Cla GB

GUIDE TO FITTING BODIES
CARGO LINE A (CLA)

v1.04 April 2010
PUBLISHER
MAN FORCE TRUCKS P v t . Ltd.
Application Engineering
Depar tment
M u m b a i Pu n e Ro a d
Pu n e 411 03 5
India
I n t e r n e t:
w w w. m a nf o rc e t r u c ks .c o m
Ph o n e:
+ 91 2 0 274 0 476 9
Fa x:
+ 91 2 0 27475 9 8 4 9
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.
Cargo Line A: CLA

1.
2.
3.
v1.04 April 2010
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
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 Sufx
2.2
Model number, vehicle identication 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
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 tted
Cargo Line A (CLA)
1
1
1
1
2
3
3
4
5
6
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8
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14
15
16
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17
18
19
19
20
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21
21
26
26
I
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 Modications to the wheelbase
4.5
Retrotting 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 Modications to engine systems
4.12.1 Modications 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
Cargo Line A (CLA)
27
27
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29
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30
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33
33
34
34
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35
36
36
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39
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48
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48
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48
48
49
50
50
51
51
51
51
51
51
II
5.
6.
Bodies
5.1
General
5.1.1 Lowering the body
5.2
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 xtures, 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
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
52
52
54
55
55
55
56
57
61
62
63
68
70
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80
80
80
Cargo Line A (CLA)
III
6.9
7.
8.
Interfaces on the vehicle, preparations for the body

6.9.1 Start-stop control on frame end
Power take-off
7.1
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
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
Retrotting continuous brakes not manufactured by MAN FORCE
81
81
82
82
84
84
84
84
85
89
89
89
89
90
92
92
93
Referenced ESC numbers in gures 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.
Cargo Line A (CLA)
IV
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 modications
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 conrmed
in 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.
Cargo Line A (CLA)
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 modications 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
modication to the chassis
always lies fully with the company that is manufacturing the body, installing it or carrying out modications (manufacturers liability).
This also applies if MAN FORCE has expressly approved the body or the modication. 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 out
the work detect a mistake either in the planning stage or in the intentions of
the customer
the user
its own personnel
the vehicle manufacturer
then that mistake must be brought to the attention of the respective party.
The company is responsible for seeing that the vehicles
operational safety
trafc safety
maintenance possibilities and
handling characteristics
do not exhibit any disadvantageous properties.
Cargo Line A (CLA)
With regard to trafc safety, the company must operate in accordance with the state of the art and in line with the recognised rules
in the eld in matters relating to
the design
the production of bodies
the installation of bodies
the modication of chassis
instructions and
operating instructions.
Difcult 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 qualication will be requested.
1.2.4
Approval
Type approval:
Each vehicle that is to be used on the road must be ofcially 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.
Modications that affect the certication may only be added by the ofcial agency responsible.
Expiry of the certication will also cancel insurance cover.
The responsible authorities, the ofcially 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 sufce.
Cargo Line A (CLA)
Approval from MAN FORCE for a body or a chassis modication:

Approval by MAN FORCE is not required if the bodies or modications are being carried out in accordance with this guide.
If MAN FORCE approves a body or a chassis modication, 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 modications only to the fact that, from a design point of view, the modications 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 modication.
Observance of this Guide does not free the user from responsibility to perform modications 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 modications, 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 modications
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 ofce.
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.
Cargo Line A (CLA)
The following information should be included:
Vehicle model (see chapter 2.2 model code) with

Cab design
Wheelbase
Frame overhang
Vehicle identication number or vehicle number (if already available, see Chapter 2.2) Identication 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 modications
Additional reinforcements
Upsweeps, etc.
Means of connection:
Positioning (in relation to the chassis)
Type
Size
Number.
The following are not sufcient 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
modications 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 modication to the chassis
improper use.
Cargo Line A (CLA)
1.2.7
Product Liability
Any faults in the work that are identied 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 modication 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 modication 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, sufcient operating instructions
Provide permanent, easily visible instruction plates on hazardous points for operators and/or third parties
Observe the necessary protection measures (e.g. re and explosion prevention)
Provide full toxicological information
Provide full environmental information.
Cargo Line A (CLA)
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 sufcient 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.
Sufcient 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 modications to the vehicle being carried out, the operator of the vehicle is also entitled
to receive operating instructions from the conversion company. All specic 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.
Cargo Line A (CLA)
As a result, every vehicle body builder and converter must check his technical instructions for:
Clarity
Completeness
Accuracy
Comprehensibility
Product-specic safety instructions.
Inadequate or incomplete operating instructions carry considerable risks for the user.
Possible effects are:
Reduced benet, 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 modication, 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 parts that MAN FORCE has not manufactured or approved for use in its products may affect the trafc 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 tted it to the vehicle (or the subject of the contract).
Cargo Line A (CLA)
2.
Product designations
2.1
Vehicle designation and wheel formula
To enable unique and easily comprehensible identication 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 + sufx.
The terms wheel formula and sufx are dened in the following section.
Model range + permissible weight + engine power + wheel formula + sufx
CLA 16.220 4x2 BB
CLA 26.280 6x4 BB-CKD
Model range
+ Permissible weight
+ Engine power
Wheel formula
Sufx
CLA
16
.220
4x2
BB
CLA
26
.280
6x4
BB-CKD
Sufx
Sufx
Cargo Line A (CLA)
2.1.3
Wheel formula
The wheel formula stipulates the number of axles and provides additional identication 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
x
2
2
=
=
=
=
=
Total number of wheel locations, i.e. 3 axles

No function
Number of driven wheels
Trailing axle behind the rear drive-axle assembly
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
Sufx
The sufx to the vehicle designation denes the type of suspension, differentiates trucks from tractor units and describes special
product features.
CLA 16.220 4x2
BB
Sufx
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 down
BBS
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 sufx. Trucks have no special designation.
Special product (design) features are added separately following a hyphen - after the rst section of the sufx i.g. -ckd:
Cargo Line A (CLA)
10
2.2
Model number, vehicle identication number, vehicle number, model designation
The three-digit model number, also called model code, provides a technical identication of the MAN FORCE chassis and
also identies to which vehicle range it belongs. This number is part of the 17-digit vehicle identication number (VIN) and is located at
digits 4 to 6 in the VIN. The seven-gure 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 identication
number in the event of any technical queries regarding conversions and bodies.
Table 4:
Structure of VIN (Vehicle Identication Number)
MAN FORCE is following international standard to designate the VIN.

1
10
11
12
13
14
15
16
17
Vehicle
Check
Model
Assembly
cong.
digit
Year
line code
World
manufacturers
Model
code
Month
Code
Identier
MA5
January
CLA 18.280
4x2 BBS(R6)
February
MC5 CLA
26.280 6x4
BB(R6)
March
Code
Model Year
Code
2003
April
2004
May
2005
June
2006
July
2007
August
2008
September
2009
October
2010
November
2011
December
2012
Consecutive Number
Cargo Line A (CLA)
11
Table 5:
Gives some examples of the model number, vehicle identication number and vehicle number.
The VIN on vehicles which are built as CKD is congured by the nal chassis manufacturer and not by MAN-FORCE.
Vehicle designation
Model number Model code
Vehicle identication number

(VIN)
Vehicle number
CLA 18.280 4x2 BB
MA5
MBKMA5JE9AN001890
MA5-0009
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
MC6
n/a
MC6-0303
Model designation
The 4 digit model designation gives information about the conguration and the body specication of the vehicle.
Table 6 denes currently available model designations (release 1.0, December 2009)
Table 6:
Model designation, conguration and the body specication
Model Designation
Vehicle designation
Type Code
Realized Bodies / Applications
CS01
CLA 15.220 4x2 BB
MA5
Truck
CS01
MA6
Truck
CS02
CLA 26.280 6x4 BB
MC5
Rear Tipper
CS02
MC6
Rear Tipper
CS03
CLA 16.220 4x2 BB
MA5
Truck
CS03
MA6
Truck
CS04
CLA 26.280 6x4 BB
MC5
Rear Tipper
CS04
MC6
Rear Tipper
CS05
CLA 26.280 6x4 BB
MC5
Concrete Mixer up to 6m3
CS05
MC6
CS06
CLA 26.280 6x4 BB
MC5
Truck
CS06
MC6
Truck
CS07
CLA 18.280 4x2 BB
MA5
Truck
CS07
MA6
Truck
CS09
CLA 26.280 6x4 BB
MC5
Rear Tipper
CS09
MC6
Rear Tipper
CS10
CLA 26.280 6x4 BB
MC5
Rear Tipper
CS10
MC6
Rear Tipper
CS11
CLA 26.280 6x4 BB
MC5
Concrete Mixer
CS11
MC6
Concrete Mixer
CS13
CLA 26.280 6x4 BB
MC5
CS13
MC6
CS14
CLA 26.280 6x4 BB
MC5
Boom Pump
CS14
MC6
Boom Pump
CS18
CLA 25.280 6x4 BBS
MC5
Tractor Head
CS18
MC6
Tractor Head
Cargo Line A (CLA)
12
Table 6:
Model designation, conguration and the body specication
Model Designation
Vehicle designation
Type Code
Realized Bodies / Applications
CS19
CLA 26.280 6x4 BBS
MC5
Tractor Head
CS19
MC6
Tractor Head
CS22
CLA 26.280 6x4 BB
MC5
Rear Tipper
CS22
MC6
Rear Tipper
CS23
CLA 18.280 4x2 BBS
MA5
Tractor Head
CS23
MA6
Tractor Head
CS24
CLA 26.280 6x4 BB
MC5
Truck
CS25
CLA 16.220 4x2 BB
MA5
Truck
CS25
MA6
Truck
CS26
CLA 26.280 6x4 BB
MC5
Truck
CS26
MC6
Truck
CS27
CLA 16.220 4x2 BB
MA5
Truck
CS27
MA6
Truck
CS28
CLA 26.280 6x4 BB
MC5
Boom Pump
CS28
MC6
Boom Pump
CS30
CLA 26.280 6x4 BB
MC5
Concrete Mixer
CS30
MC6
Concrete Mixer
CS31
CLA 26.280 6x4 BB
MC5
Truck
CS31
MC6
Truck
CS32
CLA 26.280 6x4 BB
MC5
Rear Tipper
CS32
MC6
Rear Tipper
CS33
CLA 18.280 4x2 BBS
MA5
Tractor Head
CS33
MA6
Tractor Head
Cargo Line A (CLA)
13
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 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 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
Cargo Line A (CLA)
14
2.2.2
Table 9:
Gearbox designation and plate

