man cla_gb

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GUIDE TO FITTING BODIES

CARGO LINE A (CLA)

v1.04 April 2010


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

2010 MAN FORCE TRUCKS

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

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

P U B L I S H E R

MAN FORCE TRUCKS Pvt. Ltd.

Application Engineering

Department

Mumbai Pune Road

Pune 411 035

India

Internet:

www.manforcetrucks.com

Phone:

+ 91 20 27404769

Fax:

+ 91 20 274759849


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Cargo Line A (CLA) I

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Cargo Line A: CLA v1.04 April 2010

1. Applicability and legal agreements

1.1 Applicability

1.2 Legal agreements and approval procedure

1.2.1 Preconditions

1.2.2 Responsibility

1.2.3 Quality assurance

1.2.4 Approval

1.2.5 Submission of documents

1.2.6 Liability for defects

1.2.7 Product liability

1.2.8 Safety

1.2.9 Manuals from body and conversion companies

1.2.10 Limitation of liability for accessories/spare parts

2. Product designations

2.1 Vehicle designation and wheel formula 2.1.1 Door designation

2.1.2 Variant descriptor

2.1.3 Wheel formula

2.1.4 Suffix

2.2 Model number, vehicle identification number, vehicle number, basic vehicle number

2.2.1 VIN plate

2.2.2 Gearbox designation and plate

2.2.3 Front Axle & Rear Axle designation and plate

2.3 Use of logos

2.4 Cabs

2.5 Engine variants

3. General technical basics

3.1 Axle overload, one-sided loading

3.2 Minimum front axle load

3.3 Wheels, rolling circumference

3.4 Permissible overhang

3.5 Theoretical wheelbase, overhang, theoretical axle centreline

3.6 Calculating the axle load and weighing procedure

3.7 Checking and adjustment procedures once body has been fitted


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Cargo Line A (CLA) II

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4. Modifying the chassis

4.1 Frame dimensions and material

4.1.1 Subframe material 4.2 Corrosion protection

4.3 Drill holes, riveted joints, screw connections and cut-outs on/in the frame

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

4.3.2 Cut-outs in the frame

4.4 Modifying the frame

4.4.1 Welding the frame

4.4.2 Modifying the frame overhang

4.4.3 Modifications to the wheelbase

4.5 Retrofitting additional equipment

4.6 Propshafts

4.6.1 Single joint

4.6.2 Jointed shaft with two joints

4.6.3 Three-dimensional propshaft layout

4.6.3.1 Propshaft train

4.6.3.2 Forces in the propshaft system

4.6.4 Modifying the propshaft layout in the driveline of MAN chassis

4.7 Modifying the wheel formula

4.8 Coupling devices

4.8.1 Basics

4.8.2 Trailer coupling, D value

4.8.3 Fifth-wheel coupling

4.9 Tractor units and converting the vehicle type - truck / tractor

4.10 Modifying the cab

4.10.1 General

4.10.2 Spoilers, roof extensions, roofwalk

4.10.3 Roof sleeper cabs

4.11 Add-on frame components

4.11.1 Rear underride guard 4.11.2 Sideguards

4.11.3 Spare wheel

4.11.4 Wheel chocks

4.11.5 Fuel tanks

4.12 Modifications to engine systems

4.12.1 Modifications to the air intake and exhaust gas routing

4.12.2 Engine cooling

4.12.3 Engine encapsulation, noise insulation

4.13 Fitting other manual gearboxes, automatic transmissions and transfer boxes


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Cargo Line A (CLA) III

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5. Bodies

5.1 General

5.1.1 Lowering the body 5.2 Corrosion protection

5.3 Subframes

5.3.1 General

5.3.2 Permissible materials, yield points

5.3.3 Subframe design

5.3.4 Attaching subframes and bodies

5.3.5 Screw connections and riveted joints

5.3.6 Flexible connection

5.3.7 Rigid connection

5.4 Bodies

5.4.1 Testing of bodies

5.4.2 Platforms, steps and box bodies

5.4.3 Interchangeable containers

5.4.4 Self-supporting bodies without subframe

5.4.5 Single-pivot body

5.4.6 Tank and container bodies

5.4.6.1 General

5.4.6.2 Body fixtures, mountings

5.4.6.3 Tankers and container bodies without subframes

5.4.7 Tippers

5.4.8 Set-down, sliding set-down and sliding roll-off tippers

5.4.9 Propping air-sprung vehicles

5.4.10 Loading cranes

5.4.11 Cable winches

5.4.12 Transport mixers

5.4.13 Tractor Units

6. Electrics, electronics, wiring

6.1 General 6.2 Routing cables, earth cable

6.2.1 Earth cable

6.2.2 Installation and routing of electric cabling / Pipe work

6.3 Starting, tow-starting and operating

6.4 Additional wiring diagrams and wiring harness drawings

6.5 Fuses, additional power consumers

6.6 Lighting installations

6.7 Electromagnetic compatibility

6.8 Radio equipment and aerials


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Cargo Line A (CLA) IV

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6.9 Interfaces on the vehicle, preparations for the body

6.9.1 Start-stop control on frame end

7. Power take-off7.1 Fundamentals

7.1.1 Calculating power and torque

7.1.2 Drive shaft connection to power take-off

7.2 Technical description of power take-offs

7.2.1 Differentiation of power take-offs

7.2.2 Clutch-dependent power take-offs

8. Brakes, lines

8.1 Brake and compressed air lines

8.1.1 Basic principles

8.1.2 Plug connectors, changeover to Voss 232 system

8.1.3 Installing and attaching lines

8.1.4 Compressed air loss

8.2 Connecting additional air consumers

8.3 Retrofitting continuous brakes not manufactured by MAN FORCE

Referenced ESC numbers in figures are only for internal organization purposes.

They have no meaning for the reader.

All dimensions are in mm, all weights in kg, unless otherwise stated.


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Cargo Line A (CLA) 1

1. Applicability and legal agreements

1.1 Applicability

This Guide to Fitting Bodies for Trucks (hereinafter also called the Guide) is published by MAN FORCE Trucks Pvt. Ltd.

The user is responsible for ensuring that he is working with the latest issue. This Guide serves as instructions and as a technical aid

for companies that carry out the design and installation of bodies for truck chassis as well as companies that carry out modifications

to truck chassis. The statements in this guide are binding. If technically feasible, exceptions will be approved only if a written request

has been submitted to the MAN FORCE Pvt. Ltd. , (see Publisher above).

This Guide applies to:

New vehicles

Old vehicles, if retrospective work is being carried out on these vehicles. Responsibilities concerning trucks are as follows for:

Sales enquiries

the nearest MAN FORCE branch

Sales Support

Technical enquiries

for sales negotiations

- the nearest MAN FORCE branch

- the MAN FORCE Applications Department

Customer service matters

1.2 Legal agreements and approval procedure

1.2.1 Preconditions

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

Laws and decrees

Accident prevention regulations

Operating instructions

relating to the operation and construction of the vehicle. Standards are technical standards; they are therefore minimum requirements.

Anyone who does not endeavour to observe these minimum requirements is regarded as operating negligently. Standards are binding

when they form part of regulations. Information given by MAN FORCE in reply to telephone enquiries is not binding unless confirmedin writing. Enquiries are to be directed to the relevant MAN FORCE department. Dimensions, weights and other basic data that differ

from these must be taken into consideration when designing the body, mounting the body and designing the subframe. The company

carrying out the work must ensure that the entire vehicle can withstand the conditions of use that it is expected to experience.

For certain types of equipment, such as loading cranes, tail-lifts, and cable winches etc, the respective manufacturers have developed

their own body regulations. If, when compared with this MAN Guide, they impose further conditions, then these too must be observed.


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References to

legal stipulations

accident prevention regulations decrees from professional associations

work regulations

other guidelines and sources of information

are not in any way complete and are only intended as ideas for further information.

They do not replace the companys obligation to carry out its own checks.

Fuel consumption is considerably affected by modifications to the vehicle, by the body and its design and by the operation of equipment

driven by the vehicles engine. It is therefore expected that the company carrying out the work implements a design that facilitates

the lowest possible fuel consumption.

