Mounting Directives for UNIMOG Bodies and Implements

Body and Implement Mounting Directives
- General Information -
U20, U300-500, U3000-5000
2008 Edition Part A
Daimler AG
Mercedes-Benz Special Trucks
D-76742 Wörth
Printed in Germany
All technical data, illustrations, dimensional data and other information correspond to the status at the date of publication stated below.
We reserve the right to make amendments without notice.

Dimensions or data contained in the booklet should be confirmed by the TE/OVG-B Equipment Team on a case-by-case basis.
Reprinting, translation and reproduction, in whole or in part, is not permitted without written approval.
2nd Edition Publication date: October 2008
Printed on chlorine-free bleached paper

Update notes
Update notes
Amendments made to document dated 02.07.2008
3 Damage prevention
3.1 Vehicle modifications/chassis modifications .................................................................................................................................. (Z page 42)
3.4.2 Euro battery terminal – Current tap 40 A ........................................................................................................................................ (Z page 49)
3.5 Power supply for auxiliary consumers ............................................................................................................................................. (Z page 53)
3.6 Illumination equipment.................................................................................................................................................................... (Z page 54)
3.7 Control units ................................................................................................................................................................................... (Z page 66)
3.14.5 Underride guards and side protective devices................................................................................................................................. (Z page 94)
3.19.1 Installation and assembly................................................................................................................................................................ (Z page 104)
3.24 AdBlue tank, metering unit and supply unit ..................................................................................................................................... (Z page 114)
3.28.2 Compressed-air brake system......................................................................................................................................................... (Z page 124)
3.28.3 Hydraulic hoses............................................................................................................................................................................... (Z page 128)
Mercedes-Benz Body and Implement Mounting Directives for UNIMOG U20, U300-500, U3000-U5000 Status: 31.10.2008
Part A: General Information
Contents
Contents
1 Introduction.......................................................................................................................................................................................................... 9
1.1 The aim of these directives .............................................................................................................................................................................. 10
1.2 Conventions..................................................................................................................................................................................................... 12
1.3 Vehicle safety .................................................................................................................................................................................................. 13
1.4 Operational safety............................................................................................................................................................................................ 15
1.5 Accident prevention ......................................................................................................................................................................................... 16
2 General ................................................................................................................................................................................................................ 18
2.1 Technical advice and contact persons ............................................................................................................................................................. 18
2.2 Issuing of letters of confirmation and certificates of endorsement .................................................................................................................. 19
2.2.1 Letter of confirmation/certificate of endorsement .......................................................................................................................................... 19
2.2.2 Required documents ........................................................................................................................................................................................ 22
2.2.3 Procedure ........................................................................................................................................................................................................ 23
2.2.4 Legal claim....................................................................................................................................................................................................... 24
2.3 Product liability ................................................................................................................................................................................................ 25
2.3.1 Product liability in other countries ................................................................................................................................................................... 27
2.3.2 Guarantee of traceability.................................................................................................................................................................................. 27
2.4 Legal references .............................................................................................................................................................................................. 28
2.4.1 Road traffic legislation (Germany) .................................................................................................................................................................... 28
2.4.2 Design and attachment of the license plate according to Art. 60 StVZO (German licensing regulations) ......................................................... 28
2.5 CE mark ........................................................................................................................................................................................................... 30
2.6 Warranty claims ............................................................................................................................................................................................... 31
2.7 Registration ..................................................................................................................................................................................................... 32
2.7.1 Registration in Germany................................................................................................................................................................................... 32
2.7.2 Acceptance/approval in the EU ....................................................................................................................................................................... 33
2.8 Bodybuilder Information Portal......................................................................................................................................................................... 34
2.8.1 Your company profile (Bodybuilder Profile) and the Qualified Partner List (QPL).............................................................................................. 34
2.8.2 MB-AS (Mercedes-Benz Bodybuilder System) .................................................................................................................................................. 34
2.8.3 Workshop Information System (WIS)................................................................................................................................................................ 36
2.9 Mercedes star and badge................................................................................................................................................................................. 37
2.10 Reprocessing of components — recycling......................................................................................................................................................... 39
Status: 31.10.2008 Mercedes-Benz Body and Implement Mounting Directives for UNIMOG U20, U300-500, U3000-5000
Contents
2.11 Quality system ................................................................................................................................................................................................. 40
3 Damage prevention............................................................................................................................................................................................ 42
3.1 Vehicle modifications/chassis modifications................................................................................................................................................... 42
3.2 Dimensions, weights and overall vehicle height ............................................................................................................................................... 44
3.3 Vehicle overhang ............................................................................................................................................................................................. 45
3.3.1 Front vehicle overhang..................................................................................................................................................................................... 45
3.3.2 Rear vehicle overhang...................................................................................................................................................................................... 46
3.4 Electrical system.............................................................................................................................................................................................. 47
3.4.1 Batteries .......................................................................................................................................................................................................... 48
3.4.2 Euro battery terminal – Current tap 40 A ......................................................................................................................................................... 49
3.4.3 Electrical wiring................................................................................................................................................................................................ 51
3.4.3.1 Wiring cross-sections....................................................................................................................................................................................... 51
3.4.3.2 Lengthening electrical cables........................................................................................................................................................................... 51
3.5 Power supply for auxiliary consumers .............................................................................................................................................................. 53
3.6 Illumination equipment .................................................................................................................................................................................... 54
3.6.1 Turn signals, taillamps and brake lamps........................................................................................................................................................... 54
3.6.2 Backup lamps .................................................................................................................................................................................................. 55
3.6.3 Rear fog lamp................................................................................................................................................................................................... 56
3.6.4 Licence plate lamp and licence plate installation height .................................................................................................................................. 56
3.6.5 Reflectors (rear) ............................................................................................................................................................................................... 57
3.6.6 Side reflectors.................................................................................................................................................................................................. 57
3.6.7 Side marker lamps ........................................................................................................................................................................................... 58
3.6.8 Position lamps ................................................................................................................................................................................................. 59
3.6.9 End-outline marker lamps ................................................................................................................................................................................ 60
3.6.10 Distinctive markings ........................................................................................................................................................................................ 61
3.6.11 Headlamp adjustment...................................................................................................................................................................................... 65
3.7 Control units .................................................................................................................................................................................................... 66
3.8 Mobile communications systems ..................................................................................................................................................................... 67
3.9 Electromagnetic compatibility (EMC) ............................................................................................................................................................... 69
3.10 Welded connections......................................................................................................................................................................................... 71
3.11 Bolted connections .......................................................................................................................................................................................... 73
3.12 Frame .............................................................................................................................................................................................................. 78
Contents
3.12.1 Chassis frame material .................................................................................................................................................................................... 79

3.12.2 Drilling work on the vehicle frame.................................................................................................................................................................... 80
3.12.3 Welding work on the vehicle frame .................................................................................................................................................................. 81
3.12.4 Reinforcements................................................................................................................................................................................................ 82
3.12.5 Modifications to the wheelbase ....................................................................................................................................................................... 83
3.13 Frame modification .......................................................................................................................................................................................... 84
3.13.1 Frame extension .............................................................................................................................................................................................. 85
3.13.1.1 Design instructions for extending the frame .................................................................................................................................................... 86
3.13.2 Shortening the frame ....................................................................................................................................................................................... 86
3.13.3 Seam preparation ............................................................................................................................................................................................ 87
3.13.3.1 Directives for seam preparation ....................................................................................................................................................................... 87
3.13.3.2 Welding sequence............................................................................................................................................................................................ 88
3.13.3.3 Treatment of weld seams................................................................................................................................................................................. 88
3.13.3.4 Examples of a weld .......................................................................................................................................................................................... 89
3.14 Mounting of implements and auxiliary components ......................................................................................................................................... 91
3.14.1 Attachment to the chassis frame ..................................................................................................................................................................... 92
3.14.2 Wheel chocks................................................................................................................................................................................................... 93
3.14.3 Mudguards and wheel arches .......................................................................................................................................................................... 93
3.14.4 Spare wheel ..................................................................................................................................................................................................... 93
3.14.5 Underride guards and side protective devices ................................................................................................................................................. 94
3.14.5.1 Rear underride guard ....................................................................................................................................................................................... 94
3.14.6 Side underride guards...................................................................................................................................................................................... 95
3.14.7 End cross member ........................................................................................................................................................................................... 96
3.15 Corrosion prevention measures ....................................................................................................................................................................... 97
3.16 Painting work ................................................................................................................................................................................................... 99
3.17 Engine............................................................................................................................................................................................................ 101
3.18 Implement drive ............................................................................................................................................................................................. 102
3.19 Propeller shafts for implements ..................................................................................................................................................................... 103
3.19.1 Installation and assembly............................................................................................................................................................................... 104
3.19.1.1 Layout............................................................................................................................................................................................................ 105
3.19.1.2 Working angles .............................................................................................................................................................................................. 105
3.19.1.3 Forces in the propeller shaft system .............................................................................................................................................................. 108
3.19.1.4 Assembly of the propeller shaft ..................................................................................................................................................................... 108
Contents
3.19.2 Bearings......................................................................................................................................................................................................... 109

3.19.3 Imbalance ...................................................................................................................................................................................................... 109
3.19.4 Maintenance .................................................................................................................................................................................................. 109
3.20 Anti-roll bars .................................................................................................................................................................................................. 110
3.21 Tyres .............................................................................................................................................................................................................. 111
3.22 Cooling........................................................................................................................................................................................................... 112
3.23 Engine air intake ............................................................................................................................................................................................ 113
3.24 AdBlue tank, metering unit and supply unit.................................................................................................................................................... 114
3.25 Soundproofing ............................................................................................................................................................................................... 116
3.26 Exhaust system.............................................................................................................................................................................................. 118
3.27 Springs........................................................................................................................................................................................................... 120
3.28 Brake system ................................................................................................................................................................................................. 121
3.28.1 Brake hoses, cables and lines ........................................................................................................................................................................ 122
3.28.2 Compressed-air brake system........................................................................................................................................................................ 124
3.28.3 Hydraulic hoses ............................................................................................................................................................................................. 128
3.29 Steerability..................................................................................................................................................................................................... 129
3.30 Clearance for assemblies and cab ................................................................................................................................................................. 130
3.31 Secure mounting of the implement/ballast on the vehicle............................................................................................................................. 131
3.32 Towing and tow-starting................................................................................................................................................................................. 132
3.33 Fire hazard ..................................................................................................................................................................................................... 133
3.34 Special equipment ......................................................................................................................................................................................... 134
3.35 Maintenance and repairs................................................................................................................................................................................ 135
3.35.1 Maintenance instructions............................................................................................................................................................................... 136
3.35.2 Preparation for storing the vehicle ................................................................................................................................................................. 137
3.35.3 Battery maintenance and storage .................................................................................................................................................................. 139
3.35.4 Work before handing over the modified vehicle ............................................................................................................................................. 139
3.36 Storing and handling over the vehicle ............................................................................................................................................................ 141
4 Calculation........................................................................................................................................................................................................142
4.1 Trailer coupling .............................................................................................................................................................................................. 142
4.2 Connecting element....................................................................................................................................................................................... 144
4.3 Axle load calculation ...................................................................................................................................................................................... 145
4.4 Centre of gravity ............................................................................................................................................................................................ 146
Contents
4.4.1 Determining the centre of gravity in the x-direction ....................................................................................................................................... 146

4.4.2 Determining the centre of gravity in the z-direction ....................................................................................................................................... 149
4.4.3 Calculation procedure for determining the overall CoG position .................................................................................................................... 153
4.4.4 Determining the CoG height using a tilt test .................................................................................................................................................. 155
4.4.5 Maximum permissible overall CoG height (general) ....................................................................................................................................... 157
4.4.6 Maximum CoG height with unequal wheel loads ............................................................................................................................................ 157
4.4.7 Calculating the tilt speed when cornering ...................................................................................................................................................... 158
4.4.8 Bodies with variable overall CoG position during implement operation .......................................................................................................... 159
4.4.8.1 Static test ...................................................................................................................................................................................................... 160
4.4.8.2 Dynamic test.................................................................................................................................................................................................. 162
4.5 Clearance of implements/bodies with respect to the vehicle chassis............................................................................................................ 163
4.6 Field of vision................................................................................................................................................................................................. 165
1 Introduction
1 Introduction
Daimler AG, as the manufacturer of Mercedes-Benz vehicles, publishes these Body and Implement Mounting Directives to provide body manufacturers
with important technical information about the vehicle. This information must be observed by the body manufacturer when mounting implements and
bodies on Mercedes-Benz vehicles.
Due to the large number of body manufacturers and body types, Daimler AG cannot take into account all the possible modifications to the vehicle, e.g.
performance, stability, load distribution, centre of gravity and handling characteristics, that may result from the design of implements or bodies. For
this reason, Daimler AG can accept no liability for accidents or injuries sustained as a result of such modifications to your vehicles if such modifications
have a negative impact on the entire vehicle. Accordingly, Daimler AG will only assume liability as manufacturer within the scope of the design and
production work which it has performed itself. As manufacturer of the entire vehicle, the body manufacturer will undertake to ensure that the
attachments or bodies that it produces are not defective in themselves, nor are they capable of causing defects to or hazards on the entire vehicle.
If this obligation is violated in any way, the body manufacturer will assume full product liability. Daimler AG uses the Body and Implement Mounting
Directives to instruct body manufacturers with regards to important aspects to be observed when mounting implements, attachments and bodies.
These Body and Implement Mounting Directives are primarily intended for the professional manufacturers of implements or bodies for our vehicles.
As a result, these Body and Implement Mounting Directives assume that the body manufacturer has suitable background knowledge. If you intend to
mount implements or bodies on or carry out modifications to our vehicles, please be aware that certain types of work (e.g. welding work on load-
bearing components) may only be carried out by qualified personnel. This will avoid the risk of injury and will attain the degree of quality required for
the implements and bodies.
The instructions given must be observed exactly to maintain the operating and road traffic safety of the chassis and to maintain warranty rights.
Illustrations and schematic drawings are examples only and serve to explain the texts and tables. References to regulations, standards, directives etc.
are given in keywords and serve for information only.
Further information can be obtained from the TE/OVG-B Team.
Daimler AG
Mercedes-Benz Body and Implement Mounting Directives for UNIMOG U20, U300-500, U3000-U5000 Status: 31.10.2008 9
1 Introduction
1.1 The aim of these directives

These directives form the basis for development, modification and review of bodies and implements of all types, which are temporarily or permanently
mounted on and operated with the UNIMOG.
The Mercedes-Benz Body and Implement Mounting Directives for UNIMOG are valid only when Part A and the Part B relevant to the model
series in question are present together.
These directives are divided into Part A and Part B to help you find the information you require more quickly.
Part A is subdivided into the following sections and is applicable to all model series:
1. Introduction
2. General
3. Damage prevention
4. Calculation
Part B is tailored to the specific model series and is subdivided into the following sections:
1. Planning of implements and bodies
2. Technical threshold values for planning
3. Mounting of implements and bodies
4. Drive of implements and bodies
5. Modifications to the basic vehicle
The development and review of implements or bodies for the UNIMOG does not, in principle, entitle to claims for costs or damages against Daimler AG.
The cooperation of Daimler AG in solving technical problems is of an advisory nature only. In the case of equipment operated in the Federal Republic of
Germany, this applies also in respect of compliance with the provisions of road traffic legislation and accident prevention in the context of the German
Technical Equipment Law.
Daimler AG makes particular reference is made to the responsibility of the implement manufacturer for his scope of delivery and to the rules of safety
to be complied with in respect of the vehicle/implement interface.
The following applies to the entire Body and Implement Mounting Directives and all drawings, sketches and technical data contained therein:
Confidential! All rights reserved. Disclosure or reproduction only with the written approval of Daimler AG
10 Status: 31.10.2008 Mercedes-Benz Body and Implement Mounting Directives for UNIMOG U20, U300-500, U3000-5000
1 Introduction
Implement manufacturers and companies who mount implements or bodies on UNIMOG vehicles should have available the following documents:
• The current UNIMOG price list containing descriptions and prices of the UNIMOG models and all optional equipment available
• The applicable Technical Manual containing all technical data and important additional information
• The applicable UNIMOG Body and Implement Mounting Directives containing information about mounting implements and bodies and the
Daimler AG requirements for implement/body mounting
• The applicable “Chassis drawing” CAD data
General technical data regarding the vehicle is not contained in these Body and Implement Mounting Directives; please refer to the currently valid
version of the publication entitled “UNIMOG Technical Manual”, which can be obtained from Product Division Special-Purpose Vehicles/UNIMOG,
Sales/Marketing Department (TE/OMM), fax +49(0)7271/71-8363. The Technical Manual can be used to preselect a suitable vehicle model. If
required, detailed technical data and drawings may be ordered by e-mail or fax from Product Division Special-Purpose Vehicles/UNIMOG, Bodies and
Implement Carriers Engineering Department (TE/OVG-B), stating the name of the company and the body/implement to be mounted; see Part A,
section 2.1 “Technical advice and contact persons” (Z page 18).
Further information and technical data can be obtained at the Bodybuilder Information Portal (Z page 27).
Make absolutely sure that you observe the threshold values listed in section 4 “Risk of the trailer breaking away from the tractor vehicle!” (Z page
142) as all planning of implements and bodies must be based on these values.
Part 2, with the sections 1 “Planning of implements and bodies”, 2 “Technical threshold values for planning”, 3 “Mounting of implements and bodies”,
4 “Drive of implements and bodies” and 5 “Modifications to the basic vehicle”, provides the essential technical content of these directives.
Risk of accident and injury
Before starting to install implements and bodies on the vehicle, please read the relevant sections of the vehicle Instruction Manual and the operating
and assembly instructions from the manufacturers of the accessories and special equipment.
You could otherwise fail to recognise dangers, which could result in injury to yourself or others.
1 Introduction
1.2 Conventions
1.2 Conventions
The following symbols are used in these directives:
Warning
A warning draws your attention to possible risks of accident and injury to yourself and others.
Environmental note
An environmental note gives you tips on the protection of the environment.
A note draws your attention to possible hazards to your vehicle.
A tip contains advice or further information you may find useful.
Z section/page This symbol indicates the section or page on which you will find further information on a topic and is linked in PDF format.
1 Introduction
1.3 Vehicle safety
1.3 Vehicle safety
The use of parts, assemblies or conversion parts and accessories which have not been approved may jeopardise the safety of the vehicle.
Before starting to install implements or bodies on the vehicle or on major assemblies, please read the relevant sections of the vehicle Instruction
Manual and the operating and assembly instructions from the manufacturers of the accessories and special equipment.
Official acceptance by public testing bodies or official approval does not rule out safety hazards.
Notes on vehicle safety

Daimler AG recommends,
only use genuine Mercedes-Benz service parts and conversion parts and accessories which have been explicitly approved by Daimler AG for use with
your vehicle model. Such parts have been specially tested for safety, reliability and suitability.
Daimler AG can give no guarantee with regard to reliability, safety and suitability in the following cases:
• If genuine parts or approved conversion parts or accessories have been exchanged for other parts or other changes have been made to the vehicle.
• If bodies are not manufactured or mounted according to the valid Mercedes-Benz Body and Implement Mounting Directives or if, in case of
deviations, the approval of Daimler AG is not sought.
1 Introduction
1.3 Vehicle safety
Parts that modify the vehicle so that they

• change the vehicle type approved in the general operating permit
• could endanger road users, or
• adversely affect exhaust emissions or noise levels
may (in many countries) invalidate the operating permit.
Make absolutely sure that you comply with national registration regulations as the mounting of implements or bodies on the vehicle may change the
vehicle type approved and may invalidate the general operating permit.
1 Introduction
1.4 Operational safety
1.4 Operational safety
Risk of accident
Before starting to install implements or bodies on the vehicle or on major assemblies, please read the relevant sections of the vehicle Instruction
Manual and the operating and assembly instructions from the manufacturers of the accessories or special equipment.
Work incorrectly carried out on electronic components and their software could prevent this equipment from working correctly. Since the electronic
systems are networked, this might also affect systems that have not been modified.
Malfunctions in the electronic systems could seriously jeopardise the operating safety of the vehicle.
1 Introduction
1.5 Accident prevention