Gearbox designation and plate
FORCE MOTORS LTD

MADE IN INDIA
PA R T L I S T N O .
TOTAL
RATIO
SERIAL NO.
SPEEDO
RATIO
PTO
NO.
IMP / REV
=
X
ENGINE.
OIL CAPACITY IN LTS

UNDER LICENCE FROM
GERMANY
XX XX XXXXX
08 GF 00001
SERIAL NO. 00001 ONWARDS

AGGREGATE IDENTIFICATION (EXAMPLE GF-6 SPEED G.BOX)
YEAR OF MANUFACTURING
Cargo Line A (CLA)
15
2.2.3
Front axle & Rear axle designation and plate
Front axle:
Table 10:
Front axle designation and plate

Front Axle Identication Number (FAIN)
1
Model year code
Aggregate
Identication
FRONT AXLE
Model Year
Code
2003
03
2004
04
2005
05
2006
06
2007
07
2008
08
2009
09
2010
0A
2011
0B
2012
0C
MAN FORCE TRUCKS PVT. LTD.

TYP: V9-82L-01
Consecutive
Number
P.No. 64.44000-6xxx
S.No.:XXFHXXXXX P.No. 64.44000-6xxx
FH
XX XX XXXXX
06 FH 00001

AGGREGATE IDENTIFICATION
Rear axle:
Table 11:
Rear axle designation and plate

MAN FORCE TRUCKS PVT. LTD.
Rear Axle Identication Number (RAIN)

1
Model year code
Aggregate
Identication
Model Year
Code
2003
03
2004
04
2005
05
2006
06
2007
07
2008
08
2009
09
2010
0A
2011
0B
2012
0C
5
Consecutive
Number
HD9-13120
RH
H9-13120
RL
RATIO
TYP: V9-82L-01
PART LIST No.
S.No.:XXFHXXXXX
TYPE
XXXXXXXXX
S.No.
XX XX XXXXX
06 RH 00001

AGGREGATE IDENTIFICATION
Cargo Line A (CLA)
16
2.3
Use of logos
MAN logos on the chassis may not be removed or modied in any way without prior approval by MAN FORCE.
Modications to the chassis or body that do not conform with this Guide to Fitting Bodies and that have not received an approval by
MAN FORCE department (for address see Publisher above) must receive a new vehicle identication number (VIN) from
the manufacturer responsible for the modication (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
(from cab-0 to top)
Day
Cabin
1.520
2.200
1.588
Sleeper
Cabin
1.820
Side
Front
1.588
Cargo Line A (CLA)
17
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) or
in-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
xx.220
EURO2
162kW
1100 Nm at 1200 1700 rpm
R6
D0836LFL10
xx.280
EURO3
206kW
1100 Nm at 1300 1700 rpm
R6
D0836LFL08
Table 14:
Engine Identication Number (EIN)

Engine Identication Number (EIN)
1
No. of Cylinder
Type of fuel
Model year code
Month code
Consecutive Number
Code
4
4 Cyl.
6 Cyl.
8 Cyl.
D
Diesel
CNC
Month
Code
LPG
Model Year
Code
January
Petrol
2003
February
2004
March
2005
April
2006
May
2007
June
2008
July
2009
August
2010
September
2011
October
2012
November
December
M A N F O R C E T R U C K S P V T. L T D .
TYPE
xxxxxxxxxxxxxxx
ENGINE NO.
xxxxxxxx
MADE IN INDIA
Cargo Line A (CLA)
18
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 starts
on the body. Calculations can then be made to determine the best centre of gravity position for payload and body as well as
the optimum body length. As a result of 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 tted that then also lead
to a change in the permissible loads.
In each individual case when a body is tted care needs to be taken to ensure the following:
Under no circumstances may the permissible axle weights be exceeded

A sufcient 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
Cargo Line A (CLA)
19
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 tted. 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
Cargo Line A (CLA)
20
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 tted 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 denition, see diagrams in the following section 3.5. The following maximum values are
permitted, 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 dened 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.
Cargo Line A (CLA)
21
Fig. 4:
Theoretical wheelbase and overhang two-axle vehicle ESC-914
Theoretical rear axle centreline
l12 = lt
Gpermissible1
Formula 2:
Ut
Gpermissible2
Theoretical wheelbase for a two-axle vehicle

lt = l12
Formula 3:
Permissible overhang for a two-axle vehicle

Ut 0,60 lt
Cargo Line A (CLA)
22
Fig. 5:
Theoretical wheelbase and overhang for a three-axle vehicle with two rear axles and identical rear axle loads ESC-915
l12
Gpermissible1
Gpermissible2
lt
Formula 4:
l23
Gpermissible3 =
Gpermissible2
Ut
Theoretical wheelbase for a three-axle vehicle with two rear axles and identical rear axle loads
lt = l12 + 0,5 l23
Formula 5:
Permissible overhang for a three-axle vehicle with two rear axles and identical rear axle loads
Ut < = 0,70 lt
Cargo Line A (CLA)
23
Fig. 6:
Theoretical wheelbase and overhang for a three-axle vehicle with two rear axles and different rear axle loads ESC-916
l12
l23
Gpermissible1
Gpermissible2
lt
Formula 6:
Gpermissible3
Ut
Theoretical wheelbase for a three-axle vehicle with two rear axles and unequal rear axle loads
Gpermissible3 l23
lt = l12 +
Gpermissible2 + Gpermissible3
Formula 7:
Permissible overhang length three-axle vehicle with two rear axles and unequal rear axle loads
Ut = 0,70 lt
Cargo Line A (CLA)
24
Fig. 7:
Theoretical wheelbase and overhang for a four-axle vehicle with two front and two rear axles (any load axle distribution) ESC-917
Theoretical front
axle centreline
l12
Gpermissible1
Theoretical rear
axle centreline
l23
l34
Gpermissible2
Gpermissible3
Gpermissible4
lt
Formula 8:
Ut
Theoretical wheelbase for a four-axle vehicle with two front and two rear axles (any axle load distribution)
Gpermissible1 l12
lt = l23 +
Formula 9:
Gpermissible4 l34
+
Permissible overhang for a four-axle vehicle with two front and two rear axles
Ut < = 0,70 lt
Cargo Line A (CLA)
25
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 body
is 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 tted 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 tted
Checking and adjustment procedures that must be completed by the bodybuilder once the body has been tted:
ALB setting
Basic beam alignment of the headlamps
Battery charge status
Cargo Line A (CLA)
26
4.
Modifying the chassis
To provide customers with the products they want, additional components sometimes need to be installed, attached or modied.
For uniformity of design and ease of maintenance, we recommend that original MAN FORCE components be used whenever this is in
accordance 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 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.
4.1
Frame dimensions and material
For the CLA the following longitudinal frame member is used:

Fig. 8:
Prole data for longitudinal frame members ESC-128
Bo
Surface centre of gravity S
ex
ey
h
H
Bu
Cargo Line A (CLA)
27
Table 16:
Prole 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
44
270
256
80
80
10
22
460
B
N/mm2
A
mm2
ex
mm
ey
mm
Ix
cm4
Wx1
cm3
Wx2
cm3
Iy
cm4
Wy1
cm3
Wy2
cm3
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 denes the relation between cranked or straight frame and model designation.
Table 17:
Tonnage
Model-related allocation of longitudinal frame member proles for CLA

Type Code
Vehicle designation
CLA 18t
MA5 MA6
CLA 15t
CLA 16t
CLA 18t
MA5, MA6
CLA 25t
CLA 26t
MC5, MC6
Wheelbase
Model Designation
CLA 18.280
3.600 mm
CS23
CLA 15.220
CLA 16.220
CLA 18.280
5.200 mm
CS01
CS03
CLA 26.280
3.175/1.400 mm
Cranked Frame
Planetary Axle
CS07
CS25
CS02
CS04
CS05
CLA 26t
CLA 25t
CLA 26t
MC5, MC6
MC5, MC6
CLA 26.280
CLA 26.280
CLA 25.280
3.825/1.400 mm
4.600/1.400 mm
Straight Frame
Hypoid Axle
CS18
CS19
CS30
CS09
CS10
CS11
CS13
CS22
CS06
CS14
CS24
CS26
CS31
Cargo Line A (CLA)
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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/mm2 are not allowed at all.
Materials with yield point 0,2 235 N/mm2 and 350 N/mm2 are only suitable for use 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. Should point loads arise or if
auxiliary equipment is to be tted that exerts localised forces, then steels with a yield point of 0,2 > 350 N/mm must always be used.
4.2
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 structure
is 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.
Cargo Line A (CLA)
29
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 anges of the longitudinal frame member
proles, i.e. in the upper and lower anges (see Fig. 9). The only exception to this is at the rear end of the frame, outside the area of all
the parts tted 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 ange ESC-155
Fig. 10:
Drill holes at frame end ESC-032
Cargo Line A (CLA)
30
Distances between drill holes ESC-021
Fig. 11:
Fig. 12:
a 40
b 50
c 25
Drill holes along the entire length of the frame ESC-918
Cargo Line A (CLA)
31
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 ange bolts. MAN FORCE draws your attention to the fact that such ange bolts place high requirements on installation
accuracy. This applies particularly when the grip length is short.
Cargo Line A (CLA)
32
4.3.2
Cut-outs in the frame
At the CLA model cut-outs on the frame longitudinal and cross members are not permitted. 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 qualied
personnel to carry out the required welding work. (e.g. in Germany, according to the DVS leaets 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 ne-grain steels. Welding work on the frame is only
permitted using the respective original frame material; see Chapter 4.1. The ne-grain steels used during manufacture are
well suited for welding.
Cargo Line A (CLA)
33
4.4.2
Modifying the frame overhang
Shortening of the frame overhang within the scope of the specications 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

Interior height end cross member height
30
800
No taper in the area

of axle location parts
The rear ends of the chassis and body longitudinal members must be closed up with suitable coverings.
Suitable coverings are, for example, metal plates or caps of rubber or suitable plastics.
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
Modications to the wheelbase
At the CLA modications to the wheelbase are not permitted.