1.2.2 Responsibility

The responsibility for proper

design

production

installation of bodies

modification to the chassis

always lies fully with the company that is manufacturing the body, installing it or carrying out modifications (manufacturers liability).

This also applies if MAN FORCE has expressly approved the body or the modification. Bodies/conversions that have been approved in

writing by MAN FORCE do not release the body manufacturer from his responsibility for the product. Should the company carrying outthe work detect a mistake either in the planning stage or in the intentions of

the customer

the user

its own personnel

the vehicle manufacturer

then that mistake must be brought to the attention of the respective party.

The company is responsible for seeing that the vehicles

operational safety traffic safety

maintenance possibilities and

handling characteristics

do not exhibit any disadvantageous properties.


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With regard to traffic safety, the company must operate in accordance with the state of the art and in line with the recognised rules

in the field in matters relating to

the design the production of bodies

the installation of bodies

the modification of chassis

instructions and

operating instructions.

Difficult conditions of use must also be taken into account.

1.2.3 Quality assurance

In order to meet our customers high quality expectations and in view of international product/manufacturer liability legislation

an on-going quality monitoring programme is also required for conversions and body manufacture/installation.

This requires a functioning quality assurance system. It is recommended that the body manufacturer sets up and provides evidence

of a quality system that complies with the general requirements and recognised rules (e.g. ISO 9000 et seq).

If MAN-FORCE is the party awarding the contract for the body or the conversion evidence of qualification will be requested.

1.2.4 Approval

Type approval:

Each vehicle that is to be used on the road must be officially approved. Approval is carried out by the local Vehicle Licensing Agency

after submission of the vehicle documentation.

ARAI Approval (Automotive Research Association of India):

The vehicle documentation is drawn up by a technical agency, vehicle manufacturer and or chassis manufacturer after the vehicle

has been examined.

CIRT (Central Institute of Road Transport), VRDE (Vehicles Research & Development Establishment), ICAT (International Center

for Automotive Technology) are some of the indian agencies which can be approached in consultation with MAN FORCE.

Modifications that affect the certification may only be added by the official agency responsible.

Expiry of the certification will also cancel insurance cover.

The responsible authorities, the officially recognised expert, the customer or a MAN FORCE department may request submission of

a drawing bearing the MAN approval mark; in some circumstances, evidence in the form of calculations or the submission

of this Guide may suffice.


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Approval from MAN FORCE for a body or a chassis modification:

Approval by MAN FORCE is not required if the bodies or modifications are being carried out in accordance with this guide.

If MAN FORCE approves a body or a chassis modification, this approval refers

In the case of bodies only to the bodys fundamental compatibility with the respective chassis and the interfaces to the body

(e.g. dimensions and mounting of the subframe)

In the case of chassis modifications only to the fact that, from a design point of view, the modifications to the chassis

in question are fundamentally permissible.

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

Function

Design

Equipment of the body or the modification.

Observance of this Guide does not free the user from responsibility to perform modifications and manufacture bodies properly from

a technical point of view. The approval observations only refer to such measures or components as are to be found in the submitted

technical documents.

MAN FORCE reserves the right to refuse to issue approvals for bodies or modifications, even if a comparable approval has already

been issued. Later submissions for approval are not automatically treated the same as earlier ones, because technical advances

achieved in the interim period have to be taken into account. MAN FORCE also reserves the right to change this guide at any time or

to issue instructions that differ from this guide for individual chassis. If several identical chassis have the same bodies or modifications

MAN FORCE can, to simplify matters, issue a collective approval.

1.2.5 Submission of documents

Documents should only be sent to MAN FORCE if bodies/conversions diverge from this guide. Before work begins on the vehicle,

technical documents that require approval or inspection must be sent to MAN FORCE. Chassis Drawings, data sheets etc.

can also be requested from this office.

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

Documents should be submitted in duplicate, at the very least

The number of individual documents should be kept to a minimum

All the technical data and documents must be submitted.


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The following information should be included:

Vehicle model (see chapter 2.2 model code) with

- Cab design - Wheelbase

- Frame overhang

Vehicle identification number or vehicle number (if already available, see Chapter 2.2) Identification of deviations from

this Guide to Fitting Bodies in all documentation!

Loads and their load application points:

- Forces from the body

- Axle load calculation

Special conditions of use:

Subframe:

- Material and cross-sectional data

- Dimensions

- Type of section

- Arrangement of cross members in the subframe

- Special features of the subframe design

- Cross-section modifications

- Additional reinforcements

- Upsweeps, etc.

Means of connection:

- Positioning (in relation to the chassis)

- Type

- Size

- Number.

The following are not sufficient for inspection or approval:

Parts lists

Brochures

Photographs

Other not binding information.

Drawings are only valid if they bear the number that has been assigned to them. It is therefore not permitted to draw in the bodies or

modifications on chassis drawings that have been provided by MAN FORCE and to submit these for approval.

1.2.6 Liability for defects

Liability claims in respect of defects only exist within the framework of the purchasing contract between buyer and seller.In accordance with this, liability for defects lies with the respective seller of the goods.

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

This Guide was not observed

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

The damage to the chassis has been caused by

- the body

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

- the modification to the chassis

- improper use.


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1.2.7 Product Liability

Any faults in the work that are identified by MAN FORCE are to be corrected. Insofar as is legally permissible,

MAN FORCE disclaims all liability, in particular for consequential damage.

Product liability regulates:

The liability of the manufacturer for its product or component

The compensation claim made by the manufacturer against whom a claim has been made against the manufacturer of

an integral component, if the damage that has occurred is due to a fault in that component.

The company that has made the body or carried out the modification is to relieve MAN FORCE of any liability to its customer or other

third party if the damage that has occurred is due to the fact that

The company did not observe this Guide

The body or chassis modification has caused damage on account of its faulty- Design

- Manufacture

- Installation

- instructions

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

1.2.8 Safety

Companies carrying out work on the chassis/vehicle are liable for any damage that may be caused by poor functional and operational

safety or inadequate operating instructions.

Therefore, MAN FORCE requires the body manufacturer or vehicle conversion company to:

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

Provide comprehensible, sufficient operating instructions

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

Observe the necessary protection measures (e.g. fire and explosion prevention)

Provide full toxicological information

Provide full environmental information.


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

This applies equally to

Active safety= prevention of accidents. This includes: - Driving safety achieved by the overall vehicle design, including the body

- Safety as a consequence of the drivers well-being achieved by keeping occupant stress caused by vibrations, noise,

climatic conditions etc. to a minimum

- Safety as a consequence of observation and perception, in particular through the correct design of lighting systems,

warning equipment, providing sufficient direct and indirect visibility

- Safety as a consequence of operating equipment and controls this includes optimising the ease of operation of all

equipment, including that of the body.

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

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

the installation of protective devices

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

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

Climatic and environmental conditions have effects on:

Operational safety

Readiness for use

Operational performance

Service life

Cost-effectiveness.

Climatic and environmental conditions are, for example:

The effects of temperature

Humidity Aggressive substances

Sand and dust

Radiation.

1.2.9 Manuals from body and conversion companies

In the event of a body being added or modifications to the vehicle being carried out, the operator of the vehicle is also entitled

to receive operating instructions from the conversion company. All specific advantages offered by the product are of no use if

the customer is not able to:

Handle the product safely and properly Use it rationally and effortlessly

Maintain it properly

Master all of its functions.


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

Clarity

Completeness Accuracy

Comprehensibility

Product-specific safety instructions.

Inadequate or incomplete operating instructions carry considerable risks for the user.

Possible effects are:

Reduced benefit, because the advantages of the product remain unknown

Complaints and annoyance

Faults and damage, which are normally blamed on the chassis

Unexpected and unnecessary additional cost through repairs and time lost

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

Depending on the vehicle body or modification, the operating personnel must be instructed about operation and maintenance.

Such instruction must also include the possible effects on the static and dynamic performance of the vehicle.