The body/implement manufacturer is responsible for damage,
• resulting from insufficient reliability or safety of the body/implement or components supplied.
• resulting from errors or omissions in the Operating Instructions for the body/implement or components supplied.
The body and the attached or mounted implements must comply with the applicable laws and ordinances as well as work safety or accident prevention
regulations, safety rules and bulletins of public insurance institutions.
All technical means shall be used to avoid operating conditions that may be unsafe or liable to cause an accident.
In Germany, information is provided to commercial carriers by the “Vehicles” Working Group of the “Traffic” Technical Committee at the following
address:
Telephone: +49 (0) 40 39 80-0

Fax: +49 (0) 40 39 80 – 16 66
E-mail: info@bgf.de
Internet: www.bgf.de
Postal address: Berufsgenossenschaft für Fahrzeughalterungen
Ottenser Hauptstrasse 54
D-22765 Hamburg
All national laws, directives and registration requirements must be complied with!
The body and equipment manufacturer is responsible for compliance with these laws and regulations. This also applies to interfaces
between the vehicle and the implement and to safety when mounting or removing interchangeable implements.
1 Introduction
• Drive shafts must also be equipped with protection against accidental contact; shearing and crushing points must be avoided.
• Connectable systems must be protected against improper use and unintentional actuation.
• Fans for oil radiators, etc. must be enclosed in such a way that access to the rotating fan is impossible.
• All kinds of sharp corners and edges must be avoided.
• The implement or body manufacturer must ensure that servicing and maintenance operations can be carried out safely.
Risk of accident
All accident prevention regulations listed in the Instruction Manual must be adhered to.
The driving speed must be appropriate to the prevailing road, road traffic and terrain conditions, whereby the influence of the attached
implement/body on braking, cornering, driving on a slippery road surface or unpaved ground, on side slopes, on inclines or on declines, etc. must be
taken into consideration by driving in a foresighted manner.
The body manufacturer must ensure that the vehicle owner/customer is trained and familiarised with the theory and practice of operating the
implement and/or the vehicle/implement combination.
2 General
2.1 Technical advice and contact persons
2 General
2.1 Technical advice and contact persons
The members of the UNIMOG Equipment Team (TE/OVG-B) can issue letters of confirmation and certificates of endorsement for the Mercedes-Benz
UNIMOG & ECONIC model series. They are also responsible for providing technical advice regarding implements, bodies and chassis conversions, and
are available to answer all technical and design-related questions.
They can be contacted on:
Name E-mail Telephone Area of responsibility
Contact person: Rainer Thomas rainer.thomas@daimler.com +49 (0) 72 71/71 - 76 14 Team leader, standards & procedures for all model series
Volker Jungmann volker.jungmann@daimler.com +49 (0) 72 71/71 - 76 23 U20, U300, U400, U500 (UGN)
Andreas Merkel andreas.ma.merkel@daimler.com +49 (0) 72 71/71 - 76 13 Mowers and fire service (all model series), hydraulic
system
Christian Kirmeier christian.kirmeier@daimler.com +49 (0) 72 71/71 – 79 01 Railroaders, chassis conversions, Econic
Andreas Rödler andreas.roedler@daimler.com +49 (0) 72 71/71 – 75 97 U3000, U4000, U5000 (UHN)
Fabian Wey fabian.wey@daimler.com +49 (0) 72 71/71 – 80 68 Bodies mod. des. 437.465, bodies Zetros civilian
Erhard Obert erhard.obert@daimler.com +49 (0) 72 71/71 - 76 11 Chassis drawings

Fax: +49 (0) 72 71/71 - 80 86
Postal address: Daimler AG
HPC (in-house post code) 141
Department: TE/OVG-B
Daimlerstrasse 1
D-76742 Wörth
Please forward any queries, suggestions or criticism you may have about these Body and Implement Mounting Directives to the TE/OVG-B team at the
relevant e-mail address.
2 General
2.2 Issuing of letters of confirmation and certificates of endorsement

2.2.1 Letter of confirmation/certificate of endorsement
In these directives Daimler AG supplies important information and technical specifications to body manufacturers explaining how to handle the product.
For this reason, Daimler AG recommends that all work on the basic vehicle and body be carried out in compliance with the Mercedes-Benz Body and
Implement Mounting Directives.
Daimler AG advises against implements and bodies which

• are not produced in accordance with Mercedes-Benz Body and Implement Mounting Directives
• exceed the permitted maximum gross vehicle weight
• exceed the maximum permissible axle loads
• undercut the minimum axle loads
For extensive chassis conversions which are not adequately covered in these body/equipment mounting directives (part A and part B) such as:
• Conversion of a 4x4 to a 6x4 or 6x6 chassis
• Installation of a different engine
• Installation/retrofit of a hydrostatic drive (except retrofit of series production solution on U300/U400/U500)
• Conversion to a hybrid vehicle
• Change in vehicle concept to suit completely different applications (e.g. traction head, etc.)
the following applies:
6. Company performing conversion takes on full responsibility for product and warranty:
− The company performing the conversion becomes the vehicle manufacturer
− Mercedes star and Mercedes-Benz emblem must be removed
− Chassis number must be visibly stamped over with XXXX and new chassis number must be applied below
7. Certificate of non-objection for conversion after check by Daimler AG:
− All required documents must be submitted by the conversion company
− The documents will be checked by Daimler AG
2 General
Implement and body manufacturers can apply to Daimler AG (TE/OVG-B Equipment Team) for the issue of a letter of confirmation or certificate of
endorsement. Daimler AG issues letters of confirmation/certificates of endorsement voluntarily. The certificates are issued by TE/OVG-B after
inspection, if the implement/body satisfies the requirements of Daimler AG.
If a letter of confirmation/certificate of endorsement is required, the following notes must be observed:

• In order for an inspection to be performed, agreement on the nature and scope of the inspection must be reached between Daimler AG and the
implement/body manufacturer before the inspection commences.
• Daimler AG reserves the right to stipulate the schedule priorities.
Letter of confirmation
All implement manufacturers may apply for a letter of confirmation. The application for a letter of confirmation must be accompanied by the following
documents: Z see Part A, section 2.2.2 “Required documents”, page 22.
In all cases, Daimler AG, TE/OVG-B, will carry out a practical inspection of the mounted implement/body prior to issuing a letter of confirmation.
Certificate of endorsement for implements, bodies and conversions

Daimler AG's assessment shall be based solely on the documents submitted (by the body manufacturer carrying out the modifications). The
assessment and the endorsement shall only cover the expressly defined scopes and their basic compatibility with the designated chassis and its
connection points or, in the case of chassis modifications, the basic feasibility of the design for the designated chassis. The certificate of endorsement
shall not refer to the overall design of the body, its functions or its intended field of operation. The endorsement shall only apply if design, production
and assembly are performed by the body manufacturer carrying out the modifications in accordance with the state of the art and in compliance with
the valid Mercedes-Benz Body and Implement Mounting Directives – unless deviations have been endorsed in these directives. Nevertheless, the
certificate of endorsement shall not release the body manufacturer carrying out the modifications from his product liability or his obligation to perform
his own calculations, tests and trials on the entire vehicle in order to ensure that the entire vehicle produced by the company meets the required
specifications for operating and road safety and handling characteristics. Accordingly, it shall be the sole duty and responsibility of the body
manufacturer to ensure the compatibility of his implements, bodies, equipment and modifications with the vehicle and to guarantee the operating and
road safety of the vehicle.
2 General
All national laws, directives and registration requirements must be complied with.
Please send the full documents to the TE/OVG-B Equipment Team, address see Part A, section 2.1 “Technical advice and contact persons”
(Z page 18).
2 General
2.2.2 Required documents

The construction drawings should be submitted to the relevant contact person in the Equipment Team before the start of work (Z Part A, section 2.1
“Technical advice and contact persons”, page 18).
The following data must be included and should be available to the relevant contact person in the format specified:
PDF format:
• Supplier/manufacturer with full postal address and name of contact person responsible (including telephone no., fax no. and e-mail address)
• Description of implement/body
• Equipment identification (equipment designation, model/group, serial number)
• Technical data
• Scope of delivery (basic equipment, special equipment)
• Equipment functions with description of the controls
• Fields of application
• Necessary modifications to the vehicle etc.
• Operating instructions
• Power demand from the vehicle (kW, bar, Nm, l/min)
• Certification and special confirmation (“e” mark, CE mark, field of vision test, DIN/EN standards etc.)
• All deviations from the Mercedes-Benz Body and Implement Mounting Directives
• How the body is attached to the chassis
• The vehicle's conditions of use, e.g.
− on poor roads
− in very dusty conditions
− at high altitude
− at extremely high or low ambient temperatures
2 General
Excel format:
• Complete data on dimensions, weights and centre of gravity (weight certificates, axle load calculations)
Dwg/dxf format:
• Technical construction drawings, preferably in the form of CAD data
Jpg format:
• Pictures (of similar or already existing bodies)
Submitting the required documentation in full will make queries on our part unnecessary and will speed up the approval procedure.
For filing purposes, all documents submitted must bear (e.g. in the footer line) the name of the body manufacturer, the body, body type, modification
status and, if appropriate the relevant UNIMOG model.
If complex calculations and/or vehicle tests are necessary for the inspection, all costs arising must be borne by the vehicle implement/body
manufacturer or his client. The extent of testing required is defined by the relevant department of Mercedes-Benz UNIMOG/ECONIC Development, see
Part A, section 2.1 “Technical advice and contact persons” (Z page 18).
2.2.3 Procedure
When the required documents (see Part A, section 2.2.2 “Required documents” (Z page 22)) have been submitted by the body/implement
manufacturer, they will be examined by the relevant contact person in the Equipment Team, see Part A, section 2.1 “Technical advice and contact
persons” (Z page 18).
If the results of the inspection and testing are positive, a letter of confirmation/certificate of endorsement will be issued for the body or implement.
A letter of confirmation can only be granted after practical approval testing of the vehicle with the body/implement has been carried out by the
Equipment Team (TE/OVG-B).
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2.2.4 Legal claim

• No legal claim can be made as to the issue of a letter of confirmation/certificate of endorsement.
• Daimler AG reserves the right to refuse the issue of a letter of confirmation/certificate of endorsement due to ongoing technical development and
the knowledge gained from it, even if a similar endorsement was issued in the past.
• The letter of confirmation/certificate of endorsement may be restricted to individual vehicles.
• We may refuse to grant a letter of confirmation/certificate of endorsement retroactively for vehicles already completed or delivered.
• If technical modifications are made to equipment for which a letter of confirmation/certificate of endorsement has already been granted, the
implement/body manufacturer is obliged to notify Daimler AG, TE/OVG-B Equipment Team, of these modifications. Daimler AG will then decide
whether or not new testing/approval of the body or implement is necessary in order for the confirmation/endorsement to remain valid.
The body manufacturer alone shall be responsible for

• the functionality and compatibility with the basic vehicle of his implements and bodies.
• operating and road safety.
• all implements and bodies, and fitted parts.
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2.3 Product liability

Product liability (under civil law) means the liability of a manufacturer for any consequential damage arising to the users of a product or a third party if
the product does not possess the degree of operating safety or reliability which can reasonably be expected by the injured party.
In Germany, a distinction is made between contractual liability from Art. 459 ff of the German Civil Code (warranty of merchantability) and non-
contractual liability from Art 823 of the German Civil Code (liability in tort) or the Product Liability Act of 1st January 1990 (strict liability). This non-
contractual liability applies in the case of personal injury or property damage caused by a defect in the product. The injured party must give evidence of
the damage, of the defect and of the causal relationship between damage and defect. The burden of proof is on the manufacturer to absolve himself of
the assumption of intention or negligence (liability according to Art. 823 of the German Civil Code). According to the Product Liability Act, this
possibility of absolving himself does not exist because the manufacturer is held liable regardless of fault. Accordingly, product liability (under civil law)
is held to be the liability of a manufacturer for any consequential damage arising to the user of the product or a third party if the product does not
possess the degree of operating safety or reliability which can reasonably be expected by the injured party.
With regard to product liability, Daimler AG would draw your attention to the following points:
• Every manufacturer shall be liable for the product that he has manufactured.
• Daimler AG will only assume liability as manufacturer of Mercedes-Benz vehicles within the scope of the design and production work which it has
performed itself. Daimler AG shall not therefore accept any liability for damage resulting from defects in retrofitted products produced by third-party
manufacturers.
In the case of implements or bodies which are reviewed by Daimler AG, the body manufacturer shall bear responsibility for:
• design, mounting, structural stability and function of the implement or body.
• the operating and road safety of the implement or body.
• the operating and road safety of parts and conversions which are not covered in the documents submitted.
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In the case of implements or bodies not reviewed by Daimler AG, the body manufacturer shall bear sole responsibility for:
• the operating safety and road safety of the vehicle/implement combination as a whole and the influences of components or modifications on the
chassis.
• testing and maintaining the operating and handling safety of the vehicle after the body/equipment is mounted (the body and/or equipment must
not have a negative effect on the driving, braking or steering characteristics of the vehicle).
• consequential damage resulting from the mounting of the implement or body.
• consequential damage resulting from the retrofitting of electrical or electronic systems.
• consequential damage resulting from influences on the existing electronic systems in the vehicle.
• the operational reliability and freedom of movement of all moving parts of the chassis after the body/implement is mounted (e.g. axles, springs,
propeller shafts, steering, engine control, transmission linkage, brake components etc.) even in the case of diagonal torsion between the chassis
and the implements/bodies.
Work on or modifications to the chassis or body must be entered in the Maintenance Booklet in the section “Body manufacturer's confirmation”.
The body manufacturer must indemnify Daimler AG against all liability for damage occurring due to:
• non-compliance with the Body and Implement Mounting Directives.
• use of the vehicle or the vehicle/implement combination not in compliance with the regulations, particularly with regard to the application of
implements.
• deficient design, manufacture or installation.
• failure to observe the appropriate basic principles in any other regard.
• inadequate operating instructions of the attachments/body.
• lack of knowledge and training of the vehicle owner/customer/driver.
Only basic notes regarding product liability can be provided within the framework of these Body and Implement Mounting Directives.
2 General
2.3.1 Product liability in other countries

In the member states of the EU there are currently, or will be in the future, similar legal conditions as in Germany because of the implementation of EU
Directive 85/374.
2.3.2 Guarantee of traceability

Effects of the implement/body which become known after delivery may necessitate supplementary measures in the market (customer notification,
warnings, recalls). In order to make these measures as efficient as possible, the product must be traceable after delivery. For this purpose, and in order
to be able to utilise the Central Vehicle Registry (ZFZR) of the German Federal Motor Transport Authority and comparable registers in other countries to
ascertain the owners affected, the body manufacturer must keep records of the serial number/identification number of the body together with the
chassis identification number of the UNIMOG. Likewise it is also recommended to store the addresses of customers for this purpose and to grant
subsequent purchasers the opportunity to register.
Example file:
Body Model Serial Delivery date Vehicle Model Vehicle identification Customer
number number
Embankment mower, BM450 789 05.05.2008 UNIMOG U20 405050 1V 456789 Müller,
platform body Hauptstrasse 10,
Cologne
Front mulcher, on FM2100 1234 06.07.2008 UNIMOG U20 405050 1V 123456 Schmidt,
front mounting plate Kaiserstrasse 20,
D11 Munich
Table 2.1
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2.4 Legal references

The references made in these directives to legal specifications, in particular to traffic and safety laws, have no claim to completeness and relevance.
The implement and body manufacturer is obliged to ensure, on his own responsibility, that all applicable laws, regulations, standards,
guidelines, etc. are complied with to the full extent.
2.4.1 Road traffic legislation (Germany)

General information
When demountable implements are mounted on or removed from the UNIMOG or when permanent bodies are installed, the road traffic legislation of
the country concerned must be complied with whenever the vehicle is driven or operated on public roads with implements or bodies. In the Federal
Republic of Germany the applicable legislation is the Road Transport Licensing Order (StVZO) and the Road Traffic Order (StVO).
See also http://www.verkehrsblatt.de
2.4.2 Design and attachment of the license plate according to Art. 60 StVZO (German licensing regulations)
Extract from the construction and use regulations
The licence plate is to be securely affixed to the front and rear of the vehicle. On vehicles permitted to carry light bars according to Art. 49a Sec. 9, the
rear license plate — or, if necessary, an additional license plate — may be affixed to the light bar. On all vehicles the bottom edge of the front license
plate may be no less than 200 mm above the road, and that of the rear licence plate no less than 300 mm above the road.
Licence plates at the front and rear of the vehicle must be legible at an angle of 30° either side of the longitudinal axis of the vehicle and at a
reasonable distance.
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Attachment of the rear licence plate

The rear licence plate must be installed vertically; in some cases deviations of up to 30° from the vertical are permitted when the nature of the body
requires it. The installation height is max. 1200 mm (top edge of licence plate); in some cases higher attachment is permitted when the nature of the
body requires it. If the rear license plate is obscured — in some cases only partially — by a load carrier or by the cargo carried, then the license plate
must be repeated on the vehicle or on the load carrier.
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2.5 CE mark
2.5 CE mark
Machinery Directive 98/37/EC succeeds the multiply amended 89/392/EEC
including 93/68/EEC.
The new edition with the number 2006/42/EC will come into force on
29th December 2009.
Only certain versions of the UNIMOG (e.g. tipper, power take-off) fall under the EC
Machinery Directive.
Please note that with effect from 1st January 1995 (among others), all body and
implement mountings which, in accordance with the EU Machinery Directive (see
above), are considered complete machines, must comply with this directive, must
have a certificate of conformity and must be marked with a CE mark.
For incomplete machines (non-functional machines), the manufacturer must provide

a manufacturer's declaration. The CE mark must not be affixed to an incomplete
machine. Prior to the issue of the certificate of conformity or the manufacturer's Communité Européenne
declaration, the product must be subjected to a risk analysis.
CE mark
Vehicles registered as tractor units/agricultural tractors are exempt from the
regulations of the EC Machinery Directive. Conventional commercial vehicles with
permanently mounted bodies and typical truck chassis are also exempt from the EC
Machinery Directive.
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2.6 Warranty claims
2.6 Warranty claims

Warranty claims can only be made within the framework of the contract of sale between purchaser and seller. This means that each seller warrants the
items supplied by him to the purchaser.
Warranty obligations are not assumed by Daimler AG if

• our Body and Implement Mounting Directives have not been complied with.
• the chassis used does not correspond to the country-specific equipment and/or to the equipment required for the application.
• the damage was caused either by the body itself or by the manner in which it was mounted.
• a reviewed and approved vehicle/implement combination has subsequently been modified without the approval of Department TE/OVG-B.
Operating and driving safety must not be affected by the implement or body. In the case of cabs, free movement for tilting must be guaranteed. In the
case of implements and bodies, asymmetrical load on the chassis must be avoided wherever possible.
If asymmetrical load is unavoidable (e.g. in the case of a side-mounted loading crane, generator, mower, etc.), the approval of Department TE/OVG-B is
necessary if the difference in wheel loads exceeds 10 % of the relevant axle loads (for further information on "axle loads and gross vehicle weights" see
Part A, section 4 “Risk of the trailer breaking away from the tractor vehicle!” (Z page 142) and Part B, section 2 “Technical threshold values for
planning”.
Driving trials may be required.
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2.7 Registration
2.7 Registration
2.7.1 Registration in Germany
All UNIMOG model series are delivered from the factory with a registration certificate. The vehicle type is registered according to the platform length,
wheelbase, equipment and/or tyres:
• Tractor (code no. 870000)
• Truck - open-top box (code no. 100200)
• Truck - tipper, open-top box (code no. 000200)
• X53 – agric./forestry tractor unit/agricultural tractor (code no. 891000)
• X54 – agric./forestry tractor unit/implement carrier (code no. 892000)
In most countries permanently mounted implements must be approved by an officially accredited specialist and recorded in the vehicle registration
papers. In Germany the “Instructions for Mounted Implements” apply for interchangeable, temporarily mounted implements. It is normally not
necessary to enter detachable implements in the vehicle registration papers.
In some countries a UNIMOG equipped with permanently mounted implements (e.g. crane) may – subject to assessment by an officially accredited
specialist – also be classified and approved as a self-propelled working machine. Please note that normally neither the transport of goods nor the use of
trailers is permitted with self-propelled working machines.
An exception is the transport of equipment which is necessary for the use of the working machine (e.g. excavator accessories).
The effect of vehicle modifications on the type approval

In the case of subsequent modifications which are relevant to the type test carried out with the vehicle, and therefore have an effect on the approval
documents (e.g. fixed bodies, tyres or trailer couplings not listed in the general operating approval document etc.) the modifications must be reviewed
by an officially accredited specialist and the vehicle registration papers must be amended accordingly.
Once the vehicle registration papers have been issued by the officially accredited specialist (individual approval), the vehicle can obtain official approval
from the local registration authorities.
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2.7 Registration
2.7.2 Acceptance/approval in the EU