Should this order not be observed, MAN FORCE provides no guarantee for any consequences.
Cargo Line A (CLA)
34
4.5
Retrotting 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 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 FORCE accept responsibility for the design or for the consequences of non-approved retrotted
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 sufcient 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 certicates 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 certicates.
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.
Retrotting 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 tting
of tail-lifts and loading cranes.
Adequate service and operating instructions must be provided. We recommend co-ordinating the maintenance intervals for
the equipment with those for the vehicle.
4.6
Propshafts
Jointed shafts located in areas where people walk or work must be encased or covered.
Cargo Line A (CLA)
35
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 uctuations
in rotational speed on the output side. The output shaft leads and trails the input shaft. The output torque of the propshaft uctuates 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 deection
the vibrations and loads are not signicant.
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.
Cargo Line A (CLA)
36
Fig. 17:
W propshaft layout ESC-075
comm
o
dee n
ction
pla
ne
Fig. 18:
Z propshaft layout ESC-076
1
2
comm
o
dee n
ction
pla
ne
Cargo Line A (CLA)
37
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 uctuations 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

f offset
Angle o
Plane II
ts 2 and 3
formed by shaf
Plane I
d2
shafts 1 an
formed by
R2
R1
Fork in plane I
Fork in plane II
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 R a function of the vertical and horizontal angle of the propshafts and is calculated as:
Formula 10:
Three-dimensional working angle

tan2 R = 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 1 =
tan h2
;
tan 1
tan 2
= 1 + 2
tan 2
Where:
R
= Three-dimensional working angle

= Vertical working angle
= Horizontal working angle
= Angle of offset.
Cargo Line A (CLA)
38
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 innite number of layout options can be achieved from the combination of the vertical and horizontal working
angles.
We recommend that the manufacturers advice be sought for determining the angle of offset of a three-dimensional propshaft layout.
4.6.3.1 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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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 prole and assemblies. It is therefore essential that the markings on the propshaft are observed.
The marks must therefore be aligned when the joints are tted (see Fig. 21).
Fig. 21:
Marking on propshaft ESC-079
2
1
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 ange of the power take-off.
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
Modications 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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4.8
Coupling devices
4.8.1
Basics
If the truck is intended to pull loads, the equipment required to do this must be tted 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-specic 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 such
that 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.
60
240
420
60
Clearances for trailer couplings in accordance with 94/20/EC ESC-006
100
Fig. 22:
420
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Fig. 23:
Clearances for trailer couplings in accordance with DIN 74058 ESC-152
15max.
100max.
45m
ax.
65
ax.
350min.
420max.
min
45
55min.
x.
75min.
32min.
ax.
140min.
R20m
30m
300max.
ax.
R40m
65min.
min
250max.
30ma
300max.
75min.
100max.
30max.
These examples are purposely represented only schematically they do not form a design instruction. Design responsibility rests with
the respective bodybuilder/ converter. Original MAN FORCE end cross members and the associated reinforcement plates must
be used when tting trailer couplings. End cross members have suitable hole patterns for the associated trailer coupling.
This hole pattern must under no circumstances be modied 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 tted 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 ts 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

RD
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

TD
R=
(9,81 T) - D
Where:
D
T
R
=
=
=
D value, in [kN]
Gross vehicle weight rating of the towing vehicle, in [t]
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 fth-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 fth-wheel kingpin (fth-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 fth-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 fth-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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Dimensions for semi trailer tractor units ESC-920
Fig. 26:
3
7
100
A specic minimum fth-wheel height must be observed. The distance between the rear axle (theoretical axle center) and the fth-wheel
kingpin (fth-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 fth-wheel lead to be modied. This could also change the payload capacity and the combined vehicle length.
Only type-approved fth-wheel coupling base plates may be used. Installing a fth-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 fth-wheel coupling base plate must rest only on the fth-wheel subframe and not on the frame longitudinal
members. The mounting plate must be attached only using bolts approved by MAN or by the fth-wheel coupling base plate
manufacturer. Observe the tightening torques and check them at the next maintenance service!
Follow the instructions/guidelines of the fth-wheel coupling manufacturers.
The plane of the fth-wheel pick-up plate on the semitrailer should run parallel with the road at permissible fth-wheel load.
The height of the fth-wheel coupling must be designed accordingly, taking into account the free tolerances specied 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 fth-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 fth-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 fth-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 fth-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 fth-wheel load is required and all other loads are known, the following formula can be used to calculate the fth-wheel load:
Formula 18:
Fifth-wheel load
T + R (0,6 9,81 T R)
U=
D
Where:
D
R
T
U
=
=
=
=
D value (in kN)

Permissible gross weight of the semitrailer (in t), including the fth-wheel load
Permissible gross weight of the tractor unit (in t), including the fth-wheel load
Fifth-wheel load (in t)
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4.9
Tractor units and converting the vehicle type - truck / tractor
Modications 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
Modications to the cabs structure (e.g. incisions/cut-outs, changes to the support structure including the seats and seat mountings, cab
extensions) together with modications 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 retrot a roof spoiler or an aerodynamics kit. Original MAN FORCE spoilers and aerodynamics kits can be obtained
for retrotting from our spare parts service. Only the proper mounting points on the cab roof should be used when retrotting
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-tted with a rear underride guard (see Table 18). If rear underride guards are not factory-installed, they can be
retrotted. If the underride guard is retrotted e.g. by the body manufacturer the tment needs to comply with local legal regulations and
restrictions.
Table 18:
Model designations with rear underride guard

Model designations with rear underride guard factoy-tted
CS01
CS02
CS03
CS04
CS05
CS06
CS07
CS09
CS10
CS11
CS14
CS22
CS30
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CS31
48
Fig. 27:
Example for dimensional specication for underride guards according to european regulations ESC-056
Body
- - - - - - - Edge protection in this area

350
Underride guard
set back
Body
Hole in accordance
with this Guide to
Fitting Bodies
t
Underride guard
set back and/or lower
4.11.2
350
35
550
unladen
B Width of frame
longitudinal member
prole section
Sideguards
Depending to country specic regulations trucks must be tted with sideguards.

CLA chassis, tractors and CKD are delivered without sideguards.
If necessary sideguards must be retrotted complying with country specic 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 sufcient 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 tted at the end of the frame, the reduced rear overhang angle must be noted. The location of the spare wheel must
not result in interruptions in the subframes or in their being bent at right angles or bent out to the side.
4.11.4
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
CS01, CS03, CS07, CS23, C25
15t, 16t, 18t
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 sufciently effective. They must be tted in or on the vehicle by means of holders and must be easily
accessible. The holders must prevent them from being lost and from rattling.
Hooks or chains must not be used as holders.
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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 tted. 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-hand
sides 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 tted 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 (occulation of parafn).
4.12
Modications to engine systems
4.12.1
Modications to the air intake, exhaust gas routing.
Modications to the air intake and exhaust systems at the CLA model are not permitted.
4.12.2
Engine cooling
Modications 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 modications to factory-tted 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 identication purposes, each body must be tted 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 signicant inuence 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

i1 li + l
f=
200
Where:
f
li
l
=
=
=
Maximum bending in [mm]

Wheelbases, li = sum of the wheelbases in [mm]
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 sufcient.
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 ller 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 tted 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
d1
d2
=
=
=
Difference in dimensions for lowering [in mm]

Outer diameter of the larger tyre [in mm]
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 (= the condition drawn in the chassis drawing)
Additional dynamic spring travel
Side tilt on cornering (approx. 7 without anti-skid chains)
Installed heights of the anti-skid chains
Freedom of movement of components that may protrude above the upper edge of the frame when there is maximum
compression, e.g. brake cylinders
Free movement of transmission and shift linkage. These criteria may also occur simultaneously.
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5.2
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 structure
is 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.
5.3
Subframes
5.3.1
General
The sub frame must have the same outer width as the chassis frame and must follow the outer contour of the main frame.
Exceptions to this require prior approval by MAN FORCE.
Should a subframe be required it must be of a continuous design, it may not be interrupted or bent out to the side.
No moving parts may be restricted in their freedom of movement by the subframe structure.
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5.3.2
Permissible materials, yield points
The yield point, also called elongation limit or 0,2 limit, must not be exceeded under any driving or load conditions.
The safety coefcients must be taken into account. See table 20 for the yield points for different subframe materials.
Recommended safety coefcients:
2.5 when the vehicle is being driven

1.5 for loading while stationary.
Table 20:
Subframe materials (examples), standard designations and yield points
Material
Number
Material designation
Yield Point 0,2

