not decay as it progresses. Road surface unevenness and changes to the road inclination generate additional rolling motions. Steering corrections during cornering result in lateral acceleration peaks that also generation rolling motions.

The steering parameters that are responsible for vehicle reactions to external influences similarly have various effects on the roll stability of a vehicle. The main influencing factors are: The compound spring characteristic curves (including their limits) that differ from a linear spring characteristic. The type and intensity of damping with respect to roll motion damping. Tyre spring rate characteristics in the vertical and horizontal direction. The torsional stiffness of the frame and body. How vehicle stabilisation is distributed to the individual axles.

In theory, it is possible to calculate the rollover stability of a vehicle if the following points are known: All the aforesaid vehicle parameters The load conditions The curve/corner to be driven round All driver reactions All road surface unevennesses All changes in road inclination The speed curve.

Tests using a simplified calculation are not reliable and lead to unusable results. MAN cannot give any guarantee of a likely specific cornering rollover speed.

28 Modifying the chassis

13
13.1

Add-on frame components

Underride guard

Chassis can be factory-fitted with a rear underride guard. Alternatively, the rear underride guards are not installed at the factory, in which case the chassis are fitted with a so-called "non-returnable lighting bracket" for transporting them to the body manufacturer. The body manufacturer must himself then fit a rear underride guard that complies with regulations. MAN rear underride guards have component approval in accordance with Directive 70/221/EEC or ECE R 58. This can be seen: From the model number and From the model mark of the underride guard. The model number and model mark are located on a sticker on the underride guard. The following dimensional requirements are imposed for MAN underride guards to EC/ECE directives (see also Fig. 29): The horizontal distance between the rear edge of the underride guard and the rear edge of the vehicle (rearmost edge) must not exceed 350 mm. This value takes account of the deformation occurring under the test load (in 70/221/EEC, a value of 400 mm is permitted in the deformed state). The distance between the lower edge of the underride guard and the road must not exceed 550 mm when the vehicle is unladen. Vehicles that are being transported to body manufacturers or overseas do not have to have an underride guard fitted because a special case approval has been issued. The body manufacturer must ensure that these requirements are adhered to because the dimensions are dependent on the body.
Fig. 29: Layout of underride guard TDB-056

Body

Edge protection in this area

350

Underride guard set back

Body

Holes in accordance with this Guide to Fitting Bodies t t Frame thickness B Width of frame longitudinal member profile section B Underride guard set back and/or lower 550 Unladen
TDB-056

350

Modifying the chassis 29

13.2

Sideguards

All trucks, tractor units and their trailers with a permissible gross weight of > 3.5 t and a maximum design speed of more than 25 km/h must have sideguards (including vehicles that, because of the design of the chassis, are regarded as the equivalent of trucks and tractor units). The exceptions for the truck sector are as follows: Vehicles that are not yet completely manufactured (chassis being transported) Semitrailer tractors (not semitrailers) Vehicles built for special purposes where the fitting of sideguards would not be compatible with the purpose for which the vehicle is to be used. Special vehicles in this respect include in particular vehicles with side tipper bodies. This only applies if they tip to the sides and the inner length of the body is 7500 mm. Table 6 shows which tippers need sideguards and which do not.
Table 6: Types of tippers and whether they require sideguards

Length of tipper body Rear tipper Roll-off/set-down skip loader Two-way tipper Three-way tipper

7500 yes yes no no

> 7500 yes yes yes yes

Vehicles intended for combined transport and vehicles suitable for off-road use are not exempt from the fitting of sideguards. If a sideguard is fitted to chassis intended for interchangeable bodies, the so-called deflection rod between the front container lock and the rear mudguard can be omitted. The deflection rod between the rear mudguard and the rear container lock must be retained. If the body manufacturer is to fit sideguards to the chassis, then profile sections, profile supports and installation parts are available from MAN in a variety of designs. They can be obtained from the spare parts service. To aid the design process, the maximum spans and projections, for which the regulations with regards to strength have been met, are stipulated in a design report (see Figs. 30 and 31). Dimension combinations for span "I" and projection "a" can be obtained from the diagram in Fig. 32. If the permissible dimensions as stated in the report are exceeded, then the body builder must carry out a strength test. The figures clarify only the dimensions with which the MAN sideguards fulfil strength requirements. Other legal regulations have intentionally not been mentioned because the company that is installing the sideguards is responsible for meeting these. Further information can be obtained from Directive 89/297/EEC and, in Germany from 32c StVZO.