Aside from national vehicle classifications, UNIMOG models are categorised as follows as class “N” vehicles (motor vehicles for goods transport) in
EU countries:
• Class N1, motor vehicles with permissible gross vehicle weight ≤ 3.5 t
• Class N2, motor vehicles with permissible gross vehicle weight > 3.5 t to 12.0 t
• Class N3, motor vehicles with permissible gross vehicle weight > 12.0 t
Following national type approval in the relevant country, the vehicles may be sold and registered in accordance with the local registration formalities.
2 General
2.8 Bodybuilder Information Portal

The Bodybuilder Information Portal is the primary information platform. The Mercedes-Benz Information Portal provides a wide range of technical
information and data on our vehicles, and allows you to communicate with our experts at your convenience. You, the implement/body manufacturer,
can introduce yourself, i.e. your company, your contact persons and your products, to the sales organisation and the body builder support staff at
Mercedes-Benz.
The following portals are available:
http://bb-infoportal.mercedes-benz.com
http://abh-infoportal.mercedes-benz.com
2.8.1 Your company profile (Bodybuilder Profile) and the Qualified Partner List (QPL)
Gain access to the full range of information in the Portal. All you have to do is identify yourself as a body manufacturer on your first visit to the Portal.
To do this, simply enter the name of your company, your contact details, your user profile and the contact persons at your company in the on-screen
fields.
Further advantages and attractive sales opportunities are available to you if you become a Qualified Partner of Mercedes-Benz. To do this, enter the
self-information process for QPL. You can initiate this process at a later date, completely independent of the registration process. On the basis of your
information your company will be evaluated by a team of experts at Daimler AG according to standard criteria related to quality, marketing and service.
You can update your details at any time in the “My Portal” menu.
2.8.2 MB-AS (Mercedes-Benz Bodybuilder System)

MB-AS provides online access to all the relevant technical data and information on Mercedes-Benz UNIMOG and ECONIC vehicles.
To gain access to MB-AS, proceed as follows:
• Enter the following link: http://bb-infoportal.mercedes-benz.com
• Select your country or region in the menu.
2 General
• You will find a comprehensive range of information extending from “Current Topics”, to “MBAS-Web (Technology)”, “Partnership”, “Tools” and
“Search”.
• Select the “MBAS-Web (Technology)” heading to access Body Mounting Directives, drawings and other technical information. Mercedes-Benz
recommends that body manufacturers register to gain full access to all the technical data and drawings.
• Select the “Body Mounting Directives” tab.
To gain access to the correct Body Mounting Directive, begin by selecting the required commercial vehicle category from the menu on the left. Then
select the language required and the respective model series and click on ‘Continue’ in order to begin the download.
• Select the “Catalogues” tab.
You will find all technical information available for Mercedes-Benz commercial vehicles via the catalogues on this page and the associated sub-pages.
Information categories:
• Scale dimensional CAD chassis drawings in DXF format
• Simplified outline drawings with reduced lines and the most important vehicle dimensions in DXF or PDF format
• Technical data sheets (description of technical data and standard equipment)
• Optional equipment with code designations and brief descriptions
• Implement manufacturer information describing changes to Mercedes-Benz UNIMOG and ECONIC vehicles that are relevant to body manufacturers
• UNIMOG Technical Manual with detailed technical data (engine output diagrams, tractive power graphs, weights etc.)
• Body Mounting Directives for UNIMOG & ECONIC (accessible even without registration)
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2.8.3 Workshop Information System (WIS)

An additional source of information available to you is the Workshop Information System (WIS).
You can choose between:
• Basic data (dimensions, tightening torques, filling capacities etc.)
• Function descriptions
• Wiring diagrams
• Repair instructions
• Maintenance sheets
Information about WIS can be obtained from any Mercedes-Benz Service Centre or from:
Telephone: +49 (0) 7 11 / 17 – 8 31 70
Fax: +49 (0) 7 11 / 17 – 4 00 82
Postal address: Daimler AG
HPC R800
Department GSP/TIM
D-70546 Stuttgart
2 General
2.9 Mercedes star and badge

The Mercedes star and MB badge are trademarks of Daimler AG. They must not be removed or affixed in another position without approval. Mercedes
stars and MB badges delivered loose must be affixed in the positions specified by Daimler AG.
The Mercedes star and Mercedes-Benz badge may not be affixed to bodies/implements.
Points of attachment at the rear of the vehicle

The Mercedes-Benz logo shall be affixed at the bottom right-hand side of the rear end of the vehicle.
Overall appearance of the entire vehicle

If the complete vehicle fails to comply with the image and the quality standards required by Daimler AG, the trademarks such as the Mercedes star and
the Mercedes-Benz badge must be removed. The body manufacturer is then, according to product liability law, regarded as the manufacturer of the
entire vehicle and has to assume full responsibility for this.
Third-party trademarks (on the chassis)

• may not be affixed next to Mercedes-Benz trademarks.
• may only be affixed to other positions on the vehicle with the approval of the relevant department of Daimler AG, see Part A, section 2.1 “Technical
advice and contact persons” (Z page 18).
2 General
Important information for implement/body manufacturers

Permanently mounted bodies/implements must not impede access to the following chassis components:
Brake fluid reservoir
Test connections of the brake system
Vehicle batteries
Upper shock absorber mounting bolt
Air drier
If access to these items is obstructed by permanently mounted bodies/implements, Daimler AG will not cover the costs for the
disassembly and reassembly of the body/implement.
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2.10 Reprocessing of components — recycling
2.10 Reprocessing of components — recycling
Environmental note
When planning bodies and implements, the following principles for environmentally compatible design and material selection shall be taken into
account, in particular with regard to EU Directive 2000/53/EC.
Materials with risk potential, such as halogen additives, heavy metals, asbestos, CFCs, CHCs etc., are to be avoided.
• It is preferable to use materials which permit recycling and closed material cycles.
• Materials and production processes that generate only low quantities of waste during production must be selected in such a way that this waste can
be easily recycled.
• Plastics are to be used only where they provide advantages in terms of cost, function or weight.
• In the case of plastics, and composite materials in particular, only compatible substances within one material family are to be used.
• For components which are relevant to recycling, the number of different types of plastics used must be kept to a minimum.
• It must be assessed whether a component can be made from recycled material or with recycled elements.
• It must be ensured that components can be dismantled easily for recycling, e.g. by snap connections, predetermined breaking points, easy
accessibility, or by using standard tools.
• It must be ensured that service products can be removed simply and in an environmentally responsible manner by means of drain plugs, etc.
• Wherever possible, components should not be painted or coated; coloured plastic parts are to be used instead.
• Components in areas at risk from accidents must be designed in such a way that they are damage-tolerant, repairable and easy to replace.
• All plastics are to be marked in accordance with VDA code of practice 260, e.g. “PP – GF30R”.
• EU Directive 2000/53/EC must always be complied with.
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2.11 Quality system
2.11 Quality system

World-wide competition, increased quality standards demanded by the customer from the vehicle/implement combination, national and international
product liability laws, new organisational forms and rising cost pressures make efficient quality assurance systems a necessity in all sectors of the
automotive industry.
In order to comply with these requirements, a working group within the Association of German Automobile Manufacturers (VDA) has produced the
guideline “Minimum requirements for a management system for trailer and body manufacturers”, which was published in VDA Volume 8 and is based
on the DIN EN ISO 9000 ff. standards.
VDA Volume 8 can be ordered from:
Telephone: +49 (0) 61 71 / 91 22 - 0

Fax: +49 (0) 61 71 / 91 22 – 14
E-mail: info@vda-qmc.de
Internet: www.vda-qmc.de
Postal address: Verband Deutscher Automobilhersteller (VDA)
Quality Management Centre (QMC)
An den drei Hasen 31 Figure 2.1: VDA Volume 8
D-61440 Oberursel
2 General
2.11 Quality system
Daimler AG advises body manufacturers to set up a quality management system with the following minimum requirements:
• To devise, set up and monitor a quality assurance system within the company concerned
• To set out responsibilities in an organisational chart
• To appoint a manager responsible for quality
• To ensure that the instructions for processes, work and inspections are up-to-date and available in all departments and at all workplaces
• To ensure that the employees concerned are adequately qualified
• To document and archive the necessary quality assurance measures on the product
• To make available suitable test equipment (e.g. torque wrenches) and to maintain a continuous test equipment review
3 Damage prevention
3.1 Vehicle modifications/chassis modifications
3 Damage prevention
In all operations with the vehicle or the vehicle/implement combination, the accident prevention directives, especially the directives and
recommendations listed in the operating instructions of the vehicle and the body/implement etc. must be complied with.
Risk of accident
Do not carry out any modifications to major assemblies (steering, brake system etc.)!
Any modifications to the steering and the brake system may result in these systems malfunctioning and ultimately failing. The driver could lose control
of the vehicle and cause an accident.
Alterations to the basic vehicle are permitted only within the framework of the procedures described in these Body and Implement Mounting
Directives.
Standard production vehicles comply ex factory with EU Directives and national regulations (vehicles produced for countries outside of Europe may be
exceptions). The vehicles must still comply with EC Directives or national regulations after modifications have been carried out.
The body manufacturer must inform the officially recognised approval authority or inspector of any modifications to the chassis when the vehicle is
inspected. If necessary, present a certificate of endorsement from Daimler AG (e.g. drawing with approval note) or the applicable Body Mounting
Directive.
Modifications may have to be made to the chassis when installing a body. Even minor modifications (e.g. to the exhaust system or brake system) can
cause the General Operating Permit (GOP) to be rendered void. Following all work on the brake system, i.e. even if merely disassembling parts, a
complete check (operation, effectiveness and visibility) of the entire brake system must be performed. Should modification of the original arrangement
of the brake system in the chassis be unavoidable, lines and fittings of the same quality and dimensions must be used.
3 Damage prevention
In cases where Daimler AG performs inspections on a modified vehicle, the body manufacturer is not entitled to expect that all chassis modifications
performed externally (after the vehicle has left the production plant) will be identified and pinpointed by employees of Daimler AG due to the complex
nature of the chassis.
No modifications may be made to the chassis (MB scope of delivery) without the approval of Daimler AG. In the case of the following modifications, the
TE/OVG-B Equipment Team of Daimler AG must be consulted in advance:
• Shortening or lengthening of the chassis overhang • Modifications that impair the safety of the cab (e.g. drilling in the
• Drilling and welding on the chassis frame or on the axles A-pillar or B-pillar)
• Modifications to the frame • Modifications to the hydraulic system
• Modifications to the brake and steering systems • Modifications to the lighting system
(e.g. changing the length of the brake lines) • Modifications to the soundproofing
• Modifications to the intake and exhaust systems • Modifications to the engine
• Modifications to wheels, tyres, springs • Modifications to the electrical system, e.g. including the relocation
(e.g. locking the suspension) of electrical control units
The following procedure applies specifically to chassis modifications:

• A list of all chassis modifications made by the respective body/equipment manufacturer must be produced and provided to Daimler AG
• All of the items on this list must be examined to determine whether they are permissible and the agreement of the relevant development teams of
the Unimog/special-purpose vehicles product division must be documented
Mercedes-Benz expressly points out that only the items on the list that are explicitly confirmed by Daimler AG can be considered to be approved and
safe.
A vehicle inspection by employees of Daimler AG does not form a basis for assuming that any items not contained on this list have been approved.
3 Damage prevention
3.2 Dimensions, weights and overall vehicle height
3.2 Dimensions, weights and overall vehicle height
Risk of accident
The vehicle tyre load capacity may not be exceeded by overloading the vehicle beyond its specified gross vehicle weight. The tyres could overheat and
suffer damage. This could cause you to lose control of the vehicle and cause an accident with possible injury to yourself and others.
Information on the permissible axle loads can be found on the vehicle model plate.
All legal provisions governing the permissible vehicle height must be taken into account when planning bodies. In the Federal Republic of Germany the
permissible vehicle height is limited to max. 4 m. In other countries (and if the vehicle is operated on international services), comply with all the
relevant national regulations. Observe the Instruction Manual.
Dimensions and weight details can be found in the drawings and technical data. The vehicle kerb weights depend on the equipment fitted. Weight
tolerances of +5 % in manufacture must be taken into consideration (permissible in the Federal Republic of Germany according to DIN 70020).
The permissible axle loads and the maximum permissible gross vehicle weight specified in the technical data may not be exceeded. The technical data
can be found in the vehicle documents, on the vehicle model plate or in the code definitions (codes for weights start with X) in the order data.
Information on weight changes is available from the TE/OVG-B Equipment Team see Part A, section 2.1 “Technical advice and contact persons”
(Z page 18).
3 Damage prevention
3.3 Vehicle overhang
Risk of accident
The body must be designed in such a way that a placing of excessive load weight at the rear is prevented. The following points must be complied with
otherwise the steering and braking forces necessary for safe driving cannot be transmitted.
• When setting the overhang length, the permissible axle loads and the respective minimum front axle load must always be taken into consideration.
• The minimum front axle load and the maximum rear axle load must always be complied with (Z see Part B for the respective vehicle model series,
chapter “Permissible load values” and chapter “Minimum axle loads”).
• The weight of any special equipment must also be taken into account for the calculations.
Country-specific laws, guidelines and vehicle registration rules must be observed, as must the specifications in the body/equipment mounting
directives with respect to front and rear frame/vehicle overhang, permissible axle loads and angles of approach/departure.
The angles of approach and departure must be suitable for the usage profile of the respective vehicle.
3.3.1 Front vehicle overhang

According to the specifications in the “Notes on mounting equipment” (Merkblatt für Anbaugeräte), the distance between the front end of any mounted
equipment and the centre of the steering wheel is limited to 3.5 m (applies to the Federal Republic of Germany).
For further information, see the “Notes on mounting equipment”, chapter 2.4.1 (Z page 25).
3 Damage prevention
3.3.2 Rear vehicle overhang

The following points must be observed on vehicles which extend past the standard
frame overhang (behind rear axle):
• Permissible axle loads (minimum front axle load and maximum rear axle load, see Part B
for the respective vehicle model series)
• Clearance for trailer hitch, see chapter Fehler! Verweisquelle konnte nicht gefunden
werden. (Zpage Fehler! Textmarke nicht definiert.)
• Angle of departure must be suitable for vehicle usage profile
• An entry must be made in the vehicle documents for fixed bodies (only for Federal
Republic of Germany)
• Directive 97/27/EC Annex I: “On a stationary vehicle with a steering angle such that the
front outermost point of the vehicle would sweep a circle with a radius of 12.50 m if the
vehicle were driven, a line must be drawn on the ground along the vertical plane tangent to
the vehicle side pointing towards the outside of the circle.
When the vehicle is moved forwards through a circular radius of 12.50 m in both
directions, no part may project more than 0.80 m on a rigid vehicle”.
Figure 3.1: Directive 97/27/EC Annex I
The maximum rear vehicle overhang is 65% of the wheelbase.
3 Damage prevention
3.4 Electrical system
Risk of accident
Work carried out incorrectly on the electrical system may impair its function. This may lead to the failure of components or parts relevant to safety.
Any work carried out on the vehicle must comply with accident prevention regulations.
Comply with all national regulations and laws!
Risk of fire
Work on live electrical lines carries a risk of short circuit.

Before starting work on the electrical system, disconnect the on-board electrical system from the power source, e.g. battery.
The notes on operating and vehicle safety in Part A, section 1 “Introduction” (Z pages 13 to 15) must be complied with.
3 Damage prevention
3.4.1 Batteries
• Never place any metal objects or tools on the batteries
• Never start the engine unless the battery is firmly connected (battery terminals connected)
• Incorrect polarity of the supply voltage can cause irreparable damage to the control units
• Never disconnect or remove the battery terminals while the engine is running
• If the batteries are flat, the engine can be jump-started using jump leads connected to the battery of another vehicle running on the same voltage.
Observe the Instruction Manual!
• Jump-starting with a quick charger (overvoltage) is not permitted
• Only tow-start the vehicle with the batteries connected
• Quick-charge the batteries only after disconnecting them from the vehicle's electrical system. Both the positive and negative terminals must be
disconnected. Observe the Instruction Manual
• For information about the installation of additional electrical consumers, see Z Part B, section “Current draw of auxiliary consumers”
• Cables routed in the vicinity of exhaust systems must be protected against the high temperatures prevailing there
• Cables must not be routed near the exhaust manifold or turbocharger
• Install the cables in such a way that there are no chafe or shear points (consider chassis torsion and relative movement between chassis and
implement or body parts), particularly at crossing points and sharp edges and use cable channels or conduits if necessary
• Department TE/OVG-B must be consulted if a battery isolating switch is to be retrofitted
• Never fasten electrical cables to brake lines
• Do not carry out tests at connector terminals using unsuitable tools (test probes, wire ends, etc.). This may lead to contact damage and subsequent
problems. Use suitable test leads
The further information on welding work in Part A, section 3.10 “Welded connections” (Z page 71) and section 3.12.3 “Welding work on the vehicle
frame” (Z page 81) must be complied with.
3 Damage prevention
3.4.2 Euro battery terminal – Current tap 40 A

With an additional stud (M6) on the battery terminals, a maximum current of 160 A can be tapped here. It is permissible to use several fuses to protect
different circuits.
Converting a battery terminal without additional stud to a battery terminal with additional stud
• Check whether the cable length is sufficient, never cut off battery cable
• Remove the existing pressed-on battery terminal
• Install new Euro battery terminal on battery cable with a professional clamp/solder connection
The following battery terminals with additional stud can be procured either via the Global Logistics Center or via the replacement parts system:
• Cross-section 50 mm2 for positive terminal A 002 546 35 44
• Cross-section 50 mm2 for negative terminal A 002 546 38 44
• Cross-section 70 mm2 for positive terminal A 002 546 36 44
• Cross-section 70 mm2 for negative terminal A 002 546 39 44
The use of battery terminals from other accessories suppliers is only permissible after inspection by the TE/OVG-B Equipment Team, see chapter 2.1
“Technical advice and contact persons” (Z page 16).
The square fuse can also be connected via an additional copper lug, see Figure 3.3.
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Figure 3.2: Connection lines for negative terminal Figure 3.3: Connection of square fuse to positive terminal
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3.4.3 Electrical wiring

3.4.3.1 Wiring cross-sections
The voltage drop in the conductors must be taken into consideration when determining the required cross-section area. If the voltage drop is too high,
it may cause the conductors to get hot and this could, in certain circumstances, cause a fire. Conductor cross-sections of less than 1 mm² should be
avoided due to the low mechanical strength of the conductor. The positive and negative cables must have the same cross-section area. Special
literature provides information regarding the correct determination of cross-section area of electric conductors. No more than 3 A should be carried per
mm² cable cross-section area. The necessary cross-section area must be calculated by the manufacturer of the implement/body and must be tested
under practical conditions.
3.4.3.2 Lengthening electrical cables

Note the following if electric cables are to be extended:
• Only use FLK-R cables or equivalent with the same cross-section area and the same basic and identification colours as the original cables (FLK-R =
standard for low-voltage cables with thin-walled insulation for use in road vehicles).
• The cables must be protected by an insulating tubing (corrugated hose in hazardous goods vehicles).
• Only use genuine Mercedes-Benz electric connectors or connectors of equivalent quality that have been tested and approved for the vehicle model
in question.
• Electric cables may only be connected via junction boxes or specially provided extension cables with plug connections that have been tested and
approved for the vehicle model in question.
• Do not change existing original connections, including earth connections.
• Water-proof connectors must be used when extending the length of cables or installing further cables.
• If the installation position of electric or electronic components is changed, the length of the electrical cable must be modified accordingly. Slight
excesses in the cable length may be compensated by changing the routing. Excess length must not be routed in rings or loops.
• An existing hole must be used to route cables from one side of the chassis frame to the other. An additional hole may only be drilled if there is no
other possibility of passing the cable through the frame. The drill hole must be equipped with a grommet, so that the cables are protected from
damage.
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Observe the work instructions for repairing and lengthening wiring harnesses. These are available through the Mercedes-Benz Bodybuilder System
(MB-AS).
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3.5 Power supply for auxiliary consumers
3.5 Power supply for auxiliary consumers
Risk of accident
Work incorrectly carried out on electronic components and their software could prevent this equipment from working correctly. Since the electronic
systems are networked, this might also affect systems that have not been modified.
Malfunctions in the electronic systems could seriously jeopardise the operating safety of the vehicle.
If additional electrically powered assemblies are installed, uprated batteries or alternators may be necessary (code M37). It is possible for the
implement or body manufacturer to retrofit higher-capacity batteries.
If, despite these measures, the on-board electrical system is still insufficient, a power supply that is independent of the vehicle must be installed.
The following points must be observed when electrical consumers are retrofitted by body/equipment manufacturers:
• No additional consumers may be connected to assigned fuses.
• No additional lines may be connected to existing lines (e.g. with cut-and-clamp connections).
• Consumers must be adequately fused with additional fuses.
• Power may only be supplied to 12V devices via a voltage converter because all vehicles are equipped with 24V systems.
The supply of power from only one battery is not permitted.
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3.6 Illumination equipment