[N/mm2]
Breaking Limit B
[N/mm2]
Standard
Suitability for
subframe
10.037
S235JR
235
340-470
DIN EN 10025
not suitable
10.570
S355J2G3
355
490-630
DIN EN 10025
well suited
10.971
S260NC
260
370-490
DIN EN 10149-3
not for point loads
10.978
(S380MC)
380
450-590
DIN EN 10149-2
well suited
10.980
S420MC
420
480-620
DIN EN 10149-2
well suited
10.984
S500MC
500
550-700
DIN EN 10149-2
well suited
BSK 46
450
490-627
BSK 46
well suited
Materials with a yield point < 350 N/mm2 are only suitable to a limited degree. They are permitted if only line loads occur.
To reinforce a frame or when equipment with locally applied forces, steels with a yield point 0.2 of 350 N/mm2 are required.
Sharp edges must not act on the frame longitudinal members. Therefore debur edges well, round them off or chamfer them.
No moving parts may be restricted in their freedom of movement by the subframe structure.
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5.3.3
Subframe design
The external width of the subframe must be the same as that of the chassis frame and must follow the exterior lines of the main frame.
The longitudinal members of the subframe must lie at on the upper ange of the frame longitudinal member. As far as possible
the subframe should be designed to be exible. The usual chamfered u-proles used in vehicle construction are the best in terms
of complying with the requirement for torsional exibility.
Rolled sections are not suitable. If a subframe is closed at various points to form a box, the transition from the box to the u-prole must
be gradual. The length over which the transition from the closed to the open section occurs must be at least triple the width of
the subframe (see Fig. 28)
Fig. 28:
Transition from box to u-prole ESC-043
2H
3H
Where possible arrange the subframe cross member above the position of the frame cross member.
When tting the subframe the main frame connections must not be detached.
The subframe sizes when recommended by MAN FORCE do not free the body builder from his obligations to check again that
the subframes are suitable.
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Fig. 29:
Designing the Subframe ESC-096

Detail A
Assembly holes
The centre bolt on each

side is to be kept in order
to maintain the frame
structure
Detail B
If subframe is
shorter than
the frame,
round off here.
R = 0,5 x subframe
thickness
Cut-out 40
All holes on the subframe-framecross member connection are drilled
to 14.5 and reamed to 16 + 0.3
when assembling
Provide cross
members on
the bends
Avoid lateral weld seams at the bends
The subframe longitudinal member must reach as far forward as possible and at least beyond the rear front spring bracket (see Fig. 30).
If the rst axle is air-sprung we recommend a distance "a" of 600mm between the centre of the wheel on the 1st axle and
the start of the subframe.
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Fig. 30:
Distance of subframe from the middle of the 1st axle ESC-941

a
Subframe beyond the rear

front spring bracket
So that the required dimensions can be adhered to, the subframe must follow the contour of the frame; it can be chamfered or
cut out at the front (for examples, see Figs 31 to 35).
Cutting out the subframe at the front ESC-031
30
r=2
h
t
0,6..0,7h
Fig. 32:
30
Chamfering the subframe at the front ESC-030
0,2...0.3h
Fig. 31:
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Fig. 33:
Subframe adapting it by expanding ESC-098
Fig. 35:
Dont Attach Subframe like this ESC-999
Fig. 34:
Subframe adapting it by chamfering ESC-099
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5.3.4
Attaching subframes and bodies
Load transmission from the superstructure to the subframe in particular the attachment of the superstructure to the vehicle frame and
the corresponding connections are the responsibility of the body manufacturer.
Subframes and chassis frames are to be connected using either a exible or a rigid connection. Depending on the particular situation,
it may be necessary to use both types of subframe to vehicle attachment at the same time (this is then referred to as semi-rigid where
the length and area of the rigid connection are stated). How these joints are used is determined by strength.
Rigid connections are to be used if a exible connection is no longer sufcient.
Only with rigid connections can the "Steiner principle" be applied to both frame and subframe together.
This can be used to determine the geometrical moment of inertia of the entire frame and subframe assembly.
The mounting brackets tted by MAN FORCE are intended only for the installation of loading platforms and box bodies.
This does not mean that they are unsuitable for other body components and bodies. However, a check must be made to see whether
they are strong enough when driven equipment and machines, lifts, tanker bodies etc. are installed.
Wooden inserts or exible shims between the frame and the subframe or the frame and the body are not permitted (see Fig. 36).
Fig. 36:
Flexible shims ESC-026
Flexible shims such as rubber

or similar products are
not permitted.
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5.3.5
Screw connections and riveted joints
Screw connections with a minimum strength class of 10.9 and mechanical locking device are permitted, for screw connections see
Chapter 4.3 in this booklet. It is also 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 although never tested by MAN it is also possible to use ange bolts. MAN draws your attention to the fact that such
ange bolts place considerable requirements on installation accuracy because they have no locking device.
MAN recommends double nip bolts/nuts. The nut material must be the same as the bolt material.
Observe the tightening torques stipulated by the bolt manufacturer.
Fig. 37:
Riveted joint on open and closed sections ESC-157
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5.3.6
Flexible connection
Flexible connections are non-positive/frictional connections. Relative movement between frame and subframe is possible to a limited
degree. All bodies or subframes that are bolted to the vehicle frame by means of mounting brackets are exible connections.
Even when shear plates are used, these connecting pieces should initially be regarded as exible if they do not comply with
the requirements of a rigid connection (see Chapter 5.3.7). Only when it can be proven by calculation that they are suitable can this type
of connection be recognised as rigid.
For exible connections the mounting points located on the chassis must be used rst. If these are not sufcient or cannot be used
for design reasons, then additional mountings are to be located at suitable points. If additional frame holes are required observe
the requirements set out in Chapter 4.3. "Drill holes, riveted joints and bolt connections on the frame"
The number of mountings should be selected to ensure that the distance between the mounting point centres does not exceed
1200mm (see Fig. 38).
Fig. 38:
Distance between subframe mountings ESC-921
1200
If MAN FORCE mounting brackets are supplied, either tted to the vehicle or as loose components, the bodybuilder is still under
obligation to check whether their number and location (existing holes in frame) is correct and adequate for the particular body installation.
The mounting brackets on MAN FORCE vehicles have oblong holes that run in the longitudinal direction of the vehicle (see Fig. 39).
They compensate for any tolerances and for exible connections permit the unavoidable longitudinal movement between
the frame and the subframe or between the frame and the body.
To balance out the width clearances, the subframe mounting brackets may also have oblong holes and these must be arranged at right
angles to the longitudinal direction of the vehicle (see Fig. 39)
Fig. 39:
Mounting brackets with oblong holes ESC-038
Mounting bracket on subframe
Mounting bracket on subframe
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The different clearances (gaps) between the mounting brackets and the frame and subframe are compensated for by inserting shims of
appropriate thickness (see Fig. 40). The shims must be made of steel. Avoid using more than four shims at any one mounting point.
Fig. 40:
Shims between mounting brackets ESC-028
Compensate for the different gaps with up to a max. of

four shims. Gap of max. 1mm is permissible.
The bolt connection of the rst mounting bracket on the left and right is subject to high vertical loading. Use long bolts e.g. with spacer
sleeves ( 25mm) on the front subframe mountings (see Fig. 42) to allow more room for expansion for front-mounted, exibly-mounted
subframes (this does not apply to three-point mountings or diamond-shaped mountings see Fig. 50, Chapter 5.4.2).
If there is a risk that the mounting bolts will work loose bolts of between 100 and 120mm in length must be used.
This reduces the risk of them working loose because long bolts have a higher elastic elongation capacity (absolute value).
If long bolts are used on normal mounting brackets spacer sleeves must be inserted (see Fig. 42).
The mounting shown in Fig. 43 is recommended for rigid bodies. In cases of extreme frame distortion this type of mounting permits
a limited, controlled lifting of the body.
For bolt connections see also Chapter 4 "Modifying the chassis", Section 4.3 "Drill holes, riveted joints and bolt connections
on the frame".
The material of the nuts must be the same as that for the bolts. Nuts must be locked. Self-locking nuts may only be used once.
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Fig. 41:
Mounting bracket for long bolts ESC-018
Fig. 42:
Spacer sleeves for long bolts ESC-035
Use spacer sleeves when long bolts

are being used
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Fig. 43:
Long bolts and cup springs ESC-101
Fig. 44:
Subframe mounting with brackets ESC-010
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Fig. 45:
Shackle mounting ESC-123