1.2.10 Limitation of liability for accessories/spare parts

Accessories and spare par ts that MAN FORCE has not manufactured or approved for use in its products may affect the traffic safety

and operational safety of the vehicle and create hazardous situations. MAN FORCE (or the seller) accepts no liability for claims of

any kind resulting from a combination of the vehicle together with an accessory that was made by another manufacturer,

regardless of whether MAN FORCE (or the seller) has sold the accessory itself or fitted it to the vehicle (or the subject of the contract).


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2. Product designations

2.1 Vehicle designation and wheel formula

To enable unique and easily comprehensible identification of the different variants new vehicle designations have been systematically

introduced. The vehicle designation system is based on four levels:

Door designation

Variant descriptor (in the sales and technical documentation e.g. data sheets, chassis drawings)

Model number / Model code

Model designation

2.1.1 Door designation

The door designation comprises:Model range + permissible weight + engine power

Model range + Permissible weight + Engine power

CLA 16 .220

CLA 26 .280

Abbreviated notation of model range CLA = Cargo Line A

technically permissible weight in [t]

engine power, rounded to the nearest 10hp.

2.1.2 Variant descriptor

The variant descriptor = vehicle designation which comprises the door designation + wheel formula + suffix.

The terms wheel formula and suffix are defined in the following section.

Model range + permissible weight + engine power + wheel formula + suffix

CLA 16.220 4x2 BB CLA 26.280 6x4 BB-CKD

Model range + Permissible weight + Engine power Wheel formula Suffix

CLA 16 .220 4x2 BB

CLA 26 .280 6x4 BB-CKD

Suffix Suffix


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2.1.3 Wheel formula

The wheel formula stipulates the number of axles and provides additional identification of drive, steered and leading/trailing axles.

Wheel formula is a commonly used, but not standardised term. It is wheel locations that are counted and not the individual wheels.Twin tyres are therefore regarded as one wheel.

The following example illustrates the wheel formula:

Table 1: Wheel formula example

6 x 2-2

6 = Total number of wheel locations, i.e. 3 axles

x = No function

2 = Number of driven wheels

- = Trailing axle behind the rear drive-axle assembly

2 = Number of steered wheels

Currently (release 1.0, December 2009) the following wheel formulae are available ex-works:

Table 2: CLA wheel formula

4x2 Two-axle vehicle with one drive axle

6x2-2 Three-axle vehicle with non-steered trailing axle

6x4 Three-axle vehicle with two driven non-steered rear axles

8x2-4 Four-axle vehicle with two steered front axles, one drive axle and a non-steered trailing axle

2.1.4 Suffix

The suffix to the vehicle designation defines the type of suspension, differentiates trucks from tractor units and describes special

product features.

CLA 16.220 4x2 BB

Suffix

Table 3: Types of suspension on the CLA release 1.0, December 2009

BB Leaf suspension on front axle(s), leaf suspension on rear axle(s)

BB-CKD Leaf suspension on front axle(s), leaf suspension on rear axle(s) - completely knocked downBBS Leaf suspension on front axle(s), leaf suspension on rear axle(s) - Semitrailer tractor

BBS-CKD Leaf suspension on front axle(s), leaf suspension on rear axle(s) - completely knocked down - Semitrailer tractor

Semitrailer tractor units are designated with an S suffix. Trucks have no special designation.

Special product (design) features are added separately following a hyphen - after the first section of the suffix i.g. -ckd:


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2.2 Model number, vehicle identification number, vehicle number, model designation

The three-digit model number, also called model code, provides a technical identification of the MAN FORCE chassis and

also identifies to which vehicle range it belongs. This number is part of the 17-digit vehicle identification number (VIN) and is located atdigits 4 to 6 in the VIN. The seven-figure vehicle number is the compression of the VIN; it contains the model number at digits 1

to 3, followed by a four-digit sequential number. Therefore the vehicle number can be quoted instead of the 17-digit vehicle identification

number in the event of any technical queries regarding conversions and bodies.

Table 4: Structure of VIN (Vehicle Identification Number)

MAN FORCE is following international standard to designate the VIN.

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17

M B K M A 1 L Z C 7 N X X X X X X

World

manu-

facturers

Model

code

Month Code Vehicle

config.

Check

digit

Model

Year

Assembly

line code

Consecutive Number

Identifier MA5 January A

CLA 18.280

4x2 BBS(R6)

February B Code Model Year Code

MC5 CLA

26.280 6x4

BB(R6)

March C 2003 3

April D 2004 4

May E 2005 5

June F 2006 6

July G 2007 7

August H 2008 8

September J 2009 9

October K 2010 A

November L 2011 B

December M 2012 C


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Table 5: Gives some examples of the model number, vehicle identification number and vehicle number.

The VIN on vehicles which are built as CKD is configured by the final chassis manufacturer and not by MAN-FORCE.

Vehicle designation Model number Model code Vehicle identification number

(VIN)

Vehicle number

CLA 18.280 4x2 BB MA5 MBKMA5JE9AN001890 MA5-0009

CLA 15.220 4x2 BB-CKD MA6 n/a MA6-0005

CLA 18.280 4x2 BBS-CKD MA6 n/a MA6-0044

CLA 26.280 6x4 BB MC5 MBKMC5EA99N001501 MC5-0102

CLA 26.280 6x4 BB-CKD MC6 n/a MC6-0303

Model designation

The 4 digit model designation gives information about the configuration and the body specification of the vehicle.Table 6 defines currently available model designations (release 1.0, December 2009)

Table 6: Model designation, configuration and the body specification

Model Designation Vehicle designation Type Code Realized Bodies / Applications

CS01 CLA 15.220 4x2 BB MA5 Truck

CS01 CLA 15.220 4x2 BB-CKD MA6 Truck

CS02 CLA 26.280 6x4 BB MC5 Rear Tipper

CS02 CLA 26.280 6x4 BB-CKD MC6 Rear Tipper


CS03 CLA 16.220 4x2 BB-CKD MA6 TruckCS04 CLA 26.280 6x4 BB MC5 Rear Tipper


CS05 CLA 26.280 6x4 BB MC5 Concrete Mixer up to 6m3

CS05 CLA 26.280 6x4 BB-CKD MC6 Concrete Mixer up to 6m3

CS06 CLA 26.280 6x4 BB MC5 Truck

CS06 CLA 26.280 6x4 BB-CKD MC6 Truck




CS09 CLA 26.280 6x4 BB-CKD MC6 Rear Tipper CS10 CLA 26.280 6x4 BB MC5 Rear Tipper


CS11 CLA 26.280 6x4 BB MC5 Concrete Mixer

CS11 CLA 26.280 6x4 BB-CKD MC6 Concrete Mixer

CS13 CLA 26.280 6x4 BB MC5 Concrete Mixer up to 8m3

CS13 CLA 26.280 6x4 BB-CKD MC6 Concrete Mixer up to 8m3

CS14 CLA 26.280 6x4 BB MC5 Boom Pump

CS14 CLA 26.280 6x4 BB-CKD MC6 Boom Pump

CS18 CLA 25.280 6x4 BBS MC5 Tractor Head

CS18 CLA 25.280 6x4 BBS-CKD MC6 Tractor Head


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Table 6: Model designation, configuration and the body specification

Model Designation Vehicle designation Type Code Realized Bodies / Applications

CS19 CLA 26.280 6x4 BBS MC5 Tractor Head

CS19 CLA 26.280 6x4 BBS-CKD MC6 Tractor Head



CS23 CLA 18.280 4x2 BBS MA5 Tractor Head

CS23 CLA 18.280 4x2 BBS-CKD MA6 Tractor Head








CS28 CLA 26.280 6x4 BB MC5 Boom Pump

CS28 CLA 26.280 6x4 BB-CKD MC6 Boom Pump

CS30 CLA 26.280 6x4 BB MC5 Concrete Mixer

CS30 CLA 26.280 6x4 BB-CKD MC6 Concrete Mixer




CS32 CLA 26.280 6x4 BB-CKD MC6 Rear Tipper CS33 CLA 18.280 4x2 BBS MA5 Tractor Head

CS33 CLA 18.280 4x2 BBS-CKD MA6 Tractor Head


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Table 7: Current model numbers, tonnage class, vehicle designation, engine (xxx stands for various engine powers)

and suspension on the CLA Model numbers (release 1.0, December 2009)

Model number Tonnage Examples of designation,xxx stands for various engine powers

Engine Suspension

MA5 15 - 18t CLA 15.xxx 4x2 BB

CLA 16.xxx 4x2 BBS

CLA 18.xxx 6x4 BB

CLA 18.xxx 6x4 BBS

D08 R6 mech.