The following instructions must be observed when planning body/equipment mounting and modifications because they are extremely important with
respect to vehicle approval/registration. The following notes are based on directive ECE-R48 (3rd series of amendments) and 76/756/EEC, which was
last amended via amendment directive 2007/35/EC.
The 3rd series of amendments to directive ECE-R48 came into force on 10 October 2006 i.e. vehicles which are first registered after 10 October 2009
must comply with ECE-R48-03. Vehicles which are first registered after 10 July 2011 must comply with directive 76/756/EEC.
For example, some vehicles with two backup lamps (vehicles > 6 m) are required to be additionally equipped with contour markings.
3.6.1 Turn signals, taillamps and brake lamps

Turn signals inform other road users about changes in the direction of travel of a vehicle or the intention to change the direction of travel of a vehicle.
Taillamps are used to indicate the presence and width of a vehicle to the vehicles following.
Brake lamps must produce red light to the rear of the vehicle and they must be bright enough to be seen even during the day.
Attachment: Horizontal position: The point of the visibly illuminated surface furthermost from the longitudinal centre plane of the vehicle in the
direction of the reference axis may not be more than 400 mm from the outermost point of the overall vehicle width.
Vertical position: At least 350 mm above the ground, at most 1500 mm above the ground (or 2100 mm if the shape of the body does
not allow compliance with the value of 1500 mm and permissible lights are not installed).
In longitudinal direction: At rear end of vehicle.
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Colour: Colour of turn signals: Yellow

Colour of taillamps and brake lamps: Red
Visibility: The following specifications for visibility apply both to the turn signals and taillamps/brake lamps.
Horizontal angle: 45° to the inside and 80° to the outside; (for brake lamps: 45° to the left and to the right of the vehicle longitudinal
axis)
Vertical angle: 15° above and below the horizontal plane. The vertical angle below the horizontal plane may be reduced to 5° if the
installation height of the lamp is less than 750 mm. The vertical angle above the horizontal plane may be reduced to 5° if the
installation height of the permissible lamp is greater than 2100 mm.
3.6.2 Backup lamps

Backup lamps serve the purpose of illuminating the road surface behind the vehicle and of indicating to other road users that the vehicle is reversing or
about to start reversing. For vehicles with a length less than or equal to 6000 mm, one backup lamp is compulsory and a second is permissible. Two
backup lamps are compulsory for all vehicles with a length greater than 6000 mm.
Attachment: Horizontal position: No particular requirements.
Vertical position: At least 250 mm and at most 1200 mm above the ground
In longitudinal direction: At rear end of vehicle
Colour: White
Visibility: Horizontal angle: 15° upwards and 5° downwards
Vertical angle: 45° to the left and to the right when only one backup lamp is installed
45° to the outside and 30° to the inside on vehicles with two backup lamps
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3.6.3 Rear fog lamp

The rear fog lamp is intended to make the vehicle more visible to the rear in poor visibility conditions - especially in fog.
Attachment: Horizontal position: If only one rear fog lamp is installed, it must be positioned on the side of the longitudinal centre plane of the
vehicle which is opposite to the direction of traffic specified in the country of registration. The reference point may also be in the
longitudinal centre plane of the vehicle.
Vertical position: At least 250 mm and at most 1000 mm above the ground (max. height 1200 mm)
Colour: Red
Visibility: Horizontal angle: 5° upwards and 5° downwards
Vertical angle: 25° to right and 25° to left
3.6.4 Licence plate lamp and licence plate installation height

An illumination device for the rear licence plate, otherwise known as licence plate lamp, is a device which is intended to illuminate the location where
the rear licence plate is attached to the vehicle. The illumination device should consist of enough lamps to sufficiently illuminate the location where the
license plate is attached. It may be made up of several optical components and must radiate white-coloured light.
Attachment and visibility: The illumination device must be positioned so that the lamp(s) illuminate the location where the licence plate is
attached. The applicable regulations must be complied with. The conditions for general type approval and the assembly
instructions with respect to the luminous field of the licence plate lamps must also be observed.
The licence plate must be attached in such a way that the upper edge of the licence plate is at most 1200 mm above
the ground.
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3.6.5 Reflectors (rear)

A reflector is a device which is intended to indicate the presence of a vehicle by reflecting light originating from a light source which is not fitted to the
reflecting vehicle and whereby the observer is in the proximity of this light source.
Retro-reflective licence plates, signs, symbols etc. are not valid reflectors. Two non-triangular red reflectors are compulsory.
Attachment: Horizontal position: The point of the reflecting (illuminated) surface furthermost from the longitudinal centre plane of the vehicle may
not be more than 400 mm from the outermost point of the overall vehicle width.
Vertical position: At least 250 mm and at most 900 mm above the ground (or 1500 mm if the shape of the body does not allow
compliance with the value of 900 mm)
In longitudinal direction: At the rear end of the vehicle
Visibility: Horizontal angle: 30° to the inside and outside
installation height of the reflector is less than 750 mm.
3.6.6 Side reflectors

Non-triangular side reflectors are compulsory on vehicles which are longer than 6 m. They are permissible on vehicles which are shorter than 6 m.
Attachment: Vertical position: At least 250 mm and at most 900 mm above the ground (or 1500 mm if the shape of the body does not
allow compliance with the value of 900 mm).
In longitudinal direction: There must be at least one side reflector in the central third of the vehicle; the side reflector which is attached closest to the
front of the vehicle may not be more than 3 m away from the foremost point of the vehicle. The distance between two side
reflectors attached next to each other may not be greater than 3 m. If the shape of the vehicle does not allow compliance
with this regulation, this distance may be increased to 4 m. The distance between the rearmost side reflector and the
rearmost point of the vehicle may not be greater than 1 m. However, for motor vehicles which are not longer than 6 m it is
sufficient if one side reflector is attached in the first and/or in the last third of the vehicle, also see chapter 3.6.7 “side
marker lamps” (Z page 58).
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Visibility: Side reflectors must be yellow in colour; however, the rearmost side reflector may be red if it is integrated with the taillamp, the
rear end-outline marker lamp, the rear fog lamp, the brake lamp or the rearmost red side marker lamp or if it shares an illuminated
surface with one of these.
Horizontal angle: 45° to the front and rear
installation height of the reflector is less than 750 mm.
3.6.7 Side marker lamps

A side marker lamp indicates the presence of the vehicle to the side.
Vehicles registered in the EU with an overall length of over 6 m must be equipped with side marker lamps with integrated reflectors in accordance with
EC Directive 76/756/EEC. Side marker lamps are permissible on vehicles whose overall length is less than 6 m.
Attachment: In longitudinal direction: There must be at least one side marker lamp in the central third of the vehicle; the side marker lamp which
is attached closest to the front of the vehicle may not be more than 3 m away from the foremost point of the vehicle.
The distance between two side marker lamps attached next to each other may not be greater than 3 m. If the shape of the vehicle does
not allow compliance with this regulation, this distance may be increased to 4 m.
The distance between the rearmost side marker lamp and the rearmost point of the vehicle may be 1 m at most.
However, on motor vehicles which are not longer than 6 m and on vehicles with a chassis with cab it is sufficient if one side marker
lamp is attached in the first and/or in the last third of the vehicle.
Vertical position: The lamps must be installed at least 250 mm and at most 1500 mm above the road surface. If the shape of the body
does not allow compliance with the maximum value of 1500 mm, the lamps may be attached at a height up to max. 2100 mm.
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Colour: Yellow; However, the rearmost side marker lamp may be red if it is integrated/combined with the taillamp, rear end-outline marker
lamp, rear fog lamp or brake lamp or if it is integrated with the rear reflector or shares an illuminated surface with it.
Visibility: Horizontal angle: 45° to the front and rear. This value may however be reduced to 30° on vehicles where the installation of side marker
lamps is merely permissible. If the vehicle is equipped with side marker lamps which are intended to compensate for reduced
geometric visibility of the front and rear turn signals and/or position lamps, then the angles to the front and rear must be 45° and the
angle to the vehicle centre must be 30°.
installation height of the side marker lamp is less than 750 mm.
3.6.8 Position lamps

The purpose of a position lamp is to indicate both the presence and width of the vehicle towards the front. Two lamps are compulsory for motor
vehicles.
Attachment: Horizontal position: The point of the visibly illuminated surface furthermost from the longitudinal centre plane of the vehicle in the
direction of the reference axis may not be more than 400 mm from the outermost point of the overall vehicle width.
Vertical position: At least 350 mm and at most 1500 mm above the ground (if the shape of the body does not allow compliance with
the maximum value of 1500 mm, the lamps may be attached at a height of max. 2100 mm).
Colour: White
Visibility: Horizontal angle for both position lamps: 45° to the inside and 80° to the outside.
Vertical angle: 15° above and below the horizontal plane.
The vertical angle below the horizontal plane may be reduced to 5° if the installation height of the lamp is less than 750 mm.
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3.6.9 End-outline marker lamps

End-outline marker lamps should be attached as close as possible to the outermost points of the overall vehicle width and as high as possible on the
vehicle. They are intended to clearly indicate the overall width of the vehicle They are intended to supplement the position lamps and taillamps and
attract attention specifically to the vehicle outline. End-outline marker lamps are compulsory on vehicles that are wider than 2100 mm.
Attachment: Two lamps must be visible both from the front and from the rear. The end-outline marker lamps should be as close as possible to the
outermost point of the overall vehicle width and should not be more than 400 mm away from the outermost point of the overall vehicle
width.
Front end-outline marker lamps: The horizontal plane which runs along the upper edge of the visibly illuminated surface in the
direction of the reference axis of the illumination device may not be below the horizontal plane which runs along the upper edge of the
transparent area of the windscreen.
Rear end-outline marker lamps: These must be attached as high as possible while still complying with the regulations on width and
remaining compatible with the design, operating conditions and lamp symmetry of the vehicle.
Colour: Front end-outline marker lamps: White
Rear end-outline marker lamps: Red
Visibility: Horizontal angle: 80° towards outside
Vertical angle: 5° above and 20° below the horizontal plane
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3.6.10 Distinctive markings

A “distinctive marking” is a device which is intended to improve the visibility of a vehicle from the side or from the rear by reflecting light originating
from a light source which is not fitted to the reflecting vehicle and whereby the observer is in the proximity of this light source.
Distinctive markings must be attached by the body/equipment manufacturers.
The terms used below are defined as follows:

• A “contour marking” is a distinctive marking which is intended to indicate the horizontal dimensions and the vertical dimension (length, width and
height) of a vehicle.
• A “full contour marking” is a contour marking which indicates the outline of a vehicle with a continuous line.
• A “partial contour marking” is a contour marking which indicates the horizontal dimension of a vehicle with a continuous line and the vertical
dimension through identification of the upper corners.
• A “line marking” is a distinctive marking which is intended to indicate the horizontal dimensions (length and width) of a vehicle with a continuous
line.
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Example
approx. 3530 mm
min. 2830 mm (corresponding to 80 %)1
(2100 mm if required by design)

> 200 mm
250 – 1500 mm
min. 2000 mm (80 %)1
Figure 3.4: Full contour marking Figure 3.5: Partial contour marking
1
1
60% is possible for justified exceptions
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Requirements: For a partial contour marking, each upper corner must be identified by two lines which form an angle of 90° and whereby each line is
at least 250 mm long.
Each section must be at least long enough that at least one approval mark (of ECE-R 104 ⇒ Component approval for retro-reflective
materials) is visible.
The width of the markings should be at least 50 mm and at most 60 mm.
Distinctive markings are considered to be continuous if the distances between adjacent sections are as small as possible and not
greater than 50% of the shortest length of such a section.
Marking plates in accordance with ECE-R 70 (uniform provisions for the approval of rear marking plates for heavy and long vehicles)
are acceptable as part of the contour marking.
Attachment: Vehicles with a permissible gross vehicle weight greater than 7.5 t and a vehicle width > 2100 mm (except vehicles with chassis with
cab, incomplete vehicles and semitrailer tractors) must be fitted with a full contour marking at the rear of the vehicle.
For the vehicles specified above that are greater than 6000 mm in length, partial contour marking is compulsory at the side of the
vehicle. If it is not possible to apply a partial contour marking due to the shape of the body, design or operating conditions of the
vehicle, a line marking may be applied.
The application of distinctive markings is permissible on all vehicles not covered by the above-specified regulations.
The distance between the distinctive marking applied at the rear of the vehicle and each compulsory brake lamp should be greater
than 200 mm. The locations on the vehicle where distinctive markings are applied must be large enough that markings with a width
of at least 60 mm can be applied.
Compulsory markings may be replaced with markings of the next higher category. Accordingly, a partial contour or full contour marking may be
applied in place of a compulsory line marking and a full contour marking may be applied in place of a compulsory partial contour marking.
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Distinctive markings should be applied so that they are positioned as close as possible to horizontal and vertical in a location which is compatible with
the shape, the body, the design and the operating conditions of the vehicle. In addition, the markings should be applied so that they are as parallel as
possible to the longitudinal/lateral centre plane of the vehicle in a location which is compatible with the shape, the body, the design and the operating
conditions of the vehicle.
Horizontal position: The distinctive marking must be applied as close as possible to the outside edge of the vehicle. The overall length of the
horizontal distinctive markings applied to the vehicle must be at least 80% of the overall length of the vehicle; this does not take overlapping of
individual sections of horizontal marking into account. If the shape of the body does not allow compliance with the value of 80%, the overall length of
the marking may be reduced to 60%.
In longitudinal direction: The distinctive marking must be applied as close as possible to each end of the vehicle (up to 600 mm from each end of the
vehicle). The overall length of the distinctive markings applied horizontally to the vehicle must be at least 80% of the length of the body, not taking
individual sections of horizontal marking into account. If the shape of the body does not allow compliance with the value of 80%, the overall length of
the marking may be reduced to 60%.
Vertical position: The lower section/sections of line markings and contour markings must be applied as low as possible within the following range.
Minimum value: Not less than 250 mm above the ground; Maximum value: Not more than 1500 mm above the ground.
However, markings may be applied at a height of 2100 mm if technical conditions do not allow for compliance with the maximum value of 1500 mm, do
not allow the above-specified regulations to be fulfilled or do not allow the line marking/lower sections of the contour marking to be positioned
horizontally.
Upper sections of contour markings must be applied as high as possible but may be up to 400 mm from the upper edge of the vehicle.
Colour of retro-reflective markings on vehicle side: White or yellow
Colour of retro-reflective markings on vehicle rear end: Red or yellow (depending on applicable national regulations)
Visibility: The distinctive marking is considered visible if at least 80% of the illuminated surface of the marking is visible to an observer who is
positioned at any point between the planes of observation defined in Directive ECE-R48-03.
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3.6.11 Headlamp adjustment

Once a vehicle with fixed body has been fully assembled, the headlamp adjustment must be checked for road safety reasons. This should preferably be
performed by a Mercedes-Benz Service operation because e.g. a headlamp aimer is required for this.
The basic headlamp setting of 1.5% (15 cm drop over 10 m) is specified on the identification plate and must always be observed. The identification
plate is located on the A-pillar of the right-hand cab entrance.
See the operator's manual for further information on adjusting the headlamps.
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3.7 Control units
3.7 Control units

If body manufacturers/retrofitters use relays without freewheeling diodes, these relays can cause temporary voltages of up to 600V to be induced in
the on-board electrical system when equipment is switched off. These voltages can irreparably damage control units.
Body manufacturers/retrofitters must only ever use relays with integrated freewheeling diodes.
The following relays with freewheeling diodes are available from the Global Logistics Center:
• A 004 545 35 05 Micro relay (24 V, 5/10 A)
• A 003 545 57 05 Mini relay (24 V, 20/20 A)
• A 004 545 33 05 Mini relay (24 V, 10/20 A)
The following relays with freewheeling diode are not available from the Global Logistics Center but they may be available from various replacement part
logistics centres or in store in workshops:
• A 003 545 98 05 Mini relay (24 V, 10/20 A) (Bosch 0 332 209 205)
• A 000 545 58 05 Mini relay (24 V, 10/20 A) (Bosch 0 332 202 134)
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3.8 Mobile communications systems

Comply with manufacturer's notes and installation instructions. If mobile communication systems (e.g. telephone, CB radio) are retrofitted, the
following equipment requirements must be fulfilled in order to avoid malfunctions developing on the vehicle at a later stage:
Equipment
• The device must bear the CE mark and must satisfy the tests according to Directives 2004/104/EC to 2005/83/EC.
• The device must be permanently installed.
• Operation of portable or mobile equipment inside the cab is only permitted if this equipment is connected to a permanently installed external aerial.
• The transmitter must be installed separately from all other vehicle electronics.
• Protect the device from moisture.
• Observe the permissible operating temperature, and protect against strong vibration.
Aerial (for two-way radio sets)

• The aerial must be officially licensed.
• There may be interference, in particular, with the combination of radios and implement control panels fitted in the cab. You should therefore always
ask the radio manufacturer to certify the electromagnetic compatibility of the appliance.
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Connection and wiring

• The connection should be made directly to terminal 30 via an additional fuse.
• Power to 12-volt equipment may only be supplied via a transformer on vehicles with a 24-volt system.
• Disconnect the unit from the electrical system before jump-starting.
• Cables should be wired via the shortest possible route (not looped) and twisted.
• Ensure that the system has a good earth connection to the body (aerial and equipment).
• The aerial and connecting cables between the transmitter, receiver and operating panel must be routed separately from the vehicle wiring harness in
the vicinity of the body earth.
• Make sure that the aerial cable is not kinked or crushed.
The notes on operating and vehicle safety in Part A, section 1 “Introduction” (Z pages 13 to 15) must be complied with.
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3.9 Electromagnetic compatibility (EMC)

The electric and electronic components of the UNIMOG installed ex factory are tested for electromagnetic compatibility in the vehicle in accordance
with Mercedes-Benz standard MBN 10284. The vehicle complies with EC Directives 2004/104/EC and 2005/83/EC.
If additional implement or body components, which affect the electromagnetic compatibility of the vehicle components are fitted, the implement or
body manufacturer must ensure that the operating safety of the entire vehicle/implement combination is maintained. The electromagnetic
compatibility must be tested and verified; further EMC testing may be necessary.
Electrical and electronic systems must be tested for electromagnetic compatibility by means of an E1 test in accordance with Directive 72/245/EEC
including all amendments up to 95/54/EC.
The following standards provide information on this:
• DIN 40839
• DIN 57879, Part 3
• VDE 0879, Part 3
• DC 10614 (EMC component requirements)
• DC 10613 (EMC vehicle requirements)
• EU Directive 95/54/EEC
Information on certified EMC testing agencies in Germany is contained in the bulletin “Recognition and Accreditation of Technical Services and Test
Laboratories” (VO no. 39, published on 15th March 2004), available from Verkehrsblatt-Verlag at the address below:
Telephone: +49 (0) 1 80 / 5 34 01 40

Fax: +49 (0) 1 80 / 5 34 01 20
Internet: http://www.verkehrsblatt.de
Postal address: Verkehrsblatt-Verlag Borgmann GmbH & Co. KG
Hohe Strasse 39
D-44139 Dortmund
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For questions regarding EMC or EMC tests you may contact EMCtech GmbH:
Telephone: +49 (0) 71 51 / 9 58 44 - 0

Fax: +49 (0) 71 51 / 9 58 44 - 3
E-mail info@emctech.de
Postal address: EMCtech GmbH
ElectroMagneticConsulting
A company of MB-technology GmbH
Heerstrasse 100
D-71332 Waiblingen
Daimler AG recommends testing according to 2004/104/EC, which is compulsory for new vehicle models as of 1st July 2006 and for all vehicles from
1st January 2009.
Directive Approval mark

Formerly 95/54/EEC 02 0148
New 2004/104/EC to 2005/83/EC 03 0148
The notes on operating and vehicle safety in Part A, section 1 “Introduction” (Z pages 11 to 13) must be complied with!
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3.10 Welded connections

All laws governing explosive substances must be complied with.
Welding work on the chassis/body may only be carried out by trained personnel.
The following safety measures must be observed to prevent damage to components caused by overvoltage during welding work:
• Disconnect the positive and negative terminals from the battery and cover them.
• Connect the welding-unit earth terminal directly to the part to be welded.
• Do not touch electronic component housings (e.g. control units) and electrical lines with the welding electrode or the earth contact clamp of the
welding unit.
• Before carrying out welding work, springs must be covered to protect them against welding spatter. Do not touch springs with welding electrodes or
welding tongs.
• Avoid welding work on inaccessible cavities in the cab.
• Cover the fuel tank, natural gas and fuel system (lines, etc.) before carrying out welding work.
• Plug welding is only permissible in the vertical webs of the longitudinal frame member.
• Always disconnect the plug from the engine control unit before commencing welding work.
• Welds must be ground down and reinforced with angular profiles to prevent notching from welding penetration.
• Avoid welds in bends.
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Parts which must not be welded:

• Assemblies such as the engine, transmission, axles etc.
• Chassis frames (Z exceptions to “welding on the vehicle frame”, see Part A, section 3.12.3, page 81)
• Hydraulic units such as valves, cylinders etc.
• Cavities in which electrical lines and other heat-sensitive lines and cables are routed
Do not connect the arc welder earth clamp to assemblies such as the engine, transmission or axles. The welding current can cause sparking at
bearings inside the assembly. The structural changes this produces at the contact points of the bearings are clearly detectable as new hardness
zones, and it is this initial damage that can lead to the premature failure of the assembly.
Further information can be found in part A, section 3.11 “Bolted connections” (Z page 73).
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3.11 Bolted connections
Risk of accident
Do not modify any bolted connections that are relevant to safety, e.g. that are required for wheel alignment, steering or braking functions.
When unfastening bolted connections make sure that, when work is complete, the connection again corresponds with the original condition.
If it is necessary to replace standard bolts with longer bolts, use only bolts
• of the same diameter
• of the same strength grade
• of the same type
• with the same thread pitch
• VDI guideline 2862 must be applied to all installation work.