Clamp - property class 8.8
Spacer - non elastic
Angle bracket, approx. 5 thickness,

tted
Attached on frame web only
Angular or U-shaped bridging piece
Fig. 46:
Twin mounting with plug weld ESC-025
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5.3.7
Rigid connections
With rigid connections relative movement between the frame and subframe is no longer possible, the subframe follows all
the movements of the frame Rigid connections should be used if exible connections are not sufcient or if the subframe would have
to have an unreasonably large cross-section if a exible connection were to be used. If the rigid connection is correctly executed
the frame and the subframe prole in the vicinity of the rigid connection are regarded as one single prole for calculation purposes.
Mounting brackets supplied ex-works are not considered to be rigid connections. The same also applies to other connections that are
non-positive/frictional. Only positive-locking connecting elements are rigid. Positive-locking connecting elements are rivets or bolts.
However bolts are only classed as rigid connectors if a hole tolerance 0.2mm is maintained. In all cases, solid-shank bolts of
a minimum quality class of 10.9 must be used. For permissible bolt connections see also Chapter 4.3 "Drill holes, riveted joints and bolt
connections on the frame".
The hole walls must not come into contact with the bolt threads, see Fig. 47. Due to the short grip lengths that are normally required,
use may be made of spacer sleeves, see Figs 48 to 49.
Fig. 47:
Contact of the bolt thread with the hole wall ESC-029
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Fig. 48:
Fitting shear plates ESC-037
Fig. 49:
Fitting shear plates, long shear plate, with bolts ESC-019
Subframe
Shear plate
max. 45 into
the radiuses of
the thrust plate
Thread must not

touch the hole wall of
the thrust plate or of
the frame
Spacer sleeves
Frame
If existing frame holes are used for the rigid connection and if the existing hole diameter does not match the bolt diameter
(required tolerance 0.2mm) the next largest standard thread diameter is to be provided.
Example:
If a hole of 15 is available, then this hole is drilled out to 16 + 0.2 and a bolt thread size of M16 x 1.5 is selected.
Single piece shear plates may be tted to each side of the frame. Individual shear plates are preferred however.
The thickness of the thrust plate must be the same as the thickness of the frame web; a tolerance of + 1mm is permitted.
So as to affect the frames ability to twist as little as possible, the thrust plates are to be located only where they are absolutely necessary.
The beginning, end and the required length of a rigid connection can be determined by calculation.
The connection should be designed based on the calculation. Flexible mountings may be selected for
the other mounting points outside the dened rigid area. (see the section 5.3.6 "Flexible connections").
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5.4
Bodies
5.4.1
Testing of Bodies
Currently not applicable at CLA
5.4.2
Platforms, steps and box bodies
Steps and walk-on platforms must comply with the relevant accident prevention regulations. Gratings or panels stamped out
on alternate sides are recommended. Closed panels or panels stamped on just one side are not permitted.
Cover panels must be designed so that any water that runs off them cannot enter the gearbox breather.
To ensure even load distribution a subframe is required.
Exceptions to this are dependent on:
Point and rear loads (e.g. tail-lift) must not occur on bodies without subframes.
Closed bodies in particular, such as box bodies, are torsionally stiff with respect to the chassis frame. So that the desired twisting of
the frame (for example when cornering) is not hindered by the body, the body xtures should be exible at the front and rigid at the rear.
This is particularly important if the vehicle is designed for off-road purposes. For this application we recommend a front body mount with
cup springs (for an example, see Fig. 50 in this Chapter), a three-point mounting or a diamond-shaped mounting layout
(see Fig. 50 for mounting principle).
Fig. 50:
Mounting options for torsionally rigid bodies compared with exible chassis with three-point and diamond-shaped
mountings ESC-157
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5.4.3
Interchangeable containers
Swap body ttings are currently not offered by MAN FORCE
5.4.4
Self-supporting bodies without subframe
Self-supporting bodies at the CLA are not permitted.
5.4.5
Single-pivot body
The single-pivot body, which is comparable with a fth-wheel coupling, always requires a subframe. Here, particular attention should
be paid to ensuring that the subframe is properly connected to the chassis frame.
Positioning the pivot point for the single-pivot body behind the theoretical rear axle centreline is not permitted at CLA.
5.4.6
Tank and container bodies
5.4.6.1 General
Depending on the type of goods transported, vehicles must be equipped by the responsible body manufacturer in accordance
with national requirements, guidelines and regulations.
5.4.6.2 Body xtures, mountings

Tank and container bodies require a continuous subframe, yield point 0.2 350 N/mm2.The conditions for approving exceptions
to this are described in the following section.
The connection between the body and chassis in the front area must be designed so that it does not excessively hinder
the frames ability to twist.
This can be achieved by having front mountings that are as torsionally compliant as possible, e.g. by having
Pendulum-type mounting (Fig. 51)

Flexible mounting (Fig. 52)
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Fig. 51:
Front mounting of pendulum type ESC-103
Fig. 52:
Front mounting of exible type ESC-104
The front mounting point should be as close as possible to the front axle centreline. (see g. 53). The rear, laterally stiff body support
must be tted in the vicinity of the theoretical rear axle centreline. At this point the connection to the frame should also be of sufcient
size. The distance between the theoretical rear axle centreline and the centre of the support must be < 1.000mm (see g. 53).
Fig. 53:
Layout of tanker and bulk container mountings ESC-922

Centre of support, if possible, the same as the theoretical rear axle centreline,
and not more than 1000mm away from it.
1000
500
Design the connection so, that it affects frame

twisting as little as possible.
Once the body has been installed it is important that a test is carried out to conrm whether vibrations or other disadvantageous handling
characteristics are evident. Vibration can be inuenced by correct subframe design and the correct layout of the tank mountings.
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5.4.6.3 Tankers and container bodies without subframes

Tankers and container bodies without subframes at the CLA are not permitted.
5.4.7
Tippers
Tipper bodies require a chassis that is designed for the purpose as tipper. MAN FORCE has appropriate chassis in its product range.
Only rear tipper bodies with max. 12m3 are allowed. (see table 21)
Table 21:
Factory built tipper chassis:

Rear Tippers
Vehicle designation
CLA 26.280 6x4 BB
Type Code
MC5, MC6
Model Designation
CS02, CS04, CS09, CS10, CS22, CS32
The body builder has to ensure that the following points are observed:
The permissible gross weight

The permissible axle loads
The standard tipper body length
The standard frame overhang
The standard vehicle overhang
The maximum tipping angle of 50 to the rear or side.
All tipper bodies require a continuous subframe made of steel with a minimum yield point of 0. 2 350 N/mm2
The body manufacturer is responsible for the connection between the main frame and the subframe. Tipper rams and tipper mountings
must be incorporated into the subframe because the vehicle frame is not suitable for supporting point loads.
Point loads that arise around the tipper ram during the tipping process are to be taken into account when designing the subframe.
The following reference data must be observed:
Tipping angle to the rear 50.
During tipping the centre of gravity of the tipper body with payload must not move behind the centreline of the last axle.
During the tipping operation, the height of the centre of gravity of the tipper body with payload (water volume)
must not exceed 1.600mm
The rear tipper mountings should be located as close as possible to the rearmost axle. The distance between the centre of
the tipper mountings and the rear axle centreline should not exceed 1.100mm
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Fig. 54:
Rear tipper ESC-940
To improve stationary and operational safety, rear tippers are sometimes required to be tted with a so-called scissors-action support
and/or a support at the end of the frame.
5.4.8
Set-down, sliding set-down and sliding roll-off tippers
Set-down, sliding set-down and sliding roll-off tippers are currently not applicable at the CLA.
5.4.9
Propping air-sprung vehicles
Air-sprung vehicles are currently not offered by MAN FORCE
5.4.10
Loading cranes
Loading cranes are currently not applicable at the CLA.
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5.4.11
Cable winches
Cable winches are currently not applicable at the CLA.
5.4.12
Transport mixers
In order to reduce the tendency to roll, transport mixers chassis must be tted with anti-roll bars (stabilizers) on the rear bogie.
All CLA chassis for Concrete Mixer are tted with trapezoidal rear springs.Table 22 shows the factory tted Concrete Mixer Chassis.
Table 22:
Factory tted mixer chassis:

Concrete Mixer Chassis
Vehicle designation
CLA 26.280 6x4 BB
Type Code
MA5, MA6, MC5, MC6
Model Designation
CS05, CS11, CS13, CS30
The Concrete Mixer is generally driven by the engine PTO with 330Nm torque (camshaft output).
Retrot installation is not possible. In the event of retrotting a drive system using a separate motor is to be preferred.
Fig. 55 shows an example of a mixer body. The body is rigid along virtually its entire length, the only exception being the front end of
the subframe ahead of the drum mounting. The rst two shear plates must be positioned in the area of the front mounting brackets for
the drum. The layout of the shear plates must follow the rules specied here and the layout of the comparable Concrete Mixer Chassis.
Concrete conveyor belts and concrete pumps cannot easily be tted onto standard Concrete Mixer Chassis.
Transport mixer body ESC-923
Example of the installation of shear plates
40
300
8mm thick.
minimum quality
St52-3
130
Fig. 55:
Strap xtures using M16 solid-shank bolts,

minimum property class 10.9,
hole clearance 0.3 in accordance with DIN 18800
Front shear plates in the area
of the mixer drum mounting brackets
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5.4.13
Tractor Units
Getting the possible range for the fth-wheel-coupling with max. trailer load can be achieved with an axle load calculation.
This calculation, the angles and measures of ISO 1726 have to be regarded.
For further information see Chapter 4.8.3 Fifth-wheel coupling. Table 23 shows the factory tted tractor units.
Table 23:
Factory tted tractor units:

Tractor Units
Vehicle designation
CLA 18.280 4x2 BBS, CLA 26.280 6x4 BBS
Type Code
MC5, MC6
Model Designation
CS18, CS19, CS23, CS33
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6.
Electrics, electronics, wiring
6.1
General
State-of-the-art technology requires modications to electrical and electronics systems to be made at an ever increasing rate.
This means that other documents and references will continue to be required, in addition to the Guide to Fitting Bodies,
to describe and regulate the work carried out by the body builder on the electrical and electronic systems of the truck.
Comprehensive information on the individual systems can be obtained from the corresponding repair manuals.
Repair manuals can be obtained from the spare parts division of MAN FORCE. The electrical and electronic systems installed in
the commercial vehicle comply with the respectively applicable standards which are to be regarded as minimum requirements.
6.2.
Routing cables, earth cable
6.2.1
Earth cable
On MAN FORCE vehicles the frame is not misused as the earth cable; instead, a separate earth cable is laid to the power consumer
along with the positive lead. Additional power consumers such as tail-lifts therefore have to be tted with an earth cable leading from
the consumer to the common earth point.
Common earth points are located:
Behind the central electrics compartment