30 Modifying the chassis

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

300 Body a l a
TDB-201
Fig. 31: Sideguards on M2000 and F2000 vehicles TDB-200

550

350 Body a l a
TDB-200

300

550

Modifying the chassis 31

Projection 'a' [mm]

400

350

300

0
Span 'l' [mm]

500

1000

1500

1900 mm 2000

32 Modifying the chassis

Fig. 32: Diagram for calculating spans and projections TDB-140

Maximum projections 'a' as a function of span 'I'

700 Example: For a span of 1900 mm and one profile section per side, the maximum projection is 470 mm

650

600

1 profile section per side as in Fig. 30 2 profile sections per side as in Fig. 31

550

500 470 mm 450

2500
TDB-140

As can be seen from the figures, there are basically 2 layouts for the profile sections. L2000 models have one profile per side, whilst M2000L and M2000M range of vehicles must have either one or two profiles, depending on the size of the wheels. All F2000 models must be fitted with two profile sections per side (for definition of the vehicle range, see the "General" booklet). Table 7 defines which vehicles are to be fitted with which layout.
Table 7: Number and layout of profile sections

Model series L2000 M2000L, M2000M

Wheel size all 17.5" 19.5" 22.5" all

Number of profile sections per side 1 1 1 2 2

F2000

No brake, air or hydraulic pipes must be attached to the sideguards (see also "Electrics, wiring" booklet). Rounded bolts and rivets are allowed to have a maximum projection of 10 mm; the rounding-off radius for all parts cut to size by the body builder must be at least 2.5 mm. If the vehicle is fitted with different tyres or different springs, the height of the guards must be checked and, if necessary, corrected. The brackets that can be supplied by MAN allow the profile section to be adjusted. They are easy to disassemble in that by loosening one central bolt for each "omega" bracket, the entire guard, complete with mountings can be removed (see Fig. 33).
Fig. 33: Removing the sideguards with central bolt on the omega bracket TDB-154

TDB-154

13.3

Spare wheel

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

Modifying the chassis 33

In every case: The legal regulations and directives must be met. The spare wheel (or spare wheel lift) must be easily accessible and simple to operate. A double lock to prevent loss must be provided. The spare wheel lift is to be secured to prevent it from being lost; observe instructions in Section 5.1 "Rivet joints and screw connections" (e.g. mechanical keeper, double nip countersunk bolts/nuts.) A minimum clearance of 200 mm from the exhaust system must be observed; if a heatshield is installed, this clearance can be 100 mm. If a spare wheel is fitted at the end of the frame, the reduced rear overhang angle must be noted. The location of the spare wheel must not result in interruptions in the subframes or in their being bent at right angles or bent out to the side. 13.4 Wheel chocks

In Germany, 41 StVZO stipulates that wheel chocks must be included in the equipment. The corresponding regulations in other countries must be observed. According to 41 StVZO, Section 14 the following is stipulated: 1 wheel chock on: vehicles with a permissible gross weight of more than 4 t two-axle trailers apart from semitrailers and rigid drawbar trailers (including central-axle trailers) with a permissible gross weight of more than 750 kg. 2 wheel chocks on: three and multi-axle vehicles semitrailers rigid drawbar trailers (including central-axle trailers) with a permissible gross weight of more than 750 kg.