• It is strictly prohibited to shorten the length of the free clamping bolt, change to the reduced shaft or use bolts with a shorter thread.
• No design modification is possible if bolts are tightened to the required torque and angle by Mercedes-Benz.
• The settling behaviour of bolted connections must be observed.
Additional tensioned parts must be of equal or greater strength than the preceding tensioned assembly.
The use of Mercedes-Benz tightening torques assumes coefficients of friction for the bolts in the tolerance range of [= 0.08...0.14]. Mercedes-Benz
recommends the use of Mercedes-Benz standard parts.
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Flange head bolts

Thanks to the use of flange head bolts, all bolted connections on the chassis of Mercedes-Benz commercial vehicles are maintenance free, i.e.
retightening of the bolts in the context of regular service intervals is no longer necessary. We expect that all bolted connections used for work on
Mercedes-Benz vehicles satisfy the same requirements.
Causes for the loosening of bolted connections

Bolted connections work loose when a permanent change in length occurs in the axial direction of the bolt. This leads to a reduction in the preload
force and thus a reduced clamping force under operating loads. A permanent change in length can be caused by:
Settling Creep
The surfaces of the parts in contact (e.g. nuts, washers) are coated with The pressure per unit area of the bolt and nut on the contact
corrosion protection and settle under the pressure of the clamping surfaces exceeds the specific pressure strength of the material of
force. This means that the more the connecting points that are bolted the clamped parts.
together, the greater the length change due to settling.
Description of flange head bolts

The main feature of this type of bolt is a press-fitted flange which increases the contact area of the bolt head.
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Figure 3.6
Properties
Flange head bolts and nuts that comply with Mercedes-Benz standards (MBN) 10105 and 13023 reduce the danger of loss of pre-load by setting on the
bearing surface. The pressure intensity that is created during the process of tightening is low in contrast to other types of screw heads, because it is
spread over the increased bearing surface.
Advantages of flange head bolts and nuts to MBN 10105 and 13023
• Reduced risk of creep due to an enlarged contact area and thus a lower pressure per unit area than other types of bolt heads.
• Reduced settling effect due to a lower number of parts to be connected compared with bolted connections with washers.
• The concave contact disc increases the elasticity of the connection so that any settling or creep behaviour that still occurs can be compensated,
largely preventing any decrease in the clamping force.
• The elasticity of the bolted connection can be increased further by selecting a high clamping length ratio l/d
(l = shank length, d = shank diameter).
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The use of flange head bolts and nuts guarantees a secure and maintenance-free bolted connection.
(For attached components, the maintenance guidelines of the component manufacturer should be followed!)
Conformity of lengths/reach in blind holes must be ensured.
As the nuts conforming with MBN 13023 feature clamp locking, they must not be used more than once.
When flange head bolts and nuts are used, the tightening torques in the following tables must be complied with.
Extract from MBN 10130 Part 3 Class II Extract from MBN 10130 Part 3 Class III
Torque variation in tightening process: ±3 % to ±8 % Torque variation in tightening process: ±8 % to ±20 %
Bolt driver with shutoff clutch; torque wrench: -5 % Impulse wrench; “good” impact wrench: -20 %
Thread Tightening torque Preload force Thread Tightening torque [Nm] Preload force
[Nm] FVmin [kN] FVmin [kN]
M8 x 1.25 29.5 ± 2.3 16.3 M8 x 1.25 26 ± 5 12.9
M10 x 1.5 58 ± 4.5 25.9 M10 x 1.5 51 ± 10 20.5
M12 x 1.5 106 ± 8 39.7 M12 x 1.5 92 ± 18 31.0
M14 x 1.5 172 ± 13 56.0 M14 x 1.5 150 ± 30 43.9
M16 x 1.5 260 ± 20 74.4 M16 x 1.5 225 ± 45 57.9
M18 x 1.5 380 ± 30 96.9 M18 x 1.5 330 ± 60 75.8
M20 x 1.5 520 ± 40 120 M20 x 1.5 460 ± 60 95.6
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Use of bolted connections

All bolts and nuts used to connect implements or equipment to the Mercedes-Benz chassis (e.g. fuel tank, exhaust system, implement carrier, end
cross member) must always be selected according to the criteria described in section “Flange head bolts” (according to MBN 10105 and 13023).
The exception to this rule is body mounting. For this it is possible to use bolts conforming to standards ISO 4162 and ISO 1665 (both of the normal
shank design) and nuts according to ISO 7044 of property class 10.9, in conjunction with surface protection to VDA 235 102.40 or a final top coat of
paint.
Environmental note
As of 1st July 2007 the surface protection (9440.40) must not contain chromium 6.
3 Damage prevention
3.12 Frame
3.12 Frame
Risk of injury
Do not modify any bolted connections that are relevant to safety, e.g. that are required for wheel alignment, steering or braking functions.
When unfastening bolted connections make sure that, when work is complete, the connection again corresponds with the original condition.
The UNIMOG chassis is designed in such a way that implements and bodies can usually be mounted to the existing implement mounting points without
a modification to the chassis.
If modifications are necessary, you must first inform the TE/OVG-B Equipment Team and/or apply for approval. No modifications may be made to the
chassis (MB scope of delivery) without the approval of Daimler AG.
Standard production vehicles comply ex factory with EU Directives and national regulations (vehicles produced for countries outside of Europe may be
exceptions). The vehicles must still comply with EC Directives and all pertinent national regulations after modifications have been carried out.
Vehicle or chassis conversions can only be carried out by the body manufacturers.
Examples of vehicle conversions:
• Wheelbase extension
• Frame modification
• Relocation of vehicle components, e.g. battery box, air reservoirs, exhaust system
• Modifications to systems, e.g. conversion of the hydraulic system
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3.12 Frame
In the case of the following modifications, the TE/OVG-B Equipment Team must be consulted in advance:
• Shortening or lengthening of the chassis overhang • Modifications that impair the safety of the cab
• Drilling and welding on the chassis frame or on the axles (e.g. drilling in the A-pillar or B-pillar)
• Modifications to the frame • Modifications to the hydraulic system
• Modifications to the brake and steering systems • Modifications to the lighting system
(e.g. changing the length of the brake lines) • Modifications to the soundproofing
• Modifications to the intake and exhaust systems • Modifications to the engine
• Modifications to the wheels, tyres, springs • Modifications to the electrical system, e.g. including the relocation of
(e.g. locking the suspension) electrical control units
Further information on bolted and welded connections can be found in Part A, section 3.7 “Welded connections” ( Z page 54) and
section 3.8 “Bolted connections” (Z page 56), and in the Mercedes-Benz Workshop Information System (Z page 28).
3.12.1 Chassis frame material

If modifications are made to the wheelbase or the frame is extended, the material of the extension element and reinforcing bracket must have the same
quality and dimensions as the standard chassis frame.
The chassis frame material on the UNIMOG is E460 TM or E500 TM.
Frame profiles 1200 mm long can be obtained from your local Mercedes-Benz sales and service outlet for use in frame modifications.
Further information is available from the Equipment Team, see Part A, section 2.1 “Technical advice and contact persons” (Z page 16).
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3.12 Frame
3.12.2 Drilling work on the vehicle frame
Drilling work on the longitudinal frame members
Parts which must not be drilled:

The top and bottom flanges of the chassis frame.
Exceptions only after consultation with the TE/OVG-B Equipment Team.
Near sectional changes in the longitudinal frame member, e.g. frame drop and frame taper.
At load application points (e.g. in the immediate vicinity of spring brackets).
Existing (factory-made) holes in the upper and lower flanges of the chassis frame must not be
enlarged (exception: mounting holes for the end cross member). These bore holes must not be
used to secure assemblies.
Figure 3.7: Drilling on the flange
Bore holes may be drilled in the chassis frame web for special cases.
Distance “a”:
at least 25 % of the frame height “H”
Side hole spacing:
at least 50 mm
Maximum hole diameter “d”:
15 mm
Deburr and ream all holes after drilling.
Figure 3.8: Distance between holes
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3.12 Frame
3.12.3 Welding work on the vehicle frame

Welding work on the frame may only be carried out by trained personnel.
Prior to welding, the frame must be in its normal position and free of stresses due to external forces. All mounted implements must be lowered to the
ground and the hydraulic system operating lever must be in the floating position. Additional weights and bodies must be removed. The relevant sites
must always be completely exposed before welding is commenced.
Other precautions:
• Disconnect the battery and short the terminals
• Establish an earth connection between the negative terminal and the vehicle frame (the frame is unearthed!)
• Cover springs and remove if necessary
• Cover or remove plastic lines and electrical cables
• To protect the electronics, always disconnect the plugs of the engine control unit. The plugs are located on the left-hand side of the engine. Because
of the complexity of the plugs, this should be done with special care.
First plug of engine control unit:

To disconnect the plug, flip down the securing clip and pull the plug straight out.
Second plug of engine control unit:

To disconnect the plug, press the yellow release button and push the plug upwards.
Figure 3.9: Plugs of the engine control unit
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3.12 Frame
Welding must not be performed on the upper and lower flanges of the chassis frame (except for wheelbase and frame extensions).
The earth terminal of the arc welder must be connected directly to the part of the vehicle to be welded.
• Only use dry electrodes with basic-coated jacket, electrode diameter 3.25, 4.00 or 5.00 mm.
• DIN 1913 E5154 B10, ISO 2560 E51.5 B12026
• Weld only with electrodes connected to the positive pole of a direct current source. Always weld from bottom to top.
• Inert gas welding is to be preferred over manual arc welding, welding wire SG 3 DIN 8559.
• The yield point and tensile strength of the welding material must be at least equal to that of the material to be welded.
• Welds must be ground down and reinforced with angular profiles to prevent notching from welding penetration. Avoid welds in bending radii
(radius ≤ 15 mm). There should be at least 15 mm between the weld and the outer edges.
After welding:
• Clean the weld thoroughly
• Remove all swarf
• Protect against corrosion
• Check the joint at regular intervals
Further information on welded connections can be found in Part A, section 3.7 “Welded connections” (Z page 54), and in the Mercedes-Benz
Workshop Information System (Z page 28).
3.12.4 Reinforcements
• If the frame is modified, internal or external reinforcing brackets must be installed.
• The reinforcing brackets should be bolted or riveted on and be flush with the end faces of the upper and lower flanges. As far as possible, use the
existing holes in the chassis longitudinal members.
• A sufficient gap must be left between the upper and lower reinforcing brackets on the frame web.
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3.12 Frame
3.12.5 Modifications to the wheelbase

Take account of changes to the chassis weight and turning circle.
All wheelbase modifications must conform with these Body and Implement Mounting Directives.
Certificates of endorsement are available from the TE/OVG-B Equipment Team.
The permissible axle loads and the permissible gross vehicle weight are not increased by wheelbase modifications.
Wheelbase modifications are permissible in special cases only. Experience has shown that wheelbase modifications are labour-intensive and expensive
because new torque tubes (with torque balls) and/or new propeller shafts have to be manufactured.
Consultation with the TE/OVG-B Equipment Team is required in every case.
Changes in the values for the chassis weight, axle loads, brake force distribution and turning circle must be taken into account.
The GOP (General Operating Permit) is invalidated if the wheelbase is modified.
Mercedes-Benz, UNIMOG Division, cannot vouch for the handling, braking and steering characteristics of vehicles on which the wheelbase has been
modified.
Further information can be found in Part A, section 3.8 “Bolted connections” (Z page 56) and section 3.9.2 “Drilling work on the vehicle frame”
(Z page 63).
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3.13 Frame modification
Risk of accident
Never carry out any modifications to the steering, brake system etc. Any modifications to the steering and the brake system may result in these
systems malfunctioning and ultimately failing. The driver could lose control of the vehicle and cause an accident.
The vehicle must be approved by an officially recognised expert:

The body manufacturer must inform Department TE/OVG-B and, if necessary, an officially recognised approval authority or inspector of any
modifications to the chassis when the vehicle is inspected. If necessary, a certificate of approval from Daimler AG (e.g. drawings with approval note) or
the applicable Body Mounting Directive must be presented.
In the case of chassis conversions, it is possible to apply for a certificate of endorsement. Responsibility for conversions made without a certificate of
endorsement lies solely with the company that carried out the conversion according to the extent of the conversion work - if appropriate, this applies
for the complete vehicle.
The company carrying out the modifications bears full product liability and the obligation to conduct its own calculations, tests and, if necessary, full
vehicle trials. The company must ensure that the operational reliability, road safety and handling qualities of the complete vehicle as supplied by him
exhibits no detrimental properties.
The company carrying out the chassis conversion is responsible for ensuring that
• the Body and Implement Mounting Directives are present and complied with.
• in the case of changes in the brake system, a brake calculation and brake test according to 71/320/EEC (including response characteristics) are
performed.
• in the case of modifications to the overall vehicle geometry, a steering force measurement according to 70/311/EEC is performed.
• an additional label is affixed in the vicinity of the model plate clearly identifying the conversion work and the converting company.
• the conversion/retrofit is designed/carried out in such a way as to withstand the forces occurring in the vehicle throughout the vehicle's service life.
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• a torsion test (diagonal torsion) is conducted and, in the case of wheelbase extensions, the clearance of the propeller shaft at full rebound travel is
checked.
• the conversion/retrofit is documented and referenced to the chassis number.
• life cycle support is guaranteed for at least 10 years.
• a warranty system exists for the converted/retrofitted equipment.
• an instruction manual and, if necessary, maintenance and repair instructions are produced.
• the vehicle is licensed by means of individual official approval because the Daimler GOP (K832) is generally no longer applicable.
• the vehicle manufacturer is informed immediately on being made aware of any damage to the conversion/retrofit that influences the safety of the
vehicle or adversely affects other vehicle components.
• the legal requirements are complied with, e.g. as regards licensing provisions, road traffic regulations, health and safety at work, occupational
medicine, accident prevention regulations, equipment and product safety laws etc., and that the conversion conforms with the state of the art in
general.
• the design of the conversion/retrofit is of the correct strength and construction.
3.13.1 Frame extension

In order to ensure that the torsional stiffness of the rear frame overhang is sufficient, the distance between the two rearmost cross members should be
kept as small as possible. The permissible trailer nose load must be reduced according to the extension length. Always use the same material and
section profile.
Cutting the frame is not permissible in the area of:

• Load application points
• Axle guide, axle suspension
• Transmission mountings
• Areas of sectional change (frame drop, frame taper)
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3.13.1.1 Design instructions for extending the frame

There are in principle two ways of welding:
a) Using reinforcement plates (stay plates) and upper or lower flange reinforcements
The longitudinal members may be cut as shown (Figure 3.10). Drilled holes must not
be cut. In order to reinforce the welded joint and to relieve load from the seam, a
reinforcement (see Figure 3.14) must be welded in. Weld on the upper and lower
flange reinforcement profiles according to DIN 18 800 Part 1, and weld on the flange
plate ends (for procurement sources for profiles Z see section Fehler!
Verweisquelle konnte nicht gefunden werden. “Fehler! Verweisquelle konnte
nicht gefunden werden.”, page Fehler! Textmarke nicht definiert.).
Figure 3.10: Cutting line for version a
b) Without reinforcement plates
For plain welding, the cut must be diagonal.

The cut must comply with the illustration (Figure 3.11), and the cutting angle must
be between 30° and 45° measured with respect to the vertical plane. It must be
ensured that any drilled holes in the frame are not cut. In the case of plain welding,
vertical cuts are not permitted.
Figure 3.11: Cutting line for version b
3.13.2 Shortening the frame

When shortening the end of the frame, the rear cross member must be moved into the remaining part of the end of the frame. Replace the spring
bracket cross member with the rear end cross member if necessary.
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3.13.3 Seam preparation

A double-V seam (joint form) is to be used on the upper and lower flanges. In contrast, the use of a V-seam is sufficient on the web.
A lack of seam preparation is often the cause of serious defects and subsequent failure of welded joints.
The protective paint must be completely removed from the area of the weld. It must be ensured, when the seam is prepared, that no grooves are cut
into the frame members at the joint (e.g. due to slippage when making the joint). Grooves could later become notches which could lead to premature
failure of the chassis.
If carefully made, butt seams may be considered equivalent to the base material. These seams allow a largely undisturbed power flow.
3.13.3.1 Directives for seam preparation

DIN 8551 Parts 1 and 4 (seam preparation, joint forms on steel, gas welding, manual arc welding, inert gas shielded arc welding and submerged arc
welding) contains guidelines for the selection of joint forms depending on the welding procedure.
The seam form and dimensions are contained in DIN 8551 Part 1.
In the case of root seams, it must be ensured that even root penetration is achieved. The root seam must be of high quality and must not show any
fusion defects. The seam must then be ground as required. Depending on the desired form of the seam, filling layers must be applied.
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3.13.3.2 Welding sequence

Start welding on the inside with web c, followed by upper flange d and lower flange e. Then
grind the outer V-grooves and the web as required. Now, starting from the outside, weld web f, 5
then upper flange g and finally lower flange h.
2
4 1
Figure 3.12: Welding sequence diagram
3.13.3.3 Treatment of weld seams

The final run and the root layer must be ground down to the plate level. Always make sure that score marks run in the direction of the longitudinal
member (i.e. parallel to the longitudinal axis). The roughness of the ground section should not exceed Rz 6.3.
Adequate anti-corrosion protection must be applied after welding.
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3.13.3.4 Examples of a weld
Examples for reinforcement plates and frame reinforcements

The variant to be used must be decided on a case-by-case basis. Web reinforcement plates must be in accordance with Figure 3.13. The weld seams
must extend beyond the ends of the reinforcement plate in order to avoid the sudden changes in rigidity at the longitudinal member ⇔ reinforcement
plate transitions.
In the case of frame extension with a straight cut, the reinforcements must be as shown in Figure 3.14 (Z page 90). The reinforcement should be
welded to the upper flange first and then the lower flange along the entire length in a single operation.
Outside of frame
Inside of frame
Figure 3.13: Reinforcement plate
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Figure 3.14: Frame reinforcement on the U20
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3.14 Mounting of implements and auxiliary components
Risk of accident
Before starting to install implements or bodies on the basic vehicle or on major assemblies, please read the relevant sections of the vehicle Instruction
Official acceptance by public testing bodies or official approval does not rule out safety hazards.
All national laws, directives and registration requirements must be complied with.
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3.14.1 Attachment to the chassis frame