Behind the instrumentation
No more than a total of 8 10A may be drawn from the common earth points behind the central electrics compartment and behind
the instrumentation. Cigarette lighters and any additional sockets have their own power limits which are to be found in the operating
manual. If higher power is required, the cable capacity must be checked with respect to the vehicle equipment, or an earth lead must
be laid to the common earth point on the relevant engine mounting.
The housings of single-pole motors of non-MAN FORCE equipment must be connected to the common earth point on the relevant
engine mounting by means of an earth cable. This is to prevent any damage to mechanical parts or to the electrical system when
the starter is switched on.
All vehicles have a plate located inside the battery box, which expressly states that the vehicle frame is not connected
to the battery negative terminal. The body builders negative cable must not be connected to the minus pole of
the battery it must be connected to the common earth point at the rear right engine mount.
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6.2.2
Installation and routing of electric cabling / Pipe work
Basic instructions for installing wiring/pipes:
6.3
Cables must not be laid loosely; use the xtures provided and/or conduits.
Corrugated wiring harness pipes are to be attached to plastic consoles in the frame and in the engine area to prepared cable
routes using cable ties or clips.
Never attach several cables to one clip.
Only PA pipes (PA = polyamide) designed in accordance with appropriate standards.
Add 1% to the length of the PA pipe (corresponding to 10mm for each meter of cable), because plastic pipes contract in
the cold and the vehicles must be capable of working at temperatures down to - 40C.
Electric cables must never be bundled together with fuel or brake pipes and must be protected from the effects of heat
and chang.
Plug-in connections are to be connected in such a way that the outgoing cable does not face upwards.
If possible do not change electrical connections, including earth connections, tted during manufacture production.
When changing the lengths of cables or installing additional cables use water-tight plug-in connections. After installation
the connections must be heat-shrunk to ensure they are water-tight. Watertight connectors and branching components can
be obtained from the MAN FORCE spare parts service.
Wiring harnesses that have been installed by the body manufacturer must run from wet areas to dry areas via the cab
through-holes that are already present. In this way, any sealing installed by MAN FORCE is not disturbed.
The diameter of the corrugated pipes used must be matched to the size of the wiring harness being run through it;
if the corrugated pipe is too large, the cable insulation may chafe on the inside of the corrugated pipe.
If the installation position of electrical or electronic components is changed the length of the electric cables is to be adapted
to the new conditions. If the cables are slightly too long, this should be compensated for by appropriate routing
(select a longer path). Under no circumstances wind the cables up into rings or loops. This avoids any cable "antenna effect".
If the cables have to be run from one side of the frame to the other, use an existing hole. Make an additional hole only if
there is no other option.
Starting, tow-starting and operating
The engine is started in the usual way for Diesel engines (see operators manual). If in an emergency the engine has to be tow-started,
this should only be done with the battery connected and following the procedures set out in the operators manual.
Vehicle to vehicle assist-starting is permissible provided the instructions in the operators manual are followed
(done using the assist-start socket or jump leads). Assist-starting using.
A fast charger or an assist-starting device is not permitted.
When the engine is running:
Do not switch off the main battery switch

Do not loosen or disconnect the battery terminals.
Even maintenance-free batteries require some attention. Maintenance-free means only that the uid level does not have to be checked.
Every battery self-discharges and if this is not monitored it may lead to full discharge which will damage the battery.
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Therefore, the following steps should be taken during vehicle downtimes, including whilst the body is being tted.
Switch off all power consumers (e.g. lights, interior lights, radio).
If tted with a tachograph: Always put a disc in the tachograph, shut it and switch to "Rest" position.
Reason: Power consumption per month is 19Ah in rest position, 72Ah with cover open. Actuation of the battery main switch
(if tted) does not disconnect the tachograph from the vehicle electrical system.
Avoid starting the engine unnecessarily (e.g. just for manoeuvring) - power consumption per starting operation is up to 2Ah
Regularly measure the off-load voltage of each battery (at least once a month). Guidelines: 12.6V = fully charged;
12.3V = 50% discharged.
Recharge immediately if off-load voltage is 12.25 V or less (do not fast charge).
The batteries reach off-load voltage approx. 10 hours after the last charge or approx. 1 hour after the last discharge.
After each charging process leave the battery to rest for 1 hour before use.
Regardless of how long the vehicle has been standing, check the off-load voltage.
If the vehicle has been standing for > 1 month: disconnect the batteries, but do not forget to measure the off-load voltage.
Deeply discharged batteries (batteries where crystalline sulphate deposits have formed) are not covered by the warranty.
No connection to the batterys negative terminal is permitted. For earthing (grounding) a separate cable must be routed to
the common earth point.
All MAN FORCE commercial vehicles are tted with alternators. When carrying out arc welding (regard: welding work on the frame is not
permitted!) disconnect the batterys positive and negative terminals and join the loose ends of the cables together before beginning any
welding work. If a battery main switch is tted, it must be closed (mechanical switch) or bridged (electrical switch).
6.4
Additional wiring diagrams and wiring harness drawings
Additional wiring diagrams and wiring harness drawings are currently not available for the CLA.
6.5
Fuses, additional power consumers
When retrotting additional electrical power consumers comply with the following points:
Modications of any type, in particular however, to the vehicles existing central electrical system, are not permitted.
The body manufacturer will be liable for any damage caused by such modications.
There are no available fuses in the central electrical system does for use by the body manufacturer.
If required, additional fuses can be mounted in a plastic holder in front of the central electrical system. Tapping into existing
circuits of the vehicle electrical system or connecting additional power consumers to fuses that are already occupied is not
permitted. Each circuit installed by the body manufacturer must be adequately sized and be protected by its own fuses.
The size of the fuse should ensure the protection of the wiring and not that of the system connected to it. These electrical
systems must ensure adequate protection against all possible faults without affecting the vehicle electrics. Freedom from
feedback must always be ensured.
When selecting the size of the wire cross-section, the voltage drop and the heating of the conductor must be taken into
account. Cross-sections below 1 mm2 are to be avoided because their mechanical strength is not sufcient.
Positive and negative wires must have the same minimum cross-section.
Current draw for 12V equipment must be effected only via a voltage converter. Power draw from just one battery is not
permitted because unequal charge statuses may cause the other battery to become overcharged and damaged.
The highest possible battery capacity (min. 140Ah) and alternator output must be provided if an electro hydraulic
tail-lift is tted.
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6.6
Lighting installations
Modication of the lighting equipment is only possible in accordiance with national legal regulations.
This is particularly so if the dimensioning of the lighting installation has been modied or if a light has been replaced by another that
is not covered by the partial operating permit.
The bodybuilder is responsible for compliance with all statutory provisions.
After the body has been installed the basic beam alignment of the headlamps must be reset.
This is to be carried out directly on the headlamps.
6.7
Electromagnetic compatibility
Because of interaction between the various electrical components, electronic systems, the vehicle and the environment,
overall electromagnetic compatibility (EMC) must be tested. All systems in MAN FORCE commercial vehicles comply with
the requirements of MAN standard M 3285.
The body manufacturer is responsible for the EMC of his components or systems. After installing such systems or components,
the body manufacturer remains responsible for ensuring that the vehicle still meets the current legal requirements.
Freedom from feedback between the body-side electrics/electronics and those of the vehicle must be ensured, especially where
body-side interference could affect the operation of onboard units, e.g. telecommunications systems or other equipment tted
to the vehicle.
6.8
Radio equipment and aerials
The degree of interference suppression depends on the purpose for which the vehicle will be used. Regulations differ from country
to country. The system shall be protected from interference using a suitable means of suppression.
Suitable means of suppression are, for example:
Resistive suppressors
Capacitors and inductors or interference-suppression lters
Special wiring and wiring connections
High-frequency shielding.
The various interference suppression classes must be observed.
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6.9
Interfaces on the vehicle, preparations for the body
No work is permitted on the vehicles electrical system other than via the interfaces provided by MAN FORCE.
Before rst operation of the body ttings, the body manufacturer must ensure that valid, up-to-date versions of wiring diagrams and
wiring harness drawings are in use.
6.9.1
Start-stop control on frame end
The start-stop control is a system that works independently of the intermediate speed control interface and must be ordered separately.
If the body manufacturer has installed the circuitry, the designation start-stop must be used. This must not be confused with the term
emergency stop.
If the vehicle is tted with start/stop device on the end of the frame, this is factory tted and partly connected.
The body manufacturer must use the corresponding wiring diagrams and wiring harness drawings. When the vehicle is transported
to the body manufacturer it is tted with transport securing devices. These must be removed properly so that the systems can be safely
commissioned.
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7.
Power take-offs
7.1.
Fundamentals
Power take-offs can be installed at the following points, in some cases at several of them at once:
On the engine - at the rear end of the engine (engine PTO).