D08 R6 EDC

BB

MA6 15 - 18t CLA 15.xxx 4x2 BB-CKD

CLA 16.xxx 4x2 BB-CKD

CLA 18.xxx 4x2 BB-CKD

CLA 18.xxx 4x2 BBS-CKD

D08 R6 mech.

D08 R6 EDC

BB

MC5 25 - 26t CLA 25.xxx 6x4 BB

CLA 26.xxx 6x4 BB

CLA 26.xxx 6x4 BBS

D08 R6 EDC BB

MC6 26t CLA 26.xxx 6x4 BB-CKD

CLA 26.xxx 6x4 BBS-CKD

D08 R6 EDC BB

2.2.1 VIN plate

The VIN-plate is bolted in the door folding of the drivers side. It contains the following information (type approval number depends on

the country where vehicle is type approved):

Table 8: VIN plate


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XX XX XXXXX

08 GF 00001

SERIAL NO. 00001 ONWARDS

AGGREGATE IDENTIFICATION (EXAMPLE GF-6 SPEED G.BOX)

YEAR OF MANUFACTURING

PA R T L I S T N O . S E R I A L N O .

TOTAL

RATIO

SPEEDO

RATIO

PTO

NO. XENGINE.

IMP / REV

OIL CAPACITY IN LTS

UNDER LICENCE FROM GERMANY

=

FORCE MOTORS LTDMADE IN INDIA

2.2.2 Gearbox designation and plate

Table 9: Gearbox designation and plate


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XX XX XXXXX

06 FH 00001

XX XX XXXXX

06 RH 00001



AGGREGATE IDENTIFICATION

AGGREGATE IDENTIFICATION



TYP: V9-82L-01

S.No.:XXFHXXXXX

P.No. 64.44000-6xxx

P.No. 64.44000-6xxx

MAN FORCE TRUCKS PVT. LTD.

TYP: V9-82L-01

S.No.:XXFHXXXXX

XXXXXXXXX

MAN FORCE TRUCKS PVT. LTD.

RATIO

TYPE

S.No.

PART LIST No.

2.2.3 Front axle & Rear axle designation and plate

Front axle:

Table 10: Front axle designation and plate

Front Axle Identification Number (FAIN)

1 2 3 4 5 6 7

Model year code Aggregate

Identification

Consecutive

Number

FRONT AXLE FH

Model Year Code

2003 03

2004 04

2005 05

2006 06

2007 07

2008 08

2009 09

2010 0A

2011 0B

2012 0C

Rear axle:

Table 11: Rear axle designation and plate

Rear Axle Identification Number (RAIN)

1 2 3 4 5 6 7

Model year code Aggregate

Identification

Consecutive

Number

HD9-13120 RH

H9-13120 RL

Model Year Code

2003 03

2004 042005 05

2006 06

2007 07

2008 08

2009 09

2010 0A

2011 0B

2012 0C


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2.3 Use of logos

MAN logos on the chassis may not be removed or modified in any way without prior approval by MAN FORCE.

Modifications to the chassis or body that do not conform with this Guide to Fitting Bodies and that have not received an approval byMAN FORCE department (for address see Publisher above) must receive a new vehicle identification number (VIN) from

the manufacturer responsible for the modification (normally the vehicle conversion company). In such cases where the chassis/vehicle

has received a new VIN, the logos on the radiator grille (MAN lettering, lion emblem) and the doors (door designation

see Section 2.1.1) must be removed.

2.4 Cabs

CLA chassis are supplied with the following cab variants / cab designations:

Table 12: CLA cabs

Dimensions* Views

Name Length Width Height Side Front

(from cab-0 to top)

Day

Cabin

1.520 2.200 1.588

Sleeper

Cabin

1.820 1.588


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M A N F O R C E T R U C K S P V T . LT D .

TYPE

ENGINE NO.

MADE IN INDIA

xxxxxxxxxxxxxxx

xxxxxxxx

2.5 Engine variants

Diesel engines with mechanical or EDC injection from the D08 engine family are used on the CLA

(D08 = 1st 3rd digit of the engine designation). Depending upon rated power and rated torque they are in-line four cylinder (R4) orin-line six cylinder (R6) They are available either as Euro 2 or Euro 3 engines.

Table 13: CLA engines/engine designations D08 Euro 2/3 mech. or with EDC

Vehicle

designation

Emission

class

Power

[kW] / at rpm

Max. torque

[Nm] / at rpm

Engine type Engine designation

xx.180 EURO3 132kW 650 Nm at 1300 1700 rpm R4 D0834LFL07



Table 14: Engine Identification Number (EIN)

Engine Identification Number (EIN)

1 2 3 4 5 6 7 8 9

No. of Cylinder Type of fuel Model year code Month code Consecutive Number

Code

4 4 Cyl.

6 6 Cyl.

8 8 Cyl.

D Diesel

C CNC Month Code

L LPG Model Year Code January A

P Petrol 2003 3 February B

2004 4 March C

2005 5 April D

2006 6 May E

2007 7 June F

2008 8 July G

2009 9 August H

2010 A September J

2011 B October K

2012 C November L

December M


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G G

3. General technical basics

National and international regulations take priority over technically permissible dimensions and weights if they limit the technically

permissible dimensions and weights. To achieve optimum payload carrying capability the chassis must be weighed before work startson the body. Calculations can then be made to determine the best centre of gravity position for payload and body as well as

the optimum body length. As a result of component tolerances the weight of the standard chassis is allowed to vary by 5%.

Changes in equipment may result in deviations in the dimensions and weights, particularly if different tyres are fitted that then also lead

to a change in the permissible loads.

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

Under no circumstances may the permissible axle weights be exceeded

A sufficient minimum front axle load is achieved

The position of the centre of gravity and loading must not be one-sided

The permissible overhang (vehicle overhang) is not exceeded.

3.1 Axle overload, one-sided loading

Fig. 1: Overloading the front axle ESC-911

Fig. 2: Difference in wheel load ESC-912


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Formula 1: Difference in wheel load

G 0,05 Gtat

The body must be designed such that one-sided wheel loads do not occur. Following checks, a maximum wheel load difference of 5%

is permitted (where 100% represents the actual axle load and not the permissible axle load).

Example:

Actual axle load Gtat

= 6.000kg

Therefore, the permissible wheel load difference is:

G = 0,05 Gtat

= 0,05 6.000kg

G = 300kg

This means for example that the wheel load on one side is 2,850kg and 3,150kg on the other. The calculated maximum wheel load

provides no information on the permissible individual wheel load for the tyres fitted. Information on this can be found in the technical

manuals supplied by the tyre manufacturers.

3.2 Minimum front axle load

In order to maintain steerability, the stipulated minimum front axle load must be ensured under all vehicle load conditions, see table 15.

Fig. 3: Minimum front axle load ESC-913


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Table 15: Minimum front axle loading for any load condition as a % of the respective actual vehicle weight

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

Model

range

Model Number Wheel Formula GVW Without

SDAH /ZAA

With

SDAH /ZAA

Other rear load

e.g. crane, tail-lift

CLA MA5 MA6 4x2 15t-18t 25% 25% 30%

MC5 MC6 6x4 25t 26t 20% 25% 25%

These values are inclusive of any additional rear loads such as:

Nose weights exerted by a centre-axle trailer

Loading cranes on the rear of the vehicle

Tail lifts

Transportable fork lift trucks.

3.3 Wheels, rolling circumference

Different tyre sizes on the front and rear axle(s) can only be fitted if the difference in rolling circumference of the tyres used does not

exceed 10%, max. 2% are permissible for all wheel drive vehicles (currently not available in the CLA range).