• Mercedes-Benz recommends the use of set, shank or flange head bolts (grade 10.9, pitch 1.5 mm), self-locking nuts or flange head nuts. Avoid
using washers wherever possible (settling effects)
• Use existing holes
• Select the number of bolts according to the load; if necessary, remove paint down to the primer coat in order to minimise settling effects
• Use sufficiently hard washers for clamping sleeves and expansion sleeves, made of phosphated St 50
Figure 3.15: Bolt arrangement with clamping sleeve for form-locking Figure 3.16: Bolt arrangement with expansion Figure 3.17: Bolt arrangement
lateral force transfer sleeve to reduce any loss of tension due to
settling effects
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3.14.2 Wheel chocks
Observe all legal provisions and directives.
Mounting:
• Without play in a suitable bracket so that they cannot rattle
• Secured with 2 locks to prevent loss
• Easily accessible
3.14.3 Mudguards and wheel arches

The distance from the tyre to the mudguard or wheel arch must be sufficient, even when snow chains or anti-skid chains are fitted and at full spring
compression (including under torsion).
3.14.4 Spare wheel

Mounting:
• Observe legal requirements
• It must be easily accessible and easy to handle
• Secured with 2 locks to prevent loss
• Approval by the TE/OVG-B Equipment Team is necessary in case of deviation from the standard mounting.
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3.14.5 Underride guards and side protective devices
The applicable regulations must be observed by the body manufacturer.
3.14.5.1 Rear underride guard

The rear underride guard fitted at the factory complies with EC Directive 70/221/EEC. No modifications may be made. If modifications are
unavoidable, the relevant licensing authority must be consulted beforehand (rear underride guard as per EC Directive 70/221/EEC including
2006/20/EC).
As of 11th September 2007 all newly developed models of underride protection must be approved according to stricter test requirements.
In Germany, Article 32b of the German licensing regulations requires an underride guard when
• the distance between the rear of the vehicle and the final rear axle is more than 1000 mm
• the ground clearance of the chassis as well as the main body parts exceeds 700 mm for the unladen vehicle across the entire width.
According to Article 32 (b) of the German licensing regulations, motor vehicles and trailers with a permissible maximum speed of more than
25 km/h must be equipped with an underride guard at the rear of the vehicle if the distance from the rear extremity of the vehicle to the rearmost
axle exceeds 1.0 m and if, at the same time, significant parts of the body are positioned at a height of more than 0.7 m above the road.
Exceptions to this regulation are semitrailer tractor vehicles, machines and vehicles whose purpose cannot be fulfilled if an underride guard is fitted.
If an underride guard is required, it must comply with EC Directive 70/221/EEC.
In the case of conversions, the details for individual approval must be clarified with the local authorities.
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3.14.6 Side underride guards

According to EC Directive 89/297/EEC, a side underride guard is stipulated for vehicles with a permissible gross vehicle weight in excess of 3.5 t.
Article 32 of the German licensing regulations rules that trucks, tractors and trailers with a permissible maximum speed of more than 25 km/h and a
maximum gross vehicle weight in excess of 3.5 t must be equipped with side underride guards. This also applies to motor vehicles which, with regard to
the construction features of their chassis, can be considered equivalent to trucks or tractors. Such vehicles include e.g. self-propelled working
machines (e.g. mobile cranes) and possibly special-purpose motor vehicles (e.g. mobile homes).
Exempt from these rulings are vehicles with short wheelbase (semitrailer tractors), agricultural or forestry tractors and vehicles designed for special
purposes (e.g. UNIMOG as a carrier vehicle for attaching or mounting implements/bodies) which, due to their application, cannot be fitted with side
underride guards. This also includes tipper vehicles with three-way tippers.
• Components may be mounted in the side underride guards, e.g. battery box, air tank, fuel tank, lights, reflectors, spare wheel and tool box, provided
that the specified clearances are maintained.
Brake, air and hydraulic lines and other parts may not be secured to side underride guards.
• The function and accessibility of all equipment on the vehicle must not be impaired.
• The underride guards must extend continuously from the front to the rear wherever possible.
• Adjacent parts may overlap. The overlapping edge must point to the rear or downwards.
Side underride guard are usually not required for the U20 because this vehicle has a wheelbase of 2700 mm.
The U20 is fitted with one side underride guard between the left front wheel and the AdBlue reservoir.
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3.14.7 End cross member

• A rear cross member is mandatory, even if the vehicle is not used to tow a trailer.
• If a trailer coupling is installed, the necessary reinforcements must be present .
• The trailer coupling must be fitted accordingly.
• If the rear cross member replaces the rear spring bracket cross member, the attachment of the rear spring brackets must not be impaired
(see Part A, section 3.11 “Bolted connections” (Z page 73).
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3.15 Corrosion prevention measures

Surface and anti-corrosion protection measures must be carried out on the areas affected after modifications and body installation work have been
performed on the vehicle.
Planning measures
Anti-corrosion protection measures should be included in the planning stages by selecting suitable materials and designing components accordingly.
A conductive connection occurs if two different metals are brought into contact with each other through an electrolyte (e.g. air humidity). This causes
electrochemical corrosion and the less base of the two metals is damaged. The further apart the two metals are in the electrochemical potential
series, the more intense electrochemical corrosion becomes.
For this reason, electrochemical corrosion must be prevented by insulation or by treating the components accordingly, or it can be minimised by
selecting suitable materials.
Preventing contact corrosion by electrical insulation

Contact corrosion can be prevented by using electrical insulation such as washers, sleeves or bushings.
Component design measures

Corrosion can be prevented by design measures, in particular the design of joints between identical or different materials.
There is a risk of dirt or humidity accumulating in corners, edges, beads and folds.
Anti-corrosion protection measures can be included in design by using inclined surfaces and drains, and by avoiding gaps in the joints between
components.
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Coating measures
The vehicle can be protected by applying protective coatings (e.g. galvanisation, painting or zinc coating applied by flame).
After all work on the vehicle

• Remove drilling and grinding shavings
• Deburr sharp edges
• Remove any burned paintwork and thoroughly prepare surfaces for painting
• Prime and paint all unprotected parts
• Preserve cavities with wax preservative
• Carry out corrosion protection measures on the underbody and frame parts
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3.16 Painting work
3.16 Painting work
Environmental note
Paints and lacquers are harmful to health and to the environment if they are not handled correctly.
Dispose of paints and lacquers in an environmentally responsible manner.
Paint compatibility should be checked when repainting. In order to avoid colour variations on painted bodies, Mercedes-Benz recommends that paints
be used only if they have been tested and approved for the vehicle model in question. Information on the primers used at the factory and on Mercedes-
Benz colour numbers can be obtained from the relevant department, Z see Part A, section 2.1 “Technical advice and contact persons”, page 18.
Mask the following areas before painting:

• Sealing surfaces
• Windows
• Contact areas between wheels and wheel hubs
• Contact areas for wheel nuts
• All contact surfaces of high-strength bolted connections (e.g. engine mounts, end cross member etc.)
• Coupling flanges of drive shafts, PTO shafts and power take-offs
• Piston rods of hydraulic cylinders (platform tipping cylinders, cab tilting hydraulics etc.)
• All control valves of the compressed-air and hydraulic systems and the interfaces of these components
• Breathers on transmissions, axles, etc.
• Disc brakes
• Electrical connections
• Cooling system
• Door locks
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3.16 Painting work
Never exceed a temperature of 80 °C for drying the paint.
Further information on painting can be found in the Mercedes-Benz Workshop Information System (WIS).
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3.17 Engine
3.17 Engine
A warning buzzer is installed in the cab within the hearing range of the driver.
The buzzer serves as an acoustic warning when e.g.
• the maximum permissible engine speed is exceeded
• the maximum permissible oil temperature is exceeded
• the maximum permissible coolant temperature is exceeded
• the coolant level is too low
• the oil level or oil pressure in the engine is too low
When the warning buzzer sounds, the operating safety of the vehicle is in danger. Switch off the engine immediately (taking into account the traffic
situation) and ascertain the cause.
If implements or bodies are operated from outside the cab (e.g. loading crane,, winch), an additional visual warning system must be installed in the
vicinity of the controls.
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3.18 Implement drive
3.18 Implement drive
Caution:
The permissible drive loads must never be exceeded, taking the type of operation (variable loads, load factors, duration of usage, usage profile, etc.)
into consideration. It is the responsibility of the implement manufacturer to carry out the necessary implement operation tests! All consumers
(mechanical, hydraulic, pneumatic, electric) must be made compatible with one another. Outputs, maximum draw, direction of rotation, speeds etc.
must be taken into account (for further information on “implements and auxiliary components” see Part A, section 3.11 “Mounting of implements and
auxiliary components” ( page 74) and “Current draw of auxiliary consumers” (see Part B, section 4 “Drive of implements and bodies”). Make sure that
the drive system does not overheat. In the case of continuous consumers, the implement manufacturer must ensure that the maximum permissible
temperature (engine oil, transmission fluid, coolant) is not exceeded under the expected conditions of vehicle use. In the case of hydraulically driven
continuous consumers, the implement manufacturer must ensure, with the use of matched hydraulic components, that the maximum permissible
operating temperature is not exceeded under the expected conditions of use.
3 Damage prevention
3.19 Propeller shafts for implements

Propeller shafts are often exposed rotating parts that can pose a risk if installed or operated incorrectly. Observe the requirements and directives for
operation in the countries concerned. The propeller shafts must be arranged in such a way that uneven running is impossible in all implement operating
positions. The drive line spline ends must be selected such that easy extension and compression is possible even at maximum torque transfer.
Telescopic type ball bearing profiles should preferably be used in the case of high torque transfer. The direction of rotation must always be taken into
account in the vehicle/implement combination.
Risk of accident
Guards for rotating parts, especially in the area of the propeller shaft connection on the vehicle, must be provided by the implement manufacturer.
Propeller shafts located in work areas or other areas frequented by people must be enclosed or covered.
Accident prevention regulations must be observed.
Delivery condition
Propeller shafts are delivered assembled and ready for installation. They have been balanced, outfitted in accordance with the technical documentation,
and painted. Maintenance-free drive shafts are lubricated for life and do not require subsequent lubrication.
Transportation and storage

Shafts should be transported in a horizontal position. If not, it is absolutely essential that they be secured so that they cannot fall apart. The spline
protection sleeve and the seal of the sliding section must not be placed under load by the weight of the shaft itself or by any other object. The coupling
flanges with cross grooves or SAE connection profile are fitted with protective caps. These may only be removed just before installation.
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3.19.1 Installation and assembly

Follow the shaft manufacturer's installation guidelines when installing propeller shafts. If necessary, use multiple shafts with intermediate bearings. The
flange faces must be completely flat and the angles must be the same at both joints (β1 = β2). They must not exceed 15° (exception: propeller
shaft between PTO and front-mounted implement) nor be any smaller than 1°.
Vehicle components relevant to safety (brake lines, hydraulic lines, fuel lines etc.) must be routed in such a way that they do not get damaged
in case of a propeller shaft failure. Propeller shafts should be protected so that they cannot touch the ground and to prevent parts of the shaft from
flying around or the shaft itself from tilting onto the road if the shaft fails.
The continuous operating temperature should not exceed 80 °C to prevent damage to the plastic coating in the length adjuster and to prevent the
grease filling in the universal joints from leaking. If necessary, fit heat shields at high-risk points. If the transmission temperature is too high, heat
transfer can occur at the flange connection and overheat the grease filling in the universal joint at the transmission end.
Protect the joints in an appropriate manner to prevent excessive joint deflection, which could otherwise cause damage to the joint bearings. Before
assembly, remove the transport retainer and all protective caps. Any traces of rust protection, grease, dirt and paint must be removed from the faces of
the coupling flanges.
Propeller shafts must not be painted or coated with anti-drumming compound in the area of the length adjuster. Any coatings must be applied evenly
around the circumference in order to avoid imbalance.
A = Operating length Length adjuster

B = Permissible shaft length
Figure 3.18: Propeller shafts Figure 3.19: Propeller shaft length adjuster
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3.19.1.1 Layout
The following points regarding layout must be observed and complied with to minimise vibrations and noise:
The critical rpms must be calculated. These are dependent on the rotational speed, length and tube dimensions. The maximum permissible operating
rpm must be at least 20 % below the critical rotational speed. If this is cannot be achieved, even when the maximum possible tube diameter is used, the
length of the propeller shaft must be reduced or an intermediate bearing fitted.
The correct design of the propeller shaft train prevents noise and the development of vibrations. Use original Mercedes-Benz parts where possible.
3.19.1.2 Working angles

During continuous operation the propeller shaft angle (ß) must not exceed 6°. Larger working angles and flange angle defects (β1 ≠ β2) cause critical
vibrations in the drivetrain. They shorten the service life of assemblies and may cause damage.
Types of angular offset:

• Angle in one plane: “W” or “Z” layout
• Angles in two planes (three-dimensional offset): With three-dimensional offset, the input and output shafts intersect in a different plane
(combined “W” and “Z” layout).
Caution:
In order to compensate for rpm variations, the inner joint forks must be offset.
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Single-plane layout
Figure 3.20: “Z” propeller shaft layout Figure 3.21: “W” propeller shaft layout
The following rules apply for “Z” and “W” layouts:

The joint angles at both ends of the shaft must be equal. The yokes on the connecting shaft must lie in a single plane, and all three shafts must lie in
one plane. A combined drive shaft layout consisting of “Z” layout in one plane and a “W” layout in the other should be avoided. This is the case when
the input shaft and output shaft are not in the same plane.
Three-dimensional shaft layout

The propeller shaft arrangement is three-dimensional when there are joint angles in two planes, i.e. when the centre lines of the input and the output
shafts intersect on a different plane. There is no common plane such as exists in the “W” or “Z” layouts. In order to compensate for variations in the
rotational speed, the inner yokes of the joint must be offset. This angle is designated ϕ .
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The following formula applies:

Three-dimensional working angle
tan ² β B = tan ² β 1 + tan ² β 2
with β1 = three-dimensional angle of shaft 1
β2 = three-dimensional angle of shaft 2
βB = three-dimensional working angle
The offset angle ϕ is calculated from the joint angles of

the two propeller shafts in the horizontal and vertical
planes:
ϕ = ϕ1 + ϕ 2
tan β h1 tan β h 2
tan ²ϕ1 = tan ²ϕ 2 =
tan β v1 tan β v 2
with βB = three-dimensional working angle
βV = working angle (vertical)
βh= working angle (horizontal)
Figure 3.22: Three-dimensional shaft layout
ϕ = offset angle
The combinations of vertical and horizontal angles can produce an infinite number of possible layouts. The advice of the propeller shaft manufacturer
should be sought when determining the offset angle.
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3.19.1.3 Forces in the propeller shaft system

The working angles in the propeller shaft line introduce forces into the system. Further forces are introduced if the shaft is extended or compressed
while under load. The type, magnitude and direction of the additional forces are dependent on the operating conditions and the shaft layout.
3.19.1.4 Assembly of the propeller shaft

Optimisation of synchronisation:
Alle fahrzeugseitigen Gelenkwellen sind statisch und dynamisch ausgewuchtet, um Vibrationen zu vermeiden. Sie sind entsprechend gekennzeichnet.
Each drive line consists of a number of joints, i.e. each drive line must be optimised for synchronisation (to compensate for the rotation between the
input and output joints).
This optimisation is tuned exactly to suit the relevant installation position and overall length of the driveline in the vehicle.
A set joint offset is therefore taken into account during manufacture in order to compensate for irregularities caused by slight differences in the angles
of the joints.
When a propeller shaft or a shaft drive line is being installed, the joints must be assembled so that the markings on the parts are in alignment.
Depending on type, one of the two markings is located underneath the rubber boot.
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Noises and vibrations

Noises and vibrations can occur:
• if the speed of an implement is too high or too low
• due to vibrations coming from the implement
• under excessively high or low loads
• on worn joints or bearing attachments
• due to drive shafts which are incorrectly assembled following repairs as a result of the markings not being observed or due to the absence of marks
3.19.2 Bearings
The drive shaft (transmission) and output shaft bearings (axle) are subjected to radial and axial loads by static and dynamic forces and moments. The
bearings must be appropriately dimensioned.
3.19.3 Imbalance
Propeller shafts are balanced in two planes to balance grade G16 (DIN ISO 1940). The residual imbalance depends on the mass of the propeller shaft
and the rotational speed. The balancing speed depends on the size of the shaft and is based on the statistical speed distribution of the shaft according
to the class of vehicle.
After any repairs to the propeller shaft it must be rebalanced in accordance with the relevant specifications.
3.19.4 Maintenance
In the case of propeller shafts that are not maintenance-free, care must be taken to ensure that the lubrication points are easily accessible and that
they are lubricated with grease approved in accordance with the Specifications for Service Products. Maintenance-free drive shafts are lubricated for
life and do not require subsequent lubrication. Service and maintenance work must be carried out in accordance with the manufacturer's instructions
taking operating conditions into account. Possible defects or damage may only be repaired at an authorised workshop using genuine spare parts.
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3.20 Anti-roll bars
3.20 Anti-roll bars

All UNIMOGs are equipped as standard with anti-roll bars in the suspension at the front and rear axles. This ensures acceptable handling characteristics
even when implements or bodies with high CoG are mounted. Anti-roll bars must not be removed without written authorisation from Daimler AG.
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3.21 Tyres
3.21 Tyres
The implement and body manufacturer must ensure that:
• approved wheels and tyres with sufficient load capacity are used
• the permissible axle loads are observed
• the tyre pressures specified in the Operating Instructions are maintained
• there is sufficient clearance, even at maximum torsion, maximum axle loads and the maximum steering angle, between the tyres and chassis
components (mudguards, wheel arches, etc.), and all pertinent regulations are complied with
• there is sufficient clearance when tyre chains are used, even in the event of torsion, if such a usage profile is necessary
Observe the relevant information in the drawings.

If, because of interference with body components, the use of snow chains is not possible (e.g. due to the position of the rear mudguards), the operator
must be made aware of this fact by the body manufacturer (in the implement operating instructions).
You can obtain tender drawings and technical data from the (MB-AS) Mercedes-Benz Bodybuilder System (Z page 27).
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3.22 Cooling
3.22 Cooling
The cooling system (coolant radiator, charge-air cooler, fan, mechanical fan drive, radiator grille, air ducts, coolant circuit, etc.) must not be modified.
Sufficient cooling air flow must be guaranteed.
• Keep the radiator inlet free from obstructions
• Do not obstruct the air outlet behind the radiator
• Do not affix warning signs, badges or other trim parts in the area in front of the radiator
• If possible, design implements in such a way that the radiator is not exposed to dirt or dust
Provide additional cooling facilities for major components if the usage profile suggests that there may be temperature problems.
Do not install an additional radiator in front of the standard coolant radiator or intercooler. Only use auxiliary cooling units that are equipped with fans,
e.g. electrically-driven.
Disc brakes:
Disc brake cooling must not be impaired by additional wheel covers or brake disc covers, etc.
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3.23 Engine air intake
3.23 Engine air intake

Modifications to the engine air intake are not permissible:
• On fire engines (forest fires), protect the air intake against flying sparks
• If vehicles are used in extremely dusty conditions, provide an additional dust separator
The air intake is included in the general operating permit.
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3.24 AdBlue tank, metering unit and supply unit

Upper edge
of fluid
Case 1 max. 2000 l

Since the metering unit is positioned below the supply unit,
problems can occur in the metering unit if there is no air cushion.
(Urea/water solution runs back to metering unit via a line).
Tank
AdBlue metering unit
min. 200 l
0
Case 2 AdBlue supply unit

2
min. 500 l
Lower edge
Tank of fluid
2
Valid for Shurflo pump
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Case 1 is a new addition to the specification and has been valid since 23.06.2008.
Other configurations are possible in individual cases but these must be discussed separately with the equipment team, see chapter 2.1 “Technical
advice and contact persons” (Z page 16), and their suitability must be proven through an appropriate testing program.
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3.25 Soundproofing
3.25 Soundproofing
If modifications are carried out on any parts whose operation produces noise, e.g.
• engine
• exhaust system
• air intake system
• tyres
• encapsulation etc.
then a re-inspection (noise measurement) must be carried out by the Technical Inspection Association in the case of vehicles registered in Germany. An
entry must then be made in the vehicle registration papers.
In the case of vehicles which are certified in EU countries in accordance with EU approval, the vehicle manufacturer's EU certificate must also be
changed in the event of a modification to the soundproofing. Modifications to EU certificates may only be made by the applicant, i.e. the vehicle
manufacturer. Certification modifications involve a great deal of effort on the part of the vehicle manufacturer. The costs of such modifications are
borne by the body/implement manufacturer.
Daimler AG advises against any modifications to the soundproofing!
To prevent modifications from changing the vehicle's sound levels, it must be ensured that interior sound levels are reduced when planning implements
and bodies.
• All components of the original soundproofing system are certified vehicle components and part of the general operating permit and must therefore
not be removed, relocated, bypassed or modified in any way.
• The level of interior noise must not be adversely affected.
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3.25 Soundproofing
Comply with all national regulations and directives!