On the gearbox
When choosing a power take-off, the following points must be considered:
Permissible torques
Direction of rotation
Jolt factors
Operating life
Critical speed of rotation
Maximum length of drive shaft
Angle at drive shaft joints
Reduction ratio
Cooling (avoidance of trapped heat at the power take-off)
Installation and accessibility
Means of attachment (of pump)
Instructions issued by power take-off manufacturer
Instructions issued by pump manufacturer
Instructions issued by drive shaft manufacturer.
Power take-off manufacturers have issued their own publications containing detailed information on:
Correct choice of power take-off

Correct operation
Avoidance of vibration or how to eliminate it.
The power take-offs maximum permitted torque can be fully utilised only if operation is entirely free from jolts and vibration.
This is seldom possible, and therefore jolt factors must be taken into consideration when choosing the power take-off.
Table 24 shows the relationship between torque and jolt factor for several typical applications.
The dimensioning of the power take-off must allow for the maximum torque that will be encountered, including the jolt factor.
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Table 24:
Torques and jolt factors for power take-offs

M[Nm]
Truck mixers
Fire pumps
Centrifugal pumps
High-pressure
scavenging units
Sludge extraction vehicles
High-pressure pumps
Rotary compressors
Tipping pumps
Hydraulic cable winches
Mechanical cable winches
Small refrigerating
compressors
Small hydrostatic drives
Refuse compacting trucks

Mechanical sweepers
Silo trucks
Concrete pumps
Rotary compressors
High-pressure pistontype pumps
300
2
Mmax
Jolt factor =
Mmin
Power take-offs must be protected against overheating; if necessary the manufacturer of the superstructure must install a fan.
Heat must not be trapped; inadequate heat dissipation will cause damage.
Notes on transmission oil temperature:
The transmission and transfer box oil temperature may not exceed 110C during operation. Peak temperatures of max. 130C are still
permissible for a maximum of 30 minutes. If a check reveals that the oil temperature reaches higher values, then some form of
external cooling (e.g. a fan) must be provided.
Power take-offs are not designed to accept radial bearing loads imposed by chains or V-belt drives. For this reason, chain sprockets or
V-belt pulleys are not to be attached directly to the power take-off. Leading drive shaft manufacturers issue documentation on
the anticipated reduction in operating life and higher axial and radial forces at the bearings.
This information must be taken into account when determining the drive rating; a reduction in transmitted power is to be expected.
If the equipment to be driven could overload the power take-off, some form of overload protection must be installed.
This also applies if only occasional peak torques beyond the permitted limit occur. As is customary in mechanical engineering,
all directions of rotation are quoted "looking at the shaft journal, that is to say at the output point.
The following are not permitted:
Engine speeds < 800/min with the power take-off engaged and under load
Even-numbered drive or reduction ratios such as 1:1, 1:2 etc., since vibration could occur as a result of resonance.
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7.1.1
Calculating power and torque
Before the correct power take-off can be selected, the following details of the equipment it is to drive must be available:
Power requirement, torque

Direction of rotation
Operating time
Speed of rotation
Jolt factors.
7.1.2
Drive shaft connection to power take-off
For the drive shaft connection, the principles laid down in the "Drive shafts section of the "Modifying the chassis" chapter are
to be applied. For the drive shaft joint angles, the following conditions must be complied with:
Joint angel 7, a tolerance of +1 is permitted

Absolute difference in angle of 1, between the two joint angles of a shaft; 0 should be aimed for.
The stated values apply to both single-plane and three-dimensional drive shaft systems.
In the case of three-dimensional drive shaft systems, the resultant three-dimensional joint angle must be taken into account.
Drive shafts in areas in which people move, stand or work must be covered or shielded.
7.2
Technical description of power take-offs
7.2.1
Differentiation of power take-offs
Power take-offs can be distinguished according to the following factors:
Operating period continuous operation, short period operation < 60 min, short period operation < 30 min.
Power ow dependencies
engine-dependent power take-off (engine PTO)
clutch-dependent power take-off. (PTO on gearbox)
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Fig. 56:
Engine PTO with the 6 cylinder D08 ESC-830
Power take-off
Crankshaft
centreline
7.2.2
0.1
57h8
To the centre of
the crankshaft = 330
84
0.15
276.9
8.1 (6x)
Power take-off at the ywheel for the D08 engine
87.4
Flange for
transmission
(rear edge of
ywheel housing)
Clutch-dependent power take-offs
By way of the main shaft (also the gearbox input shaft) one pair of gears is driven when the engine is running and the clutch is engaged.
This causes the countershaft to rotate as well. When the clutch is operated, internal resistance to rotation in the gear train causes
the countershaft to come to a standstill. In this operating condition the power take-off can be engaged.
The drive ratio between engine and gearbox is determined by the ratio of the gear pair between the main shaft and the countershaft.
If identical power take-offs are tted to different gearboxes, their speed factors (f) will vary according to the basic gearbox ratio.
Fig. 57:
Example: Schematic gearbox diagram of clutch-dependent power take-off ESC-070
Engine
Clutch
Gearbox
PTO output
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85
Engagement:
The power take-off is engaged pneumatically via a switching valve and a pneumatic cylinder, located inside the PTO housing,
that is pressurised on one side.
Operation:
It is possible to operate the power take-off with the vehicle both at a standstill and when it is in motion.
Turning the power take-off on and off must be done with the vehicle stationary.
If clutch-dependent power take-offs are operated whilst the vehicle is in motion then there may be no gearchanges.
The following safety notes must be observed:
The power take-off may only be turned on or off with the clutch disengaged.
Disengaging must take place with the engine running at idle speed.
Only turn the power take-off on when the countershaft is stationary. Ratcheting will occur if the power take-off is turned on with
the countershaft rotating
Coast-down times are different depending upon the operating conditions and may be shortened by brief synchronisation,
preferably with 1st gear. Caution: When the vehicle is at rest the pressure in the system slowly drops. This will cause the jaw clutch
coupling located above the pressure spring on the shift cylinder to disengage. As soon as the air pressure in the system increases once
more (when the engine is switched on) this will engage again automatically. When the engine is running this will cause damage to
the gearchange toothing leading to premature failure of the power take-off. For this reason therefore, if the vehicle is to be parked for
any length of time (e.g. over night) the power take-off must be turned off.
Power take-off designations:
The last letter in the power take-off designation, that is to say the letter b or c, indicates the type of output.
A distinction is made between:
Version "b"
Basic version for shaft drive. Flange in accordance with DIN ISO 7646.
Version "c"
The simpliest and most commonly used type, for direct mounting of a pump. Before installing the pump, the selector sleeve or output
gear are placed on the pump drive shaft. The pump connection is in accordance with ISO 7653 or BNA NF, R17-102
(e.g. Meiller axial-piston pump).
Version b may possibly be derived from version c.
Version c can, depending on the type of power take-off, be changed into version b.
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Fig. 58:
Power take-off connection variants ESC-071
If pumps are mounted directly (version c), the body building rm must ensure that the maximum permissible mass moment of
a direct-mounted pump with add-on elements (e.g. hoses) is not exceeded.
Table 25:
Permissible mass moments at power take-off

Permissible mass moment
Power take-off transmission dependent

ZF
Fig. 59:
30 Nm
NL/1c, NL/4c, N36/5c, N850/10c
50 Nm
NH/1c, NH/4c, N221/10c
Maximum mass moment of directly mounted pump ESC-082
a [m]
FG [N]
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Formula 21:
Maximum mass moment at power take-off
MG
a FG
MG
a
FG
=
=
=
Maximum mass moment with directly mounted pump from Table 25, in [Nm]
Distance of pumps centre of gravity from pump ange face, in [m]
Weight of pump including all ttings attached to it, in [N]
Where:
Available gearboxes and PTOs in combination with model designation (CS):

Table 26:
Gear box types

Gear Box Type
Table 27:
Model Designation
ZF-FORCE 6S-850 OD
CS01, CS03
ZF-FORCE 9S-1110 TO
CS02, CS04, CS05, CS05, CS07, CS09, CS10, CS11, CS13,

CS14, CS18, CS19, CS22, CS23, CS30, CS31
Power take-off by gear box

PTO
Factor f
Direction
Operating period
max.Torque
Model Designation
Engine PTO, 6-L-Flange
1,195
left
continuous
330 Nm
CS05, CS11,
CS13, CS30
HYVA PTO + TIPPER PUMP
n/a
n/a
n/a
n/a
CS09, CS10,
CS22
NL/1C without ange
0,53
right
continuous
600 Nm
CS02, CS04
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8.
Brakes, lines
The braking system is among the most important safety items on a truck. No changes should be made to any part of the brake system
including the brake lines except by suitably trained personnel. After any change a complete visual, audible, function and efciency test
of the complete braking system is to be performed.
8.1
Brake and compressed air lines
All brake lines leading to the spring-loaded parking brake must be corrosion and heat-resistant. (Local legal regulations or restrictions
may occur) The most important basic principles to observe when installing air lines are repeated here.
8.1.1
Basic principles
Polyamide (PA) tubes must in all circumstances:

be kept away from heat sources
be laid in such a way that no abrasion can occur
be free from trapped stresses
be laid without kinking.
Remove lines to protect them before welding work takes place.
Effects of exposure to heat: note the risk of heat build-up in enclosed or encapsulated areas. Lines must not touch heat shield
plates (minimum distance from such plates 100mm, from the exhaust > 200mm).
In view of the risk of heat build-up, PA pipes must not be attached to metal pipes or holders that are connected
to the following assemblies:
Engine
Air compressor
Heating
Radiator
Hydraulic system.
8.1.2
Plug connectors, changeover to Voss 232 system
For brake/air lines, only Voss 232 (MAN standard: M 3298) and Voss 230 system plug connectors (for smaller diameter pipes NG6 and
special connectors such as the double mandrel; MAN standard: M 3061) are permitted.
The standard referred to contains detailed instructions that must be applied in all cases when installing pneumatic lines and assemblies.
The system has two detent stages. If the plug element has only been inserted as far as the rst detent, the System 232
connection leaks deliberately; incorrect plug element engagement can be identied immediately by the noise that occurs.
The system must be relieved of pressure before the union screw is slackened.
After the connection between plug element and union screw has been separated the union screw must be renewed,
since the retaining element is rendered unt for further use when it is unscrewed.
The union screw must therefore be slackened off when a line is detached from an assembly. The plastic pipe with
plug element, union screw and retaining element constitutes a re-usable unit. Only the O-ring that seals the thread
(see Fig. 60) has to be renewed. (Grease the O-ring and clean the union screw when installing).
The plug connection unit described above is to be screwed into the assembly hand-tight, then nally tightened
to 12 2Nm (in metal) or 10 1Nm (in plastic).
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Fig. 60:
Voss System 232, functional principle ESC-174
Plug element
Plug connection fully engaged
(2nd detent)
O-ring to build up preload force and

prevent dirt from entering
Plug connection not fully engaged

(1st detent) air loss occurs
Union screw
Brake servo
O-ring for thread sealing
O-ring for plug element sealing