The notes in Chapter 5 Body relating to anti-skid chains, load rating and clearance must be observed.

3.4 Permissible overhang

The overhang (vehicle overhang including body) is the measurement from the resulting rear axle centre (determined by the theoretical

wheelbase) to the end of the vehicle. For definition, see diagrams in the following section 3.5. The following maximum values arepermitted, expressed as a percentage of the theoretical wheelbase.

For 2 axle vehicles 60%.

For vehicles with more than 2 axles 70%. Local legal restrictions may occur.

3.5 Theoretical wheelbase, overhang, theoretical axle centreline

The theoretical wheelbase is an aid for calculating the position of the centre of gravity and the axle loads. It is defined in the following

diagrams. Warning: the effective wheelbase on turns that is used to calculate the turning circles is not in every case identical to

the theoretical wheelbase that is required for calculating the weight.


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Theoretical rear axle centreline

Gpermissible1

Gpermissible2

Utl12

= lt

Fig. 4: Theoretical wheelbase and overhang two-axle vehicle ESC-914

Formula 2: Theoretical wheelbase for a two-axle vehicle

lt = l

12

Formula 3: Permissible overhang for a two-axle vehicle

Ut 0,60 l

t


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Gpermissible1 G

permissible2G

permissible3= G

permissible2

l12

lt

Ut

l23

Fig. 5: Theoretical wheelbase and overhang for a three-axle vehicle with two rear axles and identical rear axle loads ESC-915

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

lt = l

12 + 0,5 l

23

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

Ut < = 0,70 lt


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Ut

lt

l12

l23

Gpermissible1

Gpermissible2

Gpermissible3

Fig. 6: Theoretical wheelbase and overhang for a three-axle vehicle with two rear axles and different rear axle loads ESC-916

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

Gpermissible3

l23

lt = l

12 +

Gpermissible2 + Gpermissible3

Formula 7: Permissible overhang length three-axle vehicle with two rear axles and unequal rear axle loads

Ut = 0,70 l

t


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Theoretical rearaxle centreline

Theoretical frontaxle centreline

Gpermissible1

Gpermissible2

Gpermissible3

Gpermissible4

Ut

lt

l12 l23 l34

Fig. 7: Theoretical wheelbase and overhang for a four-axle vehicle with two front and two rear axles (any load axle distribution) ESC-917

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

Gpermissible1

l12

Gpermissible4

l34

lt = l

23 + +

Gpermissible1

+ Gpermissible2

Gpermissible3

+ Gpermissible4

Formula 9: Permissible overhang for a four-axle vehicle with two front and two rear axles

Ut < = 0,70 l

t


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3.6 Calculating the axle load and weighing procedure

It is essential that an axle load calculation be completed in order to ensure correct design of the body.

Achieving optimum compatibility between bodywork and truck is only possible if the vehicle is weighed before any work on the bodyis commenced. The weights thus obtained are then taken as a basis for an axle load calculation.

The vehicle must be weighed:

Without the driver

With a full fuel tank

With the handbrake released and the vehicle secured with chocks

If fitted with air suspension, raise the vehicle to normal driving position (currently not available in the CLA-range).

Front and rear axles separately and then the whole vehicle as a check.

Observe the following sequence when weighing a vehicle:

Two-axle vehicles

1st axle

2nd axle

whole vehicle as a check

Three-axle vehicles with two rear axles

1st axle

2nd together with 3rd axle


Four axle vehicle with two front and two rear axles

1st together with 2nd axle

3rd together with 4th axle


3.7 Checking and adjustment procedures once body has been fitted

Checking and adjustment procedures that must be completed by the bodybuilder once the body has been fitted:

ALB setting

Basic beam alignment of the headlamps Battery charge status


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Bo

Buex

hH

R

t

ey

Surface centre of gravity S

4. 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 FORCE components be used whenever this is inaccordance with the vehicles structural design and ratings. To keep maintenance work to a minimum, we recommend the use

of components that have the same maintenance intervals as the MAN FORCE chassis. MAN FORCE will advise on the installation

of additional components.

Safety at work:

Accident prevention regulations must be observed, in par ticular:

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.

4.1 Frame dimensions and material

For the CLA the following longitudinal frame member is used:

Fig. 8: Profile data for longitudinal frame members ESC-128


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Table 16: Profile data for longitudinal frame members CLA

No H

mm

h

mm

Bo

mm

Bu

mm

t

mm

R

mm

G

kg/m

0,2

N/mm2

B

N/mm2

A

mm2

ex

mm

ey

mm

Ix

cm4

Wx1

cm3

Wx2

cm3

Iy

cm4

Wy1

cm3

Wy2

cm3

44 270 256 80 80 7 10 22 460 490-627 2831 18 135 2770 205 205 150 83 24

Steel quality is BSK 46

The frame mounting is either a straight or cranked ladder frame, the smaller rear frame mounting of the cranked frame is for

the MAN planetary-axles. Table 17 defines the relation between cranked or straight frame and model designation.

Table 17: Model-related allocation of longitudinal frame member profiles for CLA

Tonnage Type Code Vehicle designation Wheelbase Model Designation Cranked Frame

Planetary Axle

Straight Frame

Hypoid Axle

CLA 18t MA5 MA6 CLA 18.280 3.600 mm CS23 X

CLA 15t

CLA 16t

CLA 18t

MA5, MA6 CLA 15.220

CLA 16.220

CLA 18.280

5.200 mm CS01 X

CS03 X

CS07 X

CS25 X

CLA 25t

CLA 26t

MC5, MC6 CLA 26.280 3.175/1.400 mm CS02 X

CS04 X

CS05 X

CS18 X

CS19 X

CS30 X

CLA 26t MC5, MC6 CLA 26.280 3.825/1.400 mm CS09 X

CS10 X

CS11 X

CS13 X

CS22 X

CLA 25t

CLA 26t

MC5, MC6 CLA 26.280

CLA 25.280

4.600/1.400 mm CS06 X

CS14 X

CS24 X

CS26 X

CS31 X


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4.1.1 Subframe material

The subframe must be made of steel. For reasons of strength materials with yield point 0,2

< 235 N/mm2are not allowed at all.

Materials with yield point 0,2 235 N/mm2and 350 N/mm2are only suitable for use to a limited degree. They are therefore onlypermitted for subframe longitudinal and cross members that are subject only to line loads from the body. Should point loads arise or if

auxiliary equipment is to be fitted that exerts localised forces, then steels with a yield point of 0,2

> 350 N/mm must always be used.

4.2 Corrosion protection

Surface and corrosion protection affects the service life and appearance of the product. In general, the quality of the coatings on body

components should be equal to that of the chassis. To ensure this requirement is met, the MAN Works Standard M 3297

Corrosion protection and coating systems for non-MAN bodies is binding for bodies that are ordered by MAN FORCE.

If the customer commissions the body, this standard is highly recommended. Should the standard not be observed, MAN FORCE

provides no guarantee for any consequences. Series production chassis are coated with environmentally friendly,

water-based 2-component chassis top-coat paints at approx. 80C. To guarantee uniform coating, the following coating structureis required for all metal component assemblies on the body and subframe:

Bare metal or blasted component surface (SA 2.5)

Primer coat: 2-component epoxy primer or, if possible cathodic dip painting with zinc phosphate pre-treatment

Top coat: 2-component top-coat, preferably water-based; if there are no facilities for this, then solvent-based paint is

also permitted.

Instead of priming and painting with a top coat, the substructure of the body (e.g. longitudinal and cross-members, corner plates)

may also be galvanised with a layer thickness 80m. See the relevant paint manufacturers data sheets for information

on tolerances for drying and curing times and temperatures. When selecting and combining materials the compatibility of

the different metals (e.g. aluminium and steel) must be taken into consideration as must the effects of the electrochemical series

(cause of contact corrosion).

After all work on the chassis has been completed:

Remove any drilling swarf

Remove burrs from the edges

Apply wax preservative to any cavities

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

To prevent the occurrence of 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 manufacturers premises.