Chocks must be safe to handle and sufficiently effective. They must be fitted in or on the vehicle by means of holders and must be easily accessible. The holders must prevent them from being lost or rattling. Hooks or chains must not be used as holders. 13.5 Fuel tanks

If space permits it, fuel tanks can be either repositioned and/or additional fuel tanks can be fitted. However, the wheel loads should be as even as possible (see "General" booklet); if necessary, the fuel tanks are to be mounted opposite each other, ie on the left and right-hand sides on the frame. The maximum tank volume per vehicle is 1500 litres. It is also possible to lower the tanks. If the ground clearance is affected by shifting a fuel tank, then a guard must be fitted to prevent damage to the fuel tank. Fuel pipes are to be routed properly, see also "Electrics, wiring" booklet. Bleed fuel pipes and injection pumps fully after carrying out installation work. The prevailing temperatures in the areas that the vehicle will be used in must be taken into account. Operation at low temperatures requires the fuel return line to be located immediately next to the intake area. This warms the intake area and is an effective means of preventing fuel clouding (flocculation of paraffin). 13.6. Liquefied gas systems and auxiliary heaters

MAN has no objection to the retrofitting of liquefied gas systems for operating heating systems cooking systems cooling systems, etc.

34 Modifying the chassis

However, the installation must comply with the relevant national and international regulations/standards, e.g. Liquid gas installations for combustion purposes in vehicles - 29 of the accident prevention regulation VBG 21, use of liquid gas (see "Addresses" booklet for the address of the trade associations and of source for accident prevention regulations) 41a StVZO compressed gas installations and pressurised containers Pressurised container decree (DruckbehV) Equipment safety regulation (GSG) Work sheet G607 of the German association of gas and water technology (DVGW) European standard EN 1949. Gas cylinders must be installed in a safe place. Gas cylinders or the cylinder cabinet must not protrude above the upper edge of the frame. The manufacturers of auxiliary heaters have their own regulations for installation and operation. MAN permits only auxiliary heaters that have also been issued with a design approval. The installation of liquid gas systems can affect the usage options of the vehicle because, for example, some countries forbid vehicles to be driven into enclosed spaces, e.g. halls and workshops. Other regulations, which may be specific to certain countries, must also be taken into consideration. This particularly applies to vehicles that transport hazardous goods.

14

Gas engines: Handling of high-pressure gas installations

MANs vehicle range also includes truck chassis that can be operated with natural gas (in this case CNG = compressed natural gas). The engine is a four-stroke spark-ignition gas engine with a contactless transistor ignition system, ignition distributor and sparkplugs. Mixture preparation is done by mixture formation (outside the combustion chamber) in the central gas mixer. Exhaust aftertreatment by means of a controlled 3-way catalyst and electrically heated lambda sensor is obligatory. The CNG engine also has an interface for intermediate speeds, the description of which can be obtained from department TDB or via the MANTED online service (for body manufacturer information see "Electrics, wiring" booklet, Section "Interfaces"). The body manufacturer must comply with the following safety instructions, in addition to those for vehicles with conventional diesel engines: Parking and workshop halls must have the necessary equipment to permit gas vehicles to go into buildings. Information can be obtained from building authorities, hazardous goods experts from technical testing agencies (in Germany DEKRA, GT, TV for example). When working on the electrical system, the battery must be disconnected for safety reasons; before disconnecting the battery, ventilate the battery box well (explosive gas); if necessary blow it out with compressed air. The compressed gas tank has an overpressure safety device to prevent it exploding. This ventilates the high-pressure gas installation when the temperature or pressure is too high; as a result, under no circumstances should temperatures > 80C occur (e.g. when painting. For paints and drying temperatures, see also Section 2, "Corrosion protection" in this booklet). When drying paint at temperatures up to max 80C, the compressed gas tanks must only be filled up to max. 100 bar. Do not attach any components or pipes to the components of the compressed-gas system. Modifications to the compressed-gas system must be carried out only by the manufacturer. Before making any modifications, expert advice should be sought; after the modifications have been carried out, another approval by experts must be obtained (e.g. in Germany in accordance with 14 GSG). Repair, maintenance, assembly and other work on the compressed-gas system must be carried out only by authorised, trained specialist personnel. Pressurised pipes must not be tightened or slackened. RISK OF EXPLOSION. It is forbidden to carry out any welding work on vehicles with filled natural gas tanks. RISK OF EXPLOSION. Before carrying out welding work, the entire gas system, including the compressed-gas tanks should be ventilated and the compressed-gas tanks should be filled with an inert gas, e.g. nitrogen (N2). Do not discharge the gas into the atmosphere. The natural gas must be diverted through disposal pipes.