Retaining element
8.1.3
Air escapes if plug element is not

fully engaged
Installing and attaching lines
Basics of installing lines:
Lines must not be laid loose; existing means of attachment and/or conduits are to be used.
Do not heat plastic pipes when installing them, even if they are to follow a curved path.
When attaching pipes, make sure that the PA pipes cannot become twisted.
Install a pipe clip or, in the case of a cluster of pipes, a cable tie at the beginning and end in each case.
Corrugated wiring harness pipes are to be attached to plastic consoles in the frame or, in the engine area, to prepared
cable routes using cable ties or clips.
Never attach more than one line to the same hose clip.
Use only international standard PA pipes (PA = polyamide)
Add 1% to the length of the PA pipe (corresponding to 10mm for each metre of cable), because plastic pipes contract in
the cold and the vehicles must be capable of working at temperatures down to - 40C.
The pipes must not be heated when being installed.
When cutting plastic pipes to length, use plastic pipe cutters; sawing them to length creates ridges on the cut faces and
chippings get into the pipe.
PA pipes may rest on the edges of the frame or in the frame openings. A minimal amount of attening at the points of contact
is tolerated (maximum depth of 0.3mm). However, notched abrasion is not permitted.
PA pipes are allowed to come into contact with each other. There should be minimal attening at the points where the pipes
come into contact with each other.
PA pipes can be bundled together with a cable tie but must be positioned parallel to each other (they should not cross over
each other). PA pipes and corrugated pipes should only be bundled together with pipes of the same type.
The restriction in movement caused by the pipes becoming stiffer when bundled together should be taken into account.
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Fig. 61:
Covering the edges of the frame with a cut corrugated pipe will cause damage; the PA pipe will be worn at the point where it
comes into contact with the corrugated pipe.
Points of contact with the edges of the frame can be protected with a protective spiral (see Fig. 61).
The protective spiral must tightly and completely grip the pipe it is protecting. Exception: PA pipes 6mm).
Protective spiral on a PA pipe ESC-151
PA pipes/PA corrugated pipes must not come into contact with aluminium alloys, e.g. fuel lter housing; aluminium alloys
are subject to mechanical wear (re risk).
Pipes that cross over and pulsate (e.g. fuel pipes) must not be joined together with a cable tie at the cross-over point
(risk of chang).
No cables/pipes should be xed rigidly to injection pipes and steel fuel feed pipes for the ame starting system
(re risk, risk of chang).
Accompanying central lubricating cables and ABS sensor cables may be attached to air hoses only if a rubber spacer is tted.
Nothing may be attached to coolant hoses and hydraulic hoses (e.g. steering hoses) by means of cable ties (risk of chang).
Under no circumstances should starter cables be bundled together with fuel or oil pipes; this is because it is essential that
the cable from the positive terminal does not chafe.
Effects of heat: watch out for a build-up of heat in encapsulated areas. Resting the pipes/cables on heat shields is not
permitted (minimum distance from heat shields 100mm, from the exhaust 200mm)
Metal pipes are pre-strengthened and must not be bent or installed in such a way that they bend during operation.
If assemblies/components are mounted in such a way that they can move with respect to each other, then the following basic rules must
be followed when routing cables/pipes:
The cable/pipe must be able to follow the movement of the assembly without any problem; ensure that there is sufcient
distance between the moving parts for this (rebound/compression, steering angle, tilting of cab).
The cables must not be stretched.
The respective starting and end point of the movement is to be dened exactly and used as the xed clamping point.
The PA or corrugated pipe is gripped tightly at the clamping point using the widest cable tie possible or a clip suitable for
the diameter of the pipe.
If PA and corrugated pipes are laid at the same junction, the stiffer PA pipe is laid rst. The softer corrugated pipe is then
attached to the PA pipe.
If a pipe is to tolerate movements at right angles to the direction in which it is laid, then sufcient distance between
the clamping points must be guaranteed (rule of thumb: distance between clamping points 5 x the amplitude of
movement to be withstood).
Large amplitudes of movement are best withstood by laying the pipe in a U-shape and by permitting movement along
the arms of the U.
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Rule of thumb for the minimum length of the slack loop:

Minimum length of the slack loop = 1/2 amplitude of movement minimum radius
The following minimum radii are to be observed for PA pipes (the respective start and end point of the movement is
to be dened precisely as the xed clamping point):
Table 28:
Minimum bending radii for PA pipes
Nominal pipe diameter [mm]
12
14
16
Bending radius r [mm]
20
30
40
60
80
95
Table 29:
8.1.4
Minimum bending radii for PA pipes

Pipe size
4x1
6x1
8x1
9x1,5
11x1,5
12x1,5
14x2
14x2,5
16x2
Clip spacing [mm]
500
500
600
600
700
700
800
800
800
Compressed air loss
Compressed air systems cannot achieve 100% efciency and slight leakage is often unavoidable despite the most careful installation
work. The question is therefore what degree of air pressure loss is unavoidable and when does the loss become too high?
Simply put, any loss of air pressure that would render a vehicle not drivable once the engine is started after a period of 12 hours parked
must be regarded as unacceptable. Based on this requirement there are two different methods of determining whether air loss is
unavoidable or not:
8.2
Within 12 hours of the system having been charged to its cut-off pressure, the pressure must not be below < 6 bar
in any circuit. The check must be made with depressurised spring-loaded brake release units, in other words with the parking
brake applied.
The pressure in the tested circuit must not have fallen by more than 2% within ten minutes of charging the system to its cut-off
pressure. If air loss is greater than described above, an unacceptable leak is present and must be eliminated.
Connecting additional air consumers
All of the compressed air system pipework on the CLA uses the Voss systems 232 and 230 (for small pipes NG6 and special
connectors e.g. double mandrel). Only use of the original system components is permitted when working on the chassis.
Additional air consumers on the superstructure may only be connected to the compressed-air system via the additional consumers
circuit. A dedicated pressure relief valve must be tted for each additional consumer with a pneumatic connection > NG6 (6x1mm).
The connection of additional air consumers to the following is not permitted:
To the service and parking brake circuits

To the test connections (e.g. mounted on a distribution panel in an easily accessible location on the drivers side)
MAN connects its own consumers to connector 24 of the four-circuit protection valve; see Table 30. In this case a distributor
coupling (Fig. 62) is provided to connector 52 to which air consumers required for the superstructure or body of the vehicle can
be connected. Connections 61, 62, 63 and 64 on the distributor are not to be used since they are reserved for the service brake.
Connections that are not in use must be tightly sealed (use screw plugs/sealing plugs from the relevant Voss system).
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Table 30:
Connections to the 10-way distributor
Distributor
Connection
Intended purpose
Nominal size (NG)

of Voss plug connector
Connection oncompressed
air circuit
Circuit IV, union 24
51
Transmission, clutch, Intarder
NG12
52
Ancillary consumers on superstructure
NG12
53
Supply line to four-circuit protection valve, connection
NG12
54
Trailer tow hitch, other outputs
NG8
55
Air springs for cab, other outputs for vehicles

without air-sprung cab
Thread, 9mm tube:

DIN 74324 / DIN73378
56
Exhaust brake actuation
NG8
61
Reserved for brake circuit I,

in no circumstances to be used for
ancillary consumers
NG12
62
63
64
Fig. 62:
Circuit I, union 21
NG12
NG12
NG12
Connection for additional air-consumers on the distribution block ESC-175

B-B NG12
SW24
51
A-A
NG12
60
52
NG12
62
NG12
53
NG8
54
NG12
63
NG12
6
55
56
SW19
NG8
8.3
64
NG12
Retrotting continuous brakes not manufactured by MAN FORCE
Fitting continuous braking systems (retarders, eddy current brakes) that have not been documented by MAN FORCE is not permitted.
Cargo Line A (CLA)
93

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GUIDE TO FITTING BODIES

CARGO LINE A (CLA)

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

Cargo Line A: CLA

v1.04 April 2010

Applicability and legal agreements

Modifying the chassis

Cargo Line A (CLA)

Cargo Line A (CLA)

Interfaces on the vehicle, preparations for the body

Cargo Line A (CLA)

Applicability and legal agreements

Legal agreements and approval procedure

Laws and decrees

Cargo Line A (CLA)

The responsibility for proper

do not exhibit any disadvantageous properties.

Cargo Line A (CLA)

Difcult conditions of use must also be taken into account.

Cargo Line A (CLA)

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

Documents should be submitted in duplicate, at the very least

Cargo Line A (CLA)

The following information should be included:

Vehicle model (see chapter 2.2 model code) with

The following are not sufcient for inspection or approval:

Liability for defects

This Guide was not observed

Cargo Line A (CLA)

The liability of the manufacturer for its product or component

The company did not observe this Guide

Cargo Line A (CLA)

Active safety = prevention of accidents. This includes:

Climatic and environmental conditions have effects on:

Climatic and environmental conditions are, for example:

The effects of temperature

Manuals from body and conversion companies

Handle the product safely and properly

Cargo Line A (CLA)

Reduced benet, because the advantages of the product remain unknown

Limitation of liability for accessories/spare parts

Cargo Line A (CLA)

Vehicle designation and wheel formula

The door designation comprises:

Abbreviated notation of model range CLA = Cargo Line A

Cargo Line A (CLA)

Wheel formula example

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

CLA wheel formula

Two-axle vehicle with one drive axle

Three-axle vehicle with non-steered trailing axle

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

Types of suspension on the CLA release 1.0, December 2009

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

Cargo Line A (CLA)

Model number, vehicle identication number, vehicle number, model designation

Structure of VIN (Vehicle Identication Number)

MAN FORCE is following international standard to designate the VIN.

Cargo Line A (CLA)

Model number Model code

Vehicle identication number

CLA 18.280 4x2 BB

CLA 15.220 4x2 BB-CKD