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4.3 Drill holes, riveted joints, screw connections and cut-outs on/in the frame

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

If possible, use the holes already drilled in the frame. Drilling must not be carried out in the flanges of the longitudinal frame member

profiles, i.e. in the upper and lower flanges (see Fig. 9). 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. 10). This also applies to the subframe.

Fig. 9: Frame drill holes in the upper and lower flange ESC-155

Fig. 10: Drill holes at frame end ESC-032


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d

b b

b b

b

b

a

a

c

a 40

b 50

c 25

Fig. 11: Distances between drill holes ESC-021

Fig. 12: Drill holes along the entire length of the frame ESC-918


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Fig. 13: Marks on the bolts nips on the tightening side ESC-216

Alternatively, it is possible to use high-strength rivets (e.g. Huck-BOM, blind fasteners) manufacturers installation instructions must

be followed. The riveted joint must be at least equivalent to the screw connection in terms of design and strength. In principle it is also

possible to use flange bolts. MAN FORCE draws your attention to the fact that such flange bolts place high requirements on installation

accuracy. This applies particularly when the grip length is short.


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4.3.2 Cut-outs in the frame

At the CLA model cut-outs on the frame longitudinal and cross members are not permit ted. Should this order not be observed,

MAN FORCE provides no guarantee for any consequences.

Fig. 14: No cut-outs in the frame ESC-919

4.4 Modifying the frame

4.4.1 Welding the frame

Welders must have specialist knowledge in chassis welding. The workshop must therefore employ suitably trained and qualified

personnel to carry out the required welding work. (e.g. in Germany, according to the DVS leaflets 2510 2512 Carrying out repair

welding work on commercial vehicles, available from the DVS publishing house).

The frames of MAN FORCE commercial vehicles are made from high-strength fine-grain steels. Welding work on the frame is only

permitted using the respective original frame material; see Chapter 4.1. The fine-grain steels used during manufacture are

well suited for welding.


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Interior height end cross member height

No taper in the area

of axle location parts

800 30

4.4.2 Modifying the frame overhang

Shortening of the frame overhang within the scope of the specifications given here (e.g. distance between the cross members,

overhang length) may be carried out. An end cross member is required.

If a frame overhang is shortened as far as the axle guide or suspension (e.g. rear spring hanger, stabiliser bracket) the cross members

in this area must either remain in place or be replaced with suitable original MAN FORCE end cross members.

Fig. 15: Tapered frame end ESC-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.

This does not apply to body longitudinal members if they are set back or protected by the respective cross member or

other suitable constructions.

4.4.3 Modifications to the wheelbase

At the CLA modifications to the wheelbase are not permitted.

Should this order not be observed, MAN FORCE provides no guarantee for any consequences.


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4.5 Retrofitting additional equipment

The manufacturer of the equipment must obtain MAN FORCEs agreement regarding its installation. MAN FORCEs approval must be

made available to the workshop carrying out the work. The workshop is obliged to request MAN FORCEs approval from the equipmentmanufacturer. 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 FORCE 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 observed. Only under these conditions will MAN FORCE

accept warranty for its share of the delivery. The body manufacturer is responsible for the parts that he supplies, for carrying out

the work and for any possible consequences. As part of his supervision obligations, the body manufacturer is also responsible for

other companies working on his behalf.

An approval procedure must include documents which contain a 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, repor ts and clearance certificates that have been compiled by third parties (e.g. ICAT, CIRT, authorities, test Institutes)

do not automatically mean that MAN FORCE will also issue approval. MAN FORCE reserves the right to 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 FORCE

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 FORCE 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 tail-lifts and loading cranes.

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

the equipment with those for the vehicle.

4.6 Propshafts

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


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4.6.1 Single joint

When a single cardan joint, universal joint or ball joint is rotated uniformly whilst bent it results in a non-uniform movement on the

output side (see Fig. 16). This non-uniformity is often referred to as cardan error. The cardan error causes sinusoidal-like fluctuationsin 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. 16: Single joint ESC-074

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

attachment to a power take-off. A single joint is feasible only if it can be proven without doubt that because of the:

mass moment of inertia

rotational speed and

the angle of deflection

the vibrations and loads are not significant.

4.6.2 Jointed shaft with two joints

The non-uniformity of the single joint can be compensated for by combining two single joints in one propshaft.

However, full compensation of the movement can be achieved only if the following conditions are met:

Both joints have the same working angle, i.e. 1=

2

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

The input and output shafts must also be in the same plane, see Figs. 17 and 18.

All three conditions must always be met simultaneously so that the cardan error can be compensated for.

These conditions exist in the so-called W and Z arrangements (see Figs. 17 and 18).

The common working plane that exists for Z or W arrangements may be freely rotated about the longitudinal axis.

The exception is the three-dimensional propshaft layout, see Fig. 19.


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1

2

1

2

commondeflectionplane

commondeflectionplane

Fig. 17: W propshaft layout ESC-075

Fig. 18: Z propshaft layout ESC-076


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R1

R2

Angleofoffse

t

PlaneI

formedbyshafts1a

nd2

PlaneII

formedbyshafts2and3

Fork in plane I Fork in plane II

4.6.3 Three-dimensional propshaft layout

If the input and output shafts are not in the same plane the layout is three-dimensional. The centre lines of the input and output shafts

are not parallel. There is no common plane and therefore, to compensate for the fluctuations in angular velocity, the inner yokes (forks)of the joint must be offset by angle (Gamma) - see Fig. 19.

Fig. 19: Three-dimensional propshaft layout ESC-077

The condition that the resulting working angle R1

on the input shaft must be exactly the same as the working angle R2

on the output

shaft still applies.

Therefore:

R1

= R2

Where:

R1

= three-dimensional angle of shaft 1

R2

= three-dimensional angle of shaft 2.

Three-dimensional working angle Ra function of the vertical and horizontal angle of the propshafts and is calculated as:

Formula 10: Three-dimensional working angle

tan2R= tan2

v+ tan2

h

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

Formula 11: Angle of offset

tan h1

tan h2

tan 1= ; tan

2; =

1 +

2

tan 1

tan 2

Where:

R = Three-dimensional working angle

= Vertical working angle

h = Horizontal working angle

= Angle of offset.


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Note:

In the case of three-dimensional offset of a propshaft with two joints only the three-dimensional working angles need to be equal.

In theory therefore, an infinite number of layout options can be achieved from the combination of the vertical and horizontal workingangles.

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

4.6.3.1 Propshaft train

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

Fig. 20 shows three basic forms of propshaft system in which the position of the joints and the drivers with respect to each other were

assumed to be arbitrary. Drive dogs and joints are to be matched to each other for kinematic reasons. Propshaft manufacturers should

be consulted when designing the system.

Fig. 20: Propshaft train ESC-078


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2

1

4.6.3.2 Forces in the propshaft system

The joint angles in propshaft systems inevitably introduce additional forces and moments. If a telescoping propshaft is extended or

compressed whilst under load whilst under load further additional forces will be introduced.

Dismantling the propshaft, twisting the two halves of the shaft and then putting them back together again will not compensate for

the imbalances, it is more likely to exacerbate the problem. Such trial and error may cause damage to the propshafts, the bearings,

the joint, the splined shaft profile and assemblies. It is therefore essential that the markings on the propshaft are observed.

The marks must therefore be aligned when the joints are fitted (see Fig. 21).

Fig. 21: Marking on propshaft ESC-079

Do not remove existing balancing plates and do not confuse propshaft parts otherwise imbalances will occur again.

If one of the balancing plates is lost or propshaft parts are replaced, the propshaft should be re-balanced.

Despite careful design of a propshaft system, vibrations may occur that may cause damage if the cause is not eliminated.

Suitable measures must be used to cure the problem such as installing dampers, the use of constant velocity joints or changing

the entire propshaft system and the mass ratios.

4.6.4 Modifying the propshaft layout in the driveline of MAN FORCE chassis

Body manufacturers normally modify the propshaft system when:

Installing pumps on the driveshaft flange of the power take-of f.