Modifying the chassis 35

15
15.1

Modifications to the engine

Air intake, exhaust gas path

Air intake and exhaust gas removal functions must be able to proceed unhindered. The vacuum in the intake pipe and the backpressure in the exhaust must not be allowed to deteriorate. Therefore observe the following points when carrying out modifications to the air intake and/or exhaust gas path system: Never change the shape or area of cross-sections. Do not modify silencers or air filters. When bending components, the bending radius must be at least double the diameter of the pipe. Continuous bends only, i.e. no mitre cuts. MAN can provide no information about changes in fuel consumption or noise performance; in some circumstances, a new noise approval will be required. Heat-sensitive parts (e.g. pipes, spare wheels) must be at least 200 mm away from the exhaust; if heatshields are fitted, this clearance can be 100 mm. 15.2 Engine cooling

The cooling system (radiator, grille, air ducts, coolant circuit) must not be modified. Exceptions only with the approval of MAN, department TDB (for address, see "Addresses" booklet). Modifications to the radiator that reduce the cooling surface cannot be approved. When operating in primarily stationary conditions or in areas with severe climates, a more powerful radiator is sometimes required. The nearest MAN sales centre can provide information on options that can be supplied for the respective vehicle; for retrofit installation, contact the nearest MAN service centre or MAN authorised workshop. 15.3 Engine encapsulation, noise insulation

Work on and modifications to factory-fitted engine encapsulation are not permitted. If vehicles are defined as "low-noise", they will lose this status if retrofit work has been carried out on them. The company that has carried out the modification will then be responsible for re-obtaining the previous status. When using power take-offs in conjunction with engine encapsulation, see also the "Power take-offs" booklet.

36 Modifying the chassis

Index
Page Aerodynamics kit Auxiliary heaters Axle location Cab modification Cab, extending Central lubrication system Cooling, engine cooling Corrosion protection Cut-outs on the frame Drill holes Driveline of MAN chassis Encapsulation Engine cooling Equipment, retrofitting of Exhaust gas path Extending the cab Forces in the propshaft system Frame data Frame materials Frame overhang Frame, cut-outs Frame, modifying Frame, welding Fuel tank Fundamentals for the installation of roof cabs 25 34 27 24 24 24 36 1 9 7 24 36 36 17 36 24 23 2 2 12 9 7 10 34 25

Gas engines Gas systems General Guards, sideguards Heating, auxiliary heaters High-pressure gas installations Inclination Installation of roof cabs Installing equipment Installing leading and trailing axles Insulation, noise insulation Intake Joint

35 34 24,27 30 34 35 28 25 17 18 36 36 20

Modifying the chassis 37

Page Leading and trailing axles Liquid gas systems Materials Modifications to the engine Modifications to the wheelbase Modifying the cab Modifying the frame Modifying the frame overhang Modifying the propshaft layout Noise insulation Propshaft layout Propshaft system Propshafts Raised roofs Retrofitting equipment Retrofitting of leading and trailing axles Riveted joints Roof openings Roof sleeper cabs Safety at work Sideguards Single joint Spare wheel Spoilers Stability Storage of vehicles Subframes Suspension Tanks Trailing axles Underride guard Vehicle storage Welding the frame Wheel chocks Wheelbase modifications Workplace 18 34 2 36 15 24 7 12 24 36 20 23 20 25 17 18 7 26 25 1 30 20 33 25 21 2 2 27 34 18 29 2 10 34 15 1

38 Modifying the chassis

Notes:

Modifying the chassis

Notes:

Modifying the chassis

Notes:

Modifying the chassis

MAN Nutzfahrzeuge Aktiengesellschaft Postfach 50 06 20 D-80976 Mnchen

Internet: http://www.man-nutzfahrzeuge.de We reserve the right to make changes in the course of technical progress. Printed in Germany

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