In Germany, the EC Directive 70/157/EEC or Article 49.3 of the German licensing regulations (low-noise vehicles) must be observed.
Verification of following modifications to the soundproofing the compliance with the regulations referred to above is the responsibility of the
implement/body manufacturer.
The regulations referred to above do not apply to noise emissions which result from operation of the implements.
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3.26 Exhaust system
3.26 Exhaust system

Modifications to the silencer system are not permitted since the type and location are specified in the general operating permit. Repositioning of the
exhaust tail pipe as a consequence of installation or operational requirements is permissible. In the case of stationary operation (e.g cranes), an
extension pipe of the same cross-section may be connected to the tail pipe. The end piece of a vertical tail pipe may be rotated for slow-speed driving
(e.g. when working with vibratory compactors).
Figure 3.23: Bending radii
The original position must be re-established when driving on public roads.

• In the event of modifications, use genuine Daimler AG parts.
• The cross-section of the exhaust pipe downstream of the silencer must not be reduced.
• Bends in pipes must not exceed 90°.
• Additional pipe bends are to be avoided.
• Bending radius ≥ 2.5 x pipe diameter, see Figure 3.23
• Minimum distance to plastic lines, electrical cables and spare wheel
− 200 mm in the case of exhaust systems without shielding
− 80 mm in the case of sheet metal shielding
− 40 mm in the case of sheet metal shielding with additional insulation
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3.26 Exhaust system
If these distances cannot be maintained, replace plastic lines with tombac lines in accordance with DIN 1755, material CuZn20F33, of the same
internal diameter.
• Additional shielding may be necessary near operating equipment, assemblies and implements and fittings.
• If parts of the exhaust system have been modified, the supply of replacement parts must be guaranteed by the implement manufacturer.
Corresponding notes must be included in the implement operating instructions.
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3.27 Springs
3.27 Springs
• Only use springs which have been tested and approved for the vehicle model in question. Spring reinforcements and shock absorber modifications
are not permitted.
• Do not damage the surface or the corrosion protection of the springs when carrying out installation work.
• Before carrying out welding work, cover springs to protect them against welding spatter. Do not touch springs with welding electrodes or welding
tongs.
• Do not perform any welding work on springs.
• Springs must not be shortened. Shorter or longer springs or spring pads may not be installed.
The spring/shock absorber combination must not be modified without the written authorisation of Daimler AG. A practical inspection and road test is
generally necessary before approval is granted.
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3.28 Brake system
3.28 Brake system
Risk of accident
Work carried out incorrectly on the brake system may impair its function. This may lead to the failure of components or parts relevant to safety. This
could cause you to lose control of the vehicle and cause an accident with possible injury to yourself and others.
The automatic load-dependent brake pressure control (ALB) is fitted as standard equipment to all UNIMOG vehicles. Modifications to the position of
the ALB valve, the ALB lever (kinematic) and the mounting point of the linkage at the rear axle are not permitted.
Changes to brake lines, e.g. longer lines, may affect the time response of the brake and must be checked in accordance with EC Directives.
UNIMOG vehicles are equipped with ABS (anti-lock brake system) as standard. No modifications whatsoever may be made to any part of the system.
All accident prevention regulations must be complied with when working on the vehicle.
Comply with all national regulations and laws.
After any modifications the brake system must be tested for proper operation and approved by a technical inspection authority otherwise the
operating permit will be invalidated.
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3.28 Brake system
3.28.1 Brake hoses, cables and lines
Risk of accident
Work carried out in correctly on the brake hoses, cables and lines may impair their function. This may lead to the failure of components or parts
relevant to safety.
Compressed-air, fuel and hydraulic lines, plastic pipes and brake hoses must be covered or removed if necessary before carrying out any welding,
drilling and grinding work and before working with cutting discs.
After installing compressed-air, fuel and hydraulic lines, plastic pipes and brake hoses, the system must be tested for pressure loss and leaks.
Retrofitted lines (e.g. hydraulic lines from implements and bodies) must not be attached to the chassis lines (e.g. brake hoses, hydraulic lines etc.). The
relative movement which occurs between body and chassis in case of chassis torsion, and the subsequent stretching or compression of the lines, must
be taken into consideration when lines are routed. Mercedes-Benz recommends that, when routing lines, implement manufacturers make and fit
suitable brackets for the line or pipe routing on the chassis. The brackets must be attached using existing holes in the chassis. Never attach them to
existing, highly-stressed fasteners, such as longitudinal member frame connections, engine bearings, anti-roll bar mountings, spring mountings etc.
Lines must be protected from heat by means of insulation.
Lines must be routed so as to rule out any additional pressure losses.
Existing brackets on the chassis may be used, provided that the bracket can bear the additional load. Changes to the brake system (e.g. wheelbase or
frame extensions) may only be carried out using the pipe fittings and plastic lines which have been approved by us.
Plastic ties are required for mounting. The maximum distance between ties may be 500 mm. If plastic lines are not available, the installation of steel
pipes with identical dimensions, which have been electro-galvanised both inside and out, is permissible.
Comply with all national regulations and laws!
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3.28 Brake system
For plastic lines, the following minimum bending radii must be adhered to:
Pipe ∅ [mm] Wall thickness [mm] Bending radius [mm]

6 1 30
8 1 40
12 1.5 60
16 2.0 100
Table 3.1: Bending radii for brake lines
Only genuine lines or lines of equivalent quality (e.g. PA11-PHLY, material complying with DIN 74324) with a pressure strength of at least 18 bar may
be used.
Line Object number Designation Nominal pipe size d1 mm d2 mm Material Remarks

1 A 000 987 26 27 kZ Plastic pipe 6x1 6 4 PA11-PHLY
(DBL 6270.12)
2 A 000 987 27 27 kZ 8x1 8 6
3 A 000 987 28 27 kZ 12x1.5 12 9
4 A 000 987 29 27 kZ 16x2 16 12
If modifications to the brake or air supply lines have been made, a new acceptance test has to be carried out by an authorised technician because the
modifications may have adversely affected the response time of the brake system (according to EC Directive 71/320).
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3.28 Brake system
3.28.2 Compressed-air brake system

Mercedes-Benz recommends using only the two compressed air lines tested and approved to DIN 74324 and DBL 6270.12.
• Polyamide PA 11 PHLY
• Polyamide PA 12 PHLY
Line dimension Connection systems

Side 1 Side 2 Standard “punch-in “punch-in nipple” with VOSS 232
nipple” assembly groove
6x1 6x1 A 000 990 45 78 A 002 997 58 71 A 000 990 93 78
+ A 000 997 53 34
+ A 003 997 49 89
8x1 8x1 A 000 990 46 78 A 002 997 48 71 A 000 990 94 78
+ A 000 997 53 34
+ A 003 997 50 89
12x1.5 12x1.5 A 000 990 73 78 A 001 990 65 78 A 000 990 88 78
+ A 000 997 48 34
+ A 003 997 52 89
16x2 16x2 A 001 990 76 78 A 002 997 47 71 A 001 990 43 78
+ A 000 997 48 34
+ A 003 997 54 89
Mercedes-Benz recommends that you only use tested connecting parts and line connections which have been approved for the model of vehicle
concerned.
The approved system is VOSS 232.
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3.28 Brake system
For changes to the air brake system:

• Lines must not be extended (lengthened) within a bend
• When extending multiple lines in a group of lines (strand), the separating points must be offset.
• Lines must always be replaced if they are damaged or kinked when mounting a body on a new vehicle
• Subsequent modifications or repairs involving the use of additional connecting parts/adapters are not permissible once a line has been extended. In
this case, the line must be replaced as of the point where it was extended.
The approved systems are based on nipple connector systems. These systems have been tested for the relevant operating conditions and offer the
necessary quality and service life.
Connectors that have not been approved are only accepted for use on separately protected auxiliary consumer circuits connected to connection 24 of
the 4-circuit protection valve.
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3.28 Brake system
New “punch-in nipple” with assembly groove
Figure 3.24: Without line attached Figure 3.25: With line attached
Assembly tool: Manufactured by Voss
Figure 3.26: Press-in gripper with clamping jaws
Ordering information:
• Press-in gripper with clamping jaws 5994506500
• Tool insert 5994691149
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3.28 Brake system
Routing lines
Lines must be routed at a safe distance from heat sources, sharp-edged and moving parts.
Use plastic straps for fastening.
The use of plastic lines between the air compressor and compressed air drier is not permissible if the ambient temperature rises above 80 °C or in
hydraulic systems.
Material
Plastic lines: Use polyamide PA 11 PHLY or PA 12 PHLY complying with DIN 74324 and DBL 6270.12.
The routing of additional lines along the brake hoses is only permissible with the agreement of the relevant department, see chapter 2.1 “Technical
advice and contact persons” (Z page 16).
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3.28 Brake system
3.28.3 Hydraulic hoses

The flexible component of a hose line must be a capable of safely transporting fluids, taking the characteristics of the medium, the pressure, the
temperature and the bending behaviour of the line into account. The basic design, consisting of a liner, reinforcement layer and outer layer, is
responsible for ensuring that energy and signals can be transmitted in line with requirements in the pressure and intake systems. The correct selection
of hose lines is of decisive importance for the safe and cost-and efficient operation of a hydraulic system.
The criteria for hose selection and design are:

• Resistance to the medium (also consider cleaning processes)
• Temperature resistance, pay particular attention to pressure characteristics at the relevant temperatures
• Pay attention to pressure resistance (including behaviour under vacuum)
• Bending radii
• Specific stresses caused by external forces or pressure pulses
• Abrasive wear characteristics and possible protective measures
• Installation conditions e.g. movement, bending, whipping, labelling, rotation angle of arched fittings, leg lengths
• Seal shapes (shape of sealing head)
Mercedes-Benz recommends the use of hoses and hose assemblies manufactured by HANSA-FLEX.
In general, hydraulic hoses can be fixed in place both with clamps and with Panduit straps. Observe the following points:
• As of a certain length of approx. 0.8 m, pipes with threaded connections suitable for the respective pressure should be used instead of hoses
• The body manufacturer must select the brackets used for the pipes/hoses and document the routing. The body manufacturer is solely responsible
for this.
• Hoses must be equipped with chafe protection in cramped areas and at all attachment points
• Where applicable, the maintenance/replacement intervals for the hoses must be specified in the instruction manual/maintenance manual for the
body.
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3.29 Steerability
3.29 Steerability
Risk of accident
The following points must be complied with otherwise the steering and braking forces necessary for safe driving cannot be transmitted.
To ensure sufficient vehicle steerability, the minimum front axle load must be maintained under all load conditions. In case of deviations, the relevant
department must be consulted in advance, see Part A, section 2.1 “Technical advice and contact persons” (Z page 18).
The permissible front axle load must not be exceeded.

Note permissible wheel/tyre combinations, see Technical Manual for further information.
A tolerance of 5 % is possible per DIN 70020.
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3.30 Clearance for assemblies and cab
3.30 Clearance for assemblies and cab

Certain clearances must be maintained in order to ensure the function and operational safety of assemblies.
The dimensional data in the tender drawings must be observed.
Read and comply with the relevant sections of the Instructions Manual.
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3.31 Secure mounting of the implement/ballast on the vehicle
3.31 Secure mounting of the implement/ballast on the vehicle

The implement manufacturer is responsible for the secure mounting of the implement/body to the chassis, particularly in the transport position.
The usage profile of the vehicle must be considered when designing the mounting components and transport restraints
• increased longitudinal, transverse and vertical acceleration forces
• increased shock factors (e.g. when driving off-road) of a constantly changing magnitude and frequency
may occur.
This means that all implements/bodies must be secured against slipping and working loose. This also applies to loads, with the exception of bulk
goods.
The implement manufacturer is responsible for carrying out the necessary tests!
Bodies must not be able to depart from the transport position inadvertently!
Implements must be manually secured in the transport position to prevent accidental movement/operation!
A corresponding note regarding transportation safety must be contained in the operating instructions!
Counterweights or ballast must be positioned in such a way that they cannot move or work loose.
The moving parts of the implement must be braced without play and locked mechanically wherever possible.
In the case of crane and excavator attachments, the boom must either be manually secured to prevent it from extending or slewing (e.g. using a tie
rod), or must be locked against unintentional movement from the transport position using an appropriate shutoff cock in the hydraulic system of the
crane or excavator.
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3.32 Towing and tow-starting
3.32 Towing and tow-starting
Before towing or tow-starting, please make sure that you read the “Towing” section in the detailed Instruction Manual. You could otherwise fail to
recognise dangers and cause an accident, which could result in injury to yourself or others.
Failure to observe the instructions in the Instruction Manual can result in damage to the vehicle, e.g. in the drive train.
Only tow-start the vehicle with the battery connected.
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3.33 Fire hazard
3.33 Fire hazard
Fire hazard
Work on live electrical lines carries a risk of short circuit.

Before starting work on the electrical system, disconnect the on-board electrical system from the power source, e.g. battery.
With all implements and bodies make sure that neither flammable objects nor combustible liquids (including those arising from any leakage in the
hydraulic system) can come into contact with hot components such as the engine, transmission, exhaust system or similar.
Appropriate caps, seals and covers must be installed on the body in order to avoid the risk of fire.
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3.34 Special equipment
3.34 Special equipment
Before starting to install implements or bodies on the basic vehicle or on major assemblies, please read the relevant sections of the vehicle Instruction
Mercedes-Benz recommends using equipment available as option codes (SA) to adapt the vehicle to the body optimally.
All equipment available as option codes is available from your Mercedes-Benz Service Centre or from body manufacturer advisors, see Part A, section
2.1 “Technical advice and contact persons” (Z page 18).
Optional equipment (e.g. hydraulic system, frame reinforcement, auxiliary transmission, etc.) or retrofitted equipment increases the unladen weight of
the vehicle.
When chassis are fitted with different tyres, the frame height can change considerably in both the laden and unladen state.
The actual vehicle weight and axle loads must be determined by weighing before mounting.
Not all optional equipment can be installed in any vehicle without problems. This applies in particular for retrofitted equipment because the installation
space may already be occupied by other components or the optional equipment may require other components.
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3.35 Maintenance and repairs
Always have maintenance work performed at a qualified specialist workshop possessing the required expertise and tools in order to perform the
necessary work.
Mercedes-Benz recommends a Mercedes-Benz Service Centre for this work.
It is absolutely essential that all safety-relevant work and all work on safety-relevant systems is performed by a qualified specialist workshop.
Before performing any maintenance work, always read the technical documentation, such as the Instruction Manual and the workshop information.
Have maintenance work carried out at the proper time. If this is not done, malfunctions or failures may occur in systems that could be relevant to
safety. This could make you cause an accident, which could result in injury to yourself or others.
Maintenance and repair of the vehicle should not be made unnecessarily difficult by the body or the implement.
Maintenance points and major assemblies must be easily accessible.
In the case of bodies, the accessibility of the brake fluid reservoir in particular must be guaranteed.
• The Instruction Manual must be complied with and supplemented as necessary.
• The battery compartment must be sufficiently ventilated, with provision for air to enter and exit.
• Check the condition and capacity of batteries and service them in accordance with the manufacturer's specifications, see Part A, section 3.35.3
“Battery maintenance and storage” (Zpage 139).
• Fit maintenance flaps or removable panels where required.
If, in exceptional cases, these requirements cannot be met, the mounting of implements or special bodies or parts thereof must be of a quick-release
design.
Any additional expenses arising from the body in connection with warranty, maintenance or repair will not be borne by Daimler AG.
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3.35.1 Maintenance instructions

The following must be observed by the body manufacturer before delivery of the vehicle:
• Servicing due must be carried out at a Mercedes-Benz Service Centre.
• The automatic load-dependent brake pressure control (ALB) must be set.
• The brake fluid in the hydraulic brake system must be renewed if the service life of the chassis is not known. The brake fluid must be renewed at
least once every year.
• The batteries must be checked for output and condition and must be serviced in accordance with the manufacturer's specifications.
• After installation of a body or implement, the headlight setting must be checked and corrected if necessary.
• If a wheel has been removed or changed, the wheel nuts must be retightened to the tightening torque specified in the maintenance instructions.
• Operating Instructions and directives for maintenance of attachments, components or devices, which have been installed by the implement
manufacturer, must be provided with the vehicle in the language of the country of use.
• Mercedes-Benz recommends adapting to each individual body the scope of maintenance work which has to be carried out on the body, coordinating
it by means of the valid Mercedes-Benz service systems. This applies both to the scope and type of service work, and for determining the service
due dates for servicing intervals based on time elapsed and distance covered.
• If chassis components have been removed and re-installed by the implement or body manufacturer, the mounting must be checked to ensure that
they have been fitted correctly. In the case of components which contain liquids (coolant, lubricant, etc.), the fill levels must be checked and, if
necessary, topped up using the specified fluids.
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3.35.2 Preparation for storing the vehicle
For vehicle deliveries in winter (gritted roads). To prevent surface damage, please clean the vehicle at the earliest opportunity.
Storage in an enclosed space:

• Clean the entire vehicle.
• Check the oil and coolant levels.
• Inflate the tyres to 0.5 bar above the specified tyre pressures.
• Release the parking brake and chock the wheels.
• Disconnect the battery and grease battery lugs and terminals.
Storing the vehicle in the open (< 1 month):

• Carry out the same procedure as for storing in an enclosed space.
• Close all air inlets and set the heating system to “Off”.
Storing the vehicle in the open (> 1 month):

• Carry out the same procedure as for storing in an enclosed space.
• Fold the windscreen wipers away from the windscreen.
• Close all air inlets and set the heating system to “Off”.
• Remove the battery and store it in accordance with the manufacturer's specifications.
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Maintenance work on stored vehicles (in storage for > 1 month):

• Check the oil level once a month.
• Check the coolant once a month.
• Check the tyre pressures once a month.
• Remove the battery.
Removing the vehicle from storage:

• Check the fluid levels in the vehicle.
• Correct the tyre pressures to the manufacturer's specifications.
• Check the battery charge and install the battery.
• Clean the entire vehicle.
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3.35.3 Battery maintenance and storage

To avoid damage to the battery, disconnect the battery if the vehicle is to be parked up for a period longer than 1 week.
If the vehicle is parked up for periods longer than 1 month, remove the battery and store it in a dry place at temperatures between 0 and 30 °C.
Store the battery in an upright position.
The battery charge must be kept above 12.55 V at all times.
If the battery voltage drops below 12.1 V, the battery is damaged and it will have to be replaced.
Leaving the vehicle parked up for long periods of time can lead to battery damage. This can be avoided by disconnecting the battery and storing it
appropriately.
3.35.4 Work before handing over the modified vehicle

The manufacturer must confirm the work and modifications carried out by making an entry in the Maintenance Booklet.
Checking the entire vehicle:

Check the vehicle for perfect condition. All damage must be repaired.
If it is not known how long a vehicle equipped with a hydraulic clutch operating system has been in storage, the brake fluid must be renewed.
This is not necessary on vehicles with hydraulic fluid (according to Sheet 345.0 of the Mercedes-Benz Specifications for Service Products).
Checking the batteries:

Test the battery charge before handing over the vehicle.
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Checking the tyres:

Before handing over the vehicle, check that the tyres are inflated to the specified pressure and check the tyres for damage. Damaged tyres must be
replaced.
Checking wheel alignment:

When implements/bodies have been mounted, it is recommended to have the toe setting checked by a qualified specialist workshop. Mercedes-Benz
recommends a Mercedes-Benz Service Centre for this work.
It is absolutely essential that all safety-relevant work and all work on safety-relevant systems is performed by a qualified specialist workshop.
Further details are available from any Mercedes-Benz Service Centre or can be found in the Mercedes-Benz Workshop Information System.
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3.36 Storing and handling over the vehicle
3.36 Storing and handling over the vehicle

Storing
To prevent any damage while vehicles are in storage, Mercedes-Benz recommends that they be serviced and stored in accordance with the
manufacturer's specifications.
Handing over
To prevent damage to the vehicle or to repair any existing damage, Mercedes-Benz recommends that the vehicle be subjected to a full function check
and a complete visual inspection before it is handed over.
When delivering chassis, the Mercedes-Benz requirements for the minimum axle loads must be observed, see Z Part B, section 2 “Technical
threshold values for planning”. Chassis which do not meet these requirements must not be delivered under their own poser.
Mercedes-Benz recommends that chassis without bodies be delivered by truck or train.
4 Calculation
4.1 Trailer coupling
4 Calculation
Risk of accident
Risk of the trailer breaking away from the tractor vehicle!