In such cases the following must be observed:

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

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

Every propshaft must be balanced before installation.

4.7 Modifying the wheel formula and repositioning of axles

Modifications to the wheel formula (installation of additional axles) and the repositioning of steerable axles are not permitted.

Such conversions will not be accepted.


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60

100

60

240

420

420

4.8 Coupling devices

4.8.1 Basics

If the truck is intended to pull loads, the equipment required to do this must be fitted and approved. Compliance with the minimum

engine power required by legislation and/or the installation of the correct trailer coupling does not provide any guarantee that

the truck is suitable for pulling loads.

The Department at MAN-FORCE (for address see 'Publisher above) must be consulted if the standard or ex-works permissible

gross vehicle weight is to be changed. Only trailer couplings approved by MAN FORCE must be used. An approval by monitoring

organizations or test agencies does not mean that the vehicle manufacturer has also issued or will be issuing an approval. Contact

between the truck and the trailer must not occur during maneuvering. Adequate drawbar lengths should therefore be selected.

Legal requirements pertaining to trailer couplings (EU: 94/20/EC and/or country-specific regulations) must be observed. The required

clearances must also be taken into consideration. The bodybuilder is obliged to ensure that the body is designed and constructed suchthat the coupling process can be performed and monitored unhindered and without incurring any risks. The freedom of movement

of the trailer drawbar must be guaranteed. If coupling heads and sockets are installed offset to one side (e.g. on the drivers side

rear light holder) the trailer manufacturer and vehicle operator must ensure that the cables/pipes are long enough for cornering.

Fig. 22: Clearances for trailer couplings in accordance with 94/20/EC ESC-006


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140m

in.

A A

250max.

300max.

R20max.

R40max.

100max.

45max.

30m

ax

.

30ma

x.

65m

in.

300max.

55min.

32m

in.

350min.

420max.

45m

in. 7

5min.

75min.

100max.

15max.

30max.

65min.

Fig. 23: Clearances for trailer couplings in accordance with DIN 74058 ESC-152

These examples are purposely represented only schematically they do not form a design instruction. Design responsibility rests withthe respective bodybuilder/ converter. Original MAN FORCE end cross members and the associated reinforcement plates must

be used when fitting trailer couplings. End cross members have suitable hole patterns for the associated trailer coupling.

This hole pattern must under no circumstances be modified to install a different trailer coupling. Follow the coupling manufacturers

instructions in their installation guidelines (e.g. tightening torques and testing).

Lowering the trailer coupling without lowering the end cross member as well is not permitted! Some examples of how the coupling may

be lowered are shown in Figs. 24 and 25.

These examples are purposely represented only schematically they do not form a design instruction.

Design responsibility rests with the respective bodybuilder/ converter.


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Fig. 24: Lowered trailer coupling ESC-515

Fig. 25: Trailer coupling fitted below the frame ESC-542


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4.8.2 Trailer coupling, D value

The required size of trailer coupling is determined by the D value. The trailer coupling manufacturer fits a model plate to the trailer

coupling; the model plate contains the maximum permissible D value. The D value is expressed in kilo newtons [kN].

The formula for the D value is as follows:

Formula 12: D value

9,81 T R

D =

T + R

If the trailer coupling D value and the permissible gross weight of the trailer are known, then the maximum permissible gross weight

of the towing vehicle can be calculated using the following formula:

Formula 13: D value formula for permissible gross weight

R D

T =

(9,81 R) - D

If the D value and the permissible gross weight of the towing vehicle are known, then the maximum permissible gross weight of

the trailer is calculated as follows:

Formula 14: D value formula for permissible trailer weight

T D

R =

(9,81 T) - D

Where:

D = D value, in [kN]

T = Gross vehicle weight rating of the towing vehicle, in [t]

R = Gross vehicle weight rating of the trailer, in [t]


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4.8.3 Fifth-wheel coupling

Semi trailers and semi trailer tractors must be checked to see if their weight and size are suitable for forming an articulated vehicle.

The following must therefore be checked:

Slew radius

Fifth-wheel height

Fifth-wheel load

Freedom of movement of all parts

Legal conditions

Adjusting instructions for the braking system.

To achieve maximum fifth-wheel load the following actions are required before the vehicle goes into operation:

Weigh the vehicle Calculate the axle loads

Determine the optimum distance between the rear axle and the fifth-wheel kingpin (fifth-wheel lead)

Check the front slew radius

Check the rear slew radius

Check the front angle of inclination

Check the rear angle of inclination

Check the overall length of the articulated vehicle

Install the fifth-wheel coupling accordingly.

The required angles of inclination are 6 to the front, 7 to the rear and 3 to the side in accordance with ISO 1726.

Different tyre sizes, spring rates or fifth-wheel heights between tractor unit and semitrailer reduce these angles so that

they no longer comply with the standard.

In addition to the inclination of the semi trailer to the rear, the side inclination when cornering, suspension compression travel

(axle guides, brake cylinder), the anti-skid chains, the pendulum movement of the axle unit on vehicles with tandem axles and

the slew radii must also be taken into account.


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100

3

7

6

3

Rv

R

h

Fig. 26: Dimensions for semi trailer tractor units ESC-920

A specific minimum fifth-wheel height must be observed. The distance between the rear axle (theoretical axle center) and the fifth-wheel

kingpin (fifth-wheel lead), as stated in the sales documentation or the chassis drawings, is applicable to the standard vehicle only.

In some circumstances, equipment that affects the vehicles unladen weight or the vehicle dimensions requires the distance between

the fifth-wheel lead to be modified. This could also change the payload capacity and the combined vehicle length.

Only type-approved fifth-wheel coupling base plates may be used. Installing a fifth-wheel coupling without a subframe is also not

permitted. The size of the subframe and the quality of the material (0.2

355 N/mm2) must be the same as for a comparable

production vehicle. The fifth-wheel coupling base plate must rest only on the fifth-wheel subframe and not on the frame longitudinal

members. The mounting plate must be attached only using bolts approved by MAN or by the fifth-wheel coupling base plate

manufacturer. Observe the tightening torques and check them at the next maintenance service!

Follow the instructions/guidelines of the fifth-wheel coupling manufacturers.

The plane of the fifth-wheel pick-up plate on the semitrailer should run parallel with the road at permissible fifth-wheel load.

The height of the fifth-wheel coupling must be designed accordingly, taking into account the free tolerances specified in ISO 1726.


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Connecting pipes/cables for air supply, brakes, electrics and ABS must not chafe on the body or snag during cornering.

Therefore the body builder must check the freedom of movement of all cables/pipes when cornering with a semitrailer.

When operating without a semitrailer, all pipes/cables must be attached securely in dummy couplings or connectors.

The following fifth-wheel kingpins are available:

Fifth-wheel kingpin 50, 2" diameter.

Fifth-wheel kingpin 90, 3.5" diameter.

Which one to be used depends upon various factors. As for trailer couplings the deciding factor is the D value.

The smaller of the two D values for the kingpin and the fifth-wheel coupling applies for the articulated vehicle as a whole.

The D value itself is marked on the model plates.

The following formulae are used to calculate the D value:

Formula 15: D value for fifth-wheel coupling

0,6 9,81 T R

D =

T + R - U

If the D value is known and the permissible gross weight of the semitrailer is required then the following formula applies:

Formula 16: Permissible gross weight of the semitrailer

D (T - U)

R =

(0,6 9,81 T) - D

If the permissible gross weight of the semitrailer and the D value of the fifth-wheel coupling are known, the permissible gross weight of

the semitrailer tractor unit can be calculated with the following formula:

Formula 17: Permissible gross weight of the tractor unit

D (R - U)

T =

(0,6 9,81 R) - D

If the fifth-wheel load is required and all other loads are known, the following formula can be used to calculate the fifth-wheel load:

Formula 18: Fifth-wheel load

T + R (0,6 9,81 T R)

U =

D

Where:

D = D value (in kN)

R = Permissible gross weight of the semitrailer (in t), including the fifth-wheel load

T = Permissible gross weight of the tractor unit (in t), including the fifth-wheel load

U = Fifth-wheel load (in t)


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4.9 Tractor units and converting the vehicle type - truck / tractor

Modifications of a truck to a tractor unit, or a tractor unit to a truck is prohibited. Such conversions may only be carried out

by MAN FORCE.

4.10 Modifying the cab

4.10.1 General

Modifications to the cabs structure (e.g. incisions/cut-outs, changes to the support structure including the seats and seat mountings, cab

extensions) together with modifications to the cab mountings and tilting mechanism are prohibited. Such conversions may only

be carried out by MAN FORCE.

4.10.2 Spoilers, roof extensions, roofwalk

It is possible to retrofit a roof spoiler or an aerodynamics kit. Original MAN FORCE spoilers and aerodynamics kits can be obtained

for retrofitting from our spare parts service. Only the proper mounting points on the cab roof should be used when retrofitting

components to the cab roof.

4.10.3 Roof sleeper cabs

Installing roof sleeper cabs at the CLA is not permitted. Should this order not be observed, MAN FORCE provides no guarantee and

is not liable for any consequences.

4.11 Add-on frame components

4.11.1 Rear underride guard

Chassis can be factory-fitted with a rear underride guard (see Table 18). If rear underride guards are not factory-installed, they can be

retrofitted. If the underride guard is retrofitted e.g. by the body manufacturer the fitment needs to comply with local legal regulations and

restrictions.

Table 18: Model designations with rear underride guard

Model designations with rear underride guard factoy-fitted

CS01 CS02 CS03 CS04 CS05 CS06 CS07 CS09 CS10 CS11 CS14 CS22 CS30 CS31


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350

350t

B

Body

Body

- - - - - - - Edge protection in this area

Hole in accordance

with this Guide to

Fitting Bodies

Underride guard

set back and/or lower

Underride guard

set back

B Width of frame

longitudinal member

profile section

35 550

unladen

Fig. 27: Example for dimensional specification for underride guards according to european regulations ESC-056

4.11.2 Sideguards

Depending to country specific regulations trucks must be fitted with sideguards.

CLA chassis, tractors and CKD are delivered without sideguards.

If necessary sideguards must be retrofitted complying with country specific regulations.


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4.11.3 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.

In every case,

The legal regulations and directives must be observed.

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

A double lock to prevent loss must be provided.

The spare wheel lift is to be secured to prevent it from being lost; observe instructions in Section 3.4.1

"Rivet joints and screw connections" (e.g. mechanical keeper, double nip countersunk bolts/nuts.)

A minimum clearance of > 200mm from the exhaust system must be observed; if a heat shield is installed,

this clearance may be > 100mm.

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 mustnot result in interruptions in the subframes or in their being bent at right angles or bent out to the side.

4.11.4 Wheel chocks

1 wheel chock on:

Vehicles with a permissible gross weight of more than 4t

Two-axle trailers apart from semitrailers and rigid drawbar trailers (including central-axle trailers) with a permissible gross

weight of more than 750kg.

2 wheel chocks on:

Three and multi-axle vehicles

Semitrailers

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

Table 19: Number of wheel chocks

Number of chocks Model Designation Tonnage

1 CS01, CS03, CS07, CS23, C25 15t, 16t, 18t

2 CS02, CS04, CS05, CS06, CS09, CS10, CS11, CS13, CS14,

CS18, CS19, CS22, CS24, CS26, CS30, CS31

25t, 26t

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 and from rattling.

Hooks or chains must not be used as holders.


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4.11.5 Fuel tanks

If space permits, fuel tanks can be either repositioned and/or additional fuel tanks can be fitted. However, the wheel loads must be

as even as possible (see Chapter 3), where possible the fuel tanks are to be mounted opposite each other, i.e. on the left and right-handsides on the frame. 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. After mounting the tanks it is necessary to do a new axle load calculation.

Fuel pipes are to be routed properly, see also chapter 6. The prevailing temperatures in the areas that the vehicle will be used must

be taken into account. Operation at low temperatures requires the fuel return line to be located immediately next to the intake area.

This warms the intake area and is an effective means of preventing fuel from clouding (flocculation of paraffin).

4.12 Modifications to engine systems

4.12.1 Modifications to the air intake, exhaust gas routing.

Modifications to the air intake and exhaust systems at the CLA model are not permitted.

4.12.2 Engine cooling

Modifications to the radiator that reduce the cooling surface area at the CLA model are not permitted.

4.12.3 Engine encapsulation, noise insulation

Work on and modifications to factory-fitted engine encapsulation at the CLA model are not permitted.

4.13 Fitting other manual gearboxes, automatic transmissions and transfer boxes

Fitting third-party transfer boxes at the CLA model is not permitted.


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5. Bodies

5.1 General

For identification purposes, each body must be fitted with a model plate that must contain the following data as a minimum:

Full name of body manufacturer

Serial number

The data must be marked permanently on the model plate.

Bodies have a significant influence on handling properties and the vehicles resistance to movement and consequently also on fuel

consumption. As a result, bodies must not unnecessarily:

Increase running-resistance Impair handling characteristics.

The unavoidable bending and twisting of the frame should not give rise to any undesirable properties in either the body or the vehicle.

The body must be able to absorb such forces safely. The approximate value for unavoidable bending is as follows:

Formula 19: Approximate value for permissible bending

i1l

i+ l

f =

200

Where:

f = Maximum bending in [mm]

li = Wheelbases, l

i= sum of the wheelbases in [mm]

l = Frame overhang in [mm]

The moment of resistance affects the bending stress, and the geometrical moment of inertia affects bending and the vibration behavior.

Therefore it is important that both the moment of resistance and the geometrical moment of inertia are sufficient.

The body should transfer as few vibrations as possible to the chassis.

The conditions under which the vehicle will be used at its work location are the decisive factors for its design.

We assume that bodybuilders should at the very least be able to determine approximate ratings for the subframe and assembly.

The body builder is expected to take suitable measures to ensure that the vehicle is not overloaded.

The MAN FORCE frame data required for designing the subframes can be obtained from chapter 4 table 16 and 17.


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The unavoidable tolerances and hysteresis arising in vehicle design must also be taken into consideration.

These include, for example:

the tyres the springs

the frame.

When the vehicle is in operation, other dimensional changes can be expected and these also have to be taken into consideration in

the designing of the body. These include:

settling of the springs

tyre deformation

body deformation.

The frame must not be deformed before or during installation. Before positioning the vehicle for installation, it should be driven

backwards and forwards a few times to release any trapped stresses arising from torsional moments. This is particularly applicable

to vehicles with tandem axle units because of the secondary bending of the axles during cornering. The vehicle should be placed on

level ground to install the body. If possible, the maintenance intervals of the bodies should be matched to those of the chassis so that

maintenance costs are kept low.

Accessibility, clearances: Access to the filler necks for fuel must be ensured as well as access to all other frame components

(e.g. spare wheel lift, battery box). The freedom of movement of moving parts in relation to the body must not be adversely affected.

To ensure minimum clearances the following should be taken into account:

Maximum compression of the springs

Dynamic compression during the journey

Compression when starting off or braking

Side tilt when cornering

Operation with anti-skid chains Limp-home mode properties, for example damage to a spring during a journey and the resulting side tilt

(e.g. side tilt for semitrailer tractor units is 3, in accordance with ISO 1726).


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5.1.1 Lowering the body

If vehicles are fitted with smaller tyres, then the body can, in some circumstances, be lowered by the dimension " h using

the following formula:

Formula 20: The difference in the dimensions for lowering the body

d1 - d2

h=

2

Where:

h = Difference in dimensions for lowering [in mm]

d1 = Outer diameter of the larger tyre [in mm]

d2 = Outer diameter of the smaller tyre [in mm]

Because the distance between the upper edge of the frame and the upper edge of the tyre is reduced by dimension h, the body can

also be lowered by this amount if there are no other reasons to prevent it. Other reasons may be for example, parts that protrude beyond

the upper edge of the frame.

If a body is to be lowered even more, the following effects must be checked:

Maximum static compression with the vehicle fully laden (= t