Modifications to the trailer coupling (e.g. bending, welding or cutting) are not permitted.
The trailer coupling must be fitted in accordance with national regulations.
If trailer couplings are retrofitted, only use the makes and models and end cross members approved by Mercedes-Benz. The approval of a technical
inspectorate and an entry in the vehicle documents may be necessary.
To determine the size of the coupling, refer to the hole pattern in the end cross member.
The size of the trailer coupling is defined by the drawbar ratio, see section 4.2 “Connecting element” (Z page 144). The drawbar ratio is defined as the
theoretical comparative force for the force between tractor vehicle and implement/body. The data on drawbar load on the trailer coupling or in the
vehicle documents must be observed. In the Federal Republic of Germany, the jaw coupling must comply with DIN 74050 or EC Directive 94/20/EC.
When mounting, the following points must be observed:
• The distance from the centre of the trailer coupling pin to the end of the body may be a maximum of 420 mm. In exceptional cases the distance of
420 mm may be exceeded:
− Distance max. 650 mm for vehicles with tipper bodies or rear-mounted implements
− Distance max. 1350 mm if the clearance between the road surface and the bottom edge of the body is at least 1150 mm
• Trailer towing is only permissible if the trailer coupling is in its normal position and the clearance angles specified by the relevant road traffic
regulations are maintained:
− at least ±60° about the vertical axis
− at least ±20° about the transverse axis
− at least ±25° about the longitudinal axis
4 Calculation
• In exceptional cases, e.g. on tipper bodies, use a trailer coupling with joint in order to allow the coupling jaw to move vertically.
• Easy and safe operation of the coupling must not be impaired.
• The clearances around the coupling heads of the trailer brake system for trailer towing must not be obstructed.
Clearance dimensions
Figure 4.1: Clearance dimensions of trailer coupling
If one or more of the regulations concerning simple and safe operation cannot be complied with, a coupling with remote control must be used. The
remote control must fulfil the following requirements:
• Faultless operation.
• The control unit must be permanently secured to the vehicle and must not be removable.
• The mechanism must be easily accessible, simple, safe and impossible to mistake for another device.
• It must be possible to release the coupling reliably even with axial twist of at least +10°.
• When a trailer has been coupled up, it must be possible to see without hindrance, either directly or via a suitable display, whether the coupling pin is
engaged and secured.
The operating instructions must be supplied in the vehicle and they must refer to the special features and operation of the coupling.
Mercedes-Benz Body and Implement Mounting Directives for UNIMOG U20, U300-500, U3000-5000 Status: 31.10.2008 143
4 Calculation
4.2 Connecting element
4.2 Connecting element

The size of the trailer coupling is defined by the drawbar ratio. The drawbar ratio is defined as the theoretical comparative force for the force between
tractor vehicle and implement/body.
mk ⋅ ma
D= g⋅
mk + ma
D = drawbar ratio [kN]

g = acceleration due to gravity 9.81 m/s2
mk = permissible gross weight of the tractor vehicle in [t]
ma = permissible gross weight of the trailer in [t]
4 Calculation
4.3 Axle load calculation
4.3 Axle load calculation

Calculation of the axle load is essential for an optimum complete vehicle (vehicle with implement/body). The implement/body can only be properly
matched to the UNIMOG if the individual axle loads (front and rear axle loads) and then the gross weight of the vehicle are weighed before any work on
the implement/body. The weights measured by weighing form the basis of the axle load calculation.
A calculation aid is available in MS Excel format in the Weight Calculator
(see MB-AS) http://abh-infoportal.mercedes-benz.com
4 Calculation
4.4 Centre of gravity

The overall height of the centre of gravity (vehicle with implement or body but without load) must be kept as low as possible.
When evaluating the handling characteristics of a vehicle/implement combination, only the position of the overall CoG with the implements or body in
transport position is of significance.
The implement or body manufacturer is responsible for the stability of the vehicle when implements are in use and for compliance with the maximum
permissible loads in (quasi-)static operation (i.e. when stationary or driving at very low speed), for example when working with hydraulic loading cranes,
lowering or picking up skips, slow driving with side-mounted boom mowers etc.
If a quick-change implement combination is mounted on the vehicle, for example a snow plough at the front and a quick-change grit spreader on the
platform, the above axle load distribution limits must not be exceeded even if only one implement is mounted (if necessary, use ballast to ensure that
the minimum axle load is attained).
The position of the CoG in the vehicle longitudinal direction is given in relation to one axle. The CoG height is measured from the centre of the wheel
hub, in order to be independent of the tyre size.
4.4.1 Determining the centre of gravity in the x-direction

CoG coordinate in x-direction (front/rear axle load distribution)
Procedure:
• The vehicle must be parked horizontally on level ground for weighing.
• First weight the individual axle loads (front and rear axle loads) and then the gross vehicle weight.
• The measured values can be used to calculate the potion of the centre of gravity in the longitudinal direction.
4 Calculation
Gmi
GG Ghi z
Gvo
GVA GHA
Figure 4.2: Axle load calculation
Weights: Dimensions:
Gfr = Weight of front implement I1 = Distance from CoG of Gfr to front axle
Gce = Weight of centre implement I2 = Distance from CoG of Gce to front axle
Gre = Weight of rear implement I3 = Distance from CoG of Gre to front axle
Iv = Distance from overall CoG of unladen vehicle to front axle
I = Wheelbase
Gtot = Gross vehicle weight (unladen) Gtot = GFA (unladen) + GRA (unladen)
GFA = Front axle load GFA (unladen) = Front axle load of unladen vehicle (specified or weighed for the chassis concerned)
GRA = Rear axle load GRA (unladen) = Rear axle load of unladen vehicle (specified or weighed for the chassis concerned)
4 Calculation
Calculation of the centre of gravity:

GRA ( unladen ) ⋅ l
lv = Equation I
Gtot
Calculation of the actual axle loads:
∑M ( FA ) =0 ⇒ − G fr ⋅ l1 + (Gtot ⋅ lv ) + (Gce ⋅ l 2 ) − GRA ⋅ l + (Gre ⋅ l 3) = 0 Equation II
⇒ GRA ⋅ l = −(G fr ⋅ l1) + Gtot ⋅ lv + Gce ⋅ l 2 + Gre ⋅ l 3 Equation III
− (G fr ⋅ l1) + Gtot ⋅ lv + Gce ⋅ l 2 + Gre ⋅ l 3

⇒ GRA = Equation IV
l
∑F =0 ⇒ − G fr + GFA − Gtot − Gce + GRA − Gre = 0

1
( y) Equation V
⇒ GFA = G fr + Gtot + Gce + Gre − GRA

1
Equation VI
4 Calculation
4.4.2 Determining the centre of gravity in the z-direction

CoG coordinate in z-direction (CoG height)
Daimler AG recommends the following procedure for determining the CoG height hs
• Check the tyre inflation pressure and correct if necessary.
• Determine the axle loads of the front axle GFA and rear axle GRA with the vehicle on a level surface.
• To eliminate the influences of spring compression during measurement, the vehicle springs must be locked, e.g. by removing the shock absorbers
and installing a suitable spacer.
• Lock the cab suspension.
• Top up all fluids (fuel tank, hydraulic tanks) to the maximum level or empty them completely (correct all fluid levels again after determining the
centre of gravity).
• Park the vehicle/implement combination in a horizontal and level position with one axle on the scales.
• Raise the other axle by at least 1/3 of the wheelbase.
• Weigh the axle load (QRA with the front axle raised, QFA with the rear axle raised). Then measure the exact height h‘ by which the vehicle was raised.
As an alternative to measuring the raised height, the angle α between the wheel hubs can be determined.
• With the measured values the height of the centre of gravity can be calculated according to equations VII to XI.
• Afterwards, continue to raise the axle (e.g. another 100 mm) and determine the CoG height again in order to confirm the result.
4 Calculation
If the vehicle suspension cannot be locked, several

measurements must be taken with the axle raised to
various heights, e.g. h‘1 = 1/3 of wheelbase;
h‘2 = h‘1 + 100 mm; h‘3 = h‘2 + 100 mm;
h‘4 = h‘3 + 100 mm. Measurement errors can then be
limited by calculating an average value. The exact CoG
height is derived from the arithmetic mean of the
individual CoG heights. Variations in the individually
calculated CoG heights of more than 50 mm are an
indication of measurement or calculation errors.
hs = ha + rstat Equation VII Centre of gravity
rstat = Static tyre radius α

QFA = Front axle load with vehicle raised at
rear
QRA = Rear axle load with vehicle raised at
front
hs = Height of centre of gravity above
ground
ha = Height of centre of gravity above Washer
wheel centre α
h‘ = Height by which the vehicle was QRA
raised
Figure 4.3: Determining the CoG height
4 Calculation
Formulae for raised front axle:

⎛ Q − GRA 1 ⎞
hs = ⎜ RA ⋅l ⋅ ⎟ + rstat Equation VIII
⎝ G tan α ⎠
α = arcsin( )
h' h'
where sin α = →
l l
⎛ l Q − GRA ⎞
hs = ⎜⎜ ⋅ RA ⋅ l ² − h'² ⎟⎟ + rstat Equation IX
⎝ h' Gtot ⎠
Formulae for raised rear axle:
⎛ Q − GFA 1 ⎞
hs = ⎜ ´FA ⋅l ⋅ ⎟ + rstat Equation X
⎝ G tan α ⎠
h'
where sin α =
l
⎛ l Q − GFA ⎞
hs = ⎜⎜ ⋅ FA ⋅ l ² − h'² ⎟⎟ + rstat Equation XI
⎝ h' Gtot ⎠
4 Calculation
Example: Calculating the CoG position in the z-direction above the wheel centre on the U20
QFA = 4365 daN
Gtot = 8500 daN
GFA = 3900 daN
h‘ = 800 mm
rstat = 477 mm with tyres: 12.5 R 20 MPT
l = 2700 mm
⎛ 2700 mm 4365 daN − 3900 daN ⎞

hs = ⎜⎜ ⋅ ⋅ (2700 mm)² − (800 mm)² ⎟⎟ + 477 mm
⎝ 800 mm 8500 daN ⎠
hs = 953 mm
Definition:
G = 1 daN = 10 N is the weight force corresponding to the mass m = 1 kg.
Practical determination of the height of the centre of gravity may only be carried out by experienced personnel using suitable lifting equipment.
4 Calculation
4.4.3 Calculation procedure for determining the overall CoG position

To do this, the positions of the centres of gravity of the components
• chassis
• implement or body relative to the chassis
• position of any remaining payload
must be known.
In addition, the spring deflection at the front and rear axles induced by the body or the load must be known.
The position of the overall centre of gravity can then be calculated to a sufficient degree of accuracy:
⎛ n massn ⋅ height of CoG of massn above the road ⎞

hs = ⎜⎜ ∑ ⎟⎟ − xspring Equation XII
⎝ i =1 total mass of vehicle / implement combinatio n ⎠
where: n = number of individual masses

xspring = dimension by which the centre of gravity is lowered due to spring compression and the front and rear axles.
4 Calculation
Example: Vehicle with implements in the transport position
Centre of gravity above road surface [mm] Mass [kg]
Unladen vehicle 910 5500

Front-mounted implement 700 500
Centre mounting 1800 2000
Rear mounting 750 500
Xspring 25 mm
5500 kg ⋅ 910 mm + 500kg ⋅ 700 mm + 2000 kg ⋅ 1800 mm + 500 kg ⋅ 750 mm

hs = − 25 mm= 948 mm Equation XIII
8500 kg
In order to simplify the calculation, we determine the CoG of the unladen vehicle, as described in section 4 “Calculation” (Z page 142) with the springs
compressed 3. We can thereby dispense with the subtraction of the spring deflection xspring in the above formula.
3
The vehicle is loaded to the permissible gross weight, the spring lock is installed and the vehicle unloaded again. This simulates the spring deflection of the fully
loaded state on an unladen vehicle.
4 Calculation
4.4.4 Determining the CoG height using a tilt test
Risk of accident
Cordon off the danger area.

Only experienced personnel are allowed to perform the tilt test. Always use suitable safety devices of adequate size and capacity.
Secured by crane The CoG height hs can also be determined by approximation by

carrying out a tilt test on the stationary vehicle.
As this is a static test, μ = 1 is assumed. One side of the vehicle is
raised by the dimension hK until the vehicle almost topples over into
the prepared safety cables. The approximate tilt angle relative to the
axle can be calculated from: sin α = hK/s.
With the tilt angle at the axle determined, the approximate CoG
height hs can be calculated from:
s
hs =
Pivot point 2 ⋅ tan α
Figure 4.4: Determining the CoG height using a tilt test
The tilt angle at the frame/body is significantly greater than the angle α measured at the wheels/axles due to the one-sided compression of the
suspension.
A more accurate calculation of the static tilt angle can only be performed on a tilting lift platform.
4 Calculation
Overall CoG height
Example:
With tyres 335/80 R20 rstat = 482 mm
hs = ha + rstat
hs = 910 mm
4 Calculation
4.4.5 Maximum permissible overall CoG height (general)

All implements/bodies must be designed and mounted such that the overall centre of gravity height (vehicle with all bodies/implements and payload)
is as low as possible.
The maximum permissible CoG height hmax of the vehicle/implement combination can be calculated according to the basic rule “slipping before tilting”,
i.e. if the CoG height of the vehicle/implement combination is below hmax, the vehicle will tend to slip/swerve when near the critical limits. If the value
is greater than hmax, the vehicle will tend to tilt when near the critical limits. At first approximation, the value of hmax is dependent on the track width and
the tyre/road friction coefficient.
Equation XIV Static tilt formula where:

s
hmax = s = track width and
2μ
μ = total friction coefficient, tyres/road
Equation XIV does not take account of either the static or the dynamic chassis and body tilt.
4.4.6 Maximum CoG height with unequal wheel loads

If asymmetrical load is unavoidable due to the type of body (e.g. in the case of a loading crane, generator, mower etc. mounted at one side), approval
must be sought from the TE/OVE Equipment Team if the difference in the wheel loads exceeds 10 % of the relevant axle loads. Whenever the overall
CoG position is asymmetrical, the permissible overall CoG height must be reduced in proportion to the difference in wheel loads, i.e. if the maximum
asymmetry is 10 %, then e.g.
CoG height in the case of asymmetry:

hmax new = 0.9 ⋅ hmax
4 Calculation
4.4.7 Calculating the tilt speed when cornering

If the CoG height h of the vehicle/implement combination and the track width s are known, the lateral friction coefficient μk for the initiation of the tilt
can be calculated:
s
μk = μk = minimum lateral friction coefficient for initiation of tilt
2⋅h
If the actual tyre/road friction coefficient μ is greater than μk, the vehicle will tend to tilt when near the critical limits. If μ is less than μk, the vehicle will
tend to slip when near the critical limits. The friction coefficient μ is dependent on tyres, road surface and speed, and can assume any value between
almost 0 and 1 under normal road conditions.
Example:
• Icy road μ ≈ 0.1
• New UNIMOG tyres on dry road μ ≈ 0.7
The following should always apply when planning a body: μk > 0.7
4 Calculation
The tilt speed when cornering can be calculated using the lateral friction coefficient k; tilting can only occur when
μ k
<μ
.
μk ⋅ D Approximation formula for the tilt speed when cornering [km/h]

vk = 11.3 ⋅ (formula applies only for steady circling on a level surface)
2
h CoG height of the complete vehicle [m]

s Track width [m]
D Cornering diameter [m], the smallest diameter is the turning circle of the vehicle, see Technical Manual.
Practical determination of the tilt speed when cornering may only be carried out by an expert driver on an enclosed property.
We strongly advise that this test is only carried out if tilt protection devices are fitted to the vehicle!
4.4.8 Bodies with variable overall CoG position during implement operation
In the case of implements which move during operation and thereby cause the overall centre of gravity to change constantly, e.g. when pivoting a
hydraulic boom with mower head, the tests described in sections 4.4.8.1 “Static test” and 4.4.8.2 “Dynamic test” must also be carried out. A boom
mower is used as example to explain the test procedure. It can, however, be applied to all vehicle/implement combinations with comparable usage
profiles.
4 Calculation
4.4.8.1 Static test
Test conditions:
Set the boom mower to the maximum boom length, use the heaviest attachments and fully extend the sliding or telescopic sections. The implement
must be kept free floating above the ground.
If ballast is necessary (e.g. for front-mounted implements), the test must be conducted with the ballast weight. The smallest wheel load must be at least
10 % of the relevant axle load. The opposite wheel must stand firmly (> 400 kg) on the road so that one side of the vehicle cannot lift off the ground,
even on sloping roads (cf. Figure 4.5: Static test).
If the implement is transverse to the direction of travel, the sum of the wheel loads on the opposite side must not be less than ¼ of the relevant
gross vehicle weight.
These limit values must also be complied with if several implements are operated simultaneously. If combinations of implements are to be approved
(e.g. a verge mower in conjunction with a rear boom mower), the above wheel load limits must be met and compliance must be verified by weighing.
4 Calculation
Weight force
of boom
1. Wheel load Wheel load

min. 10 % of axle load max. 90 % of axle load
2. min. 400 kg
3. compliance with the permissible axle loads
∑ wheel loads per side min. 25 % of gross vehicle weight max. 75 % of gross vehicle weight
Figure 4.5: Static test
4 Calculation
4.4.8.2 Dynamic test
Stability must also be tested by the sudden interception of the quickest possible lowering movement of the fully extended loaded boom:
• The wheel opposite the boom may lift no more that 20 mm off the ground.
Figure 4.6: Dynamic test
4 Calculation
4.5 Clearance of implements/bodies with respect to the vehicle chassis

The unobstructed movement and functional reliability of all parts on the chassis, in particular movable parts such as tires, axles, transverse control
arms, springs, propeller shafts, torque tubes, steering etc., must be assured even after the installation of bodies at maximum distortion and both at
maximum and minimum axle loads and maximum steering angle.
The clearance test on the axles in all compression/jounce conditions can be facilitated by removing the springs.
Verification must be provided through testing. In doing so, each of the diagonally opposite wheels on the front and rear axles are to be raised such (at
least 500 mm per wheel) that both other wheels still just make contact with the ground. The vehicle is to be loaded when this test is conducted to
prevent any premature raising of the wheels.
If snow chains are to be used, these clearance tests must be performed with the chains installed.
During the distortion test, care must be taken to ensure that the vehicle has a secure standing. Preferably, distortion or vehicle lifts should be used.
Alternatively, drive-on ramps may also be used. Where drive-on ramps are used, they have to be secured against slipping and tilting.
For safety reasons, achieving vehicle distortion with the aid of fork-lift trucks is not advisable.
On vehicle lifts, the tire contact patches should be wettened to help reduce (chassis) distortion, and the parking brake should be disengaged before
starting the distortion test. The vehicle must be secured with the aid of suitable means on the distortion/vehicle lift against any unintended rolling
(wheel chocks etc.).
4 Calculation
Figure 4.7: Distortion testing on vehicle lift, distortion of 500 mm introduced (front right and rear left)
4 Calculation
4.6 Field of vision
4.6 Field of vision

In Germany, the UNIMOG must comply with the construction and operating regulations of Art. 35b of the German licensing regulations (StVZO) with
regard to the field of vision:
• The field of vision towards the front is considered adequate when the vision boundary – i.e. the limit of the area of the road surface that cannot be
seen by the driver due to the design and construction of the vehicle – lies within a semicircle (the “semicircle of vision”) with a radius of 12 m (see
Figure 4.8 and Figure 4.10).
• To determine the vision boundary, the eyes of the driver are notionally assumed to occupy a single point (the eye point). This point lies on a vertical
line at a height of 700 mm above the driver seat, which is unoccupied and set to its centre position. The vertical line is drawn at a distance of
130 mm from the front edge of the backrest on the centre line of the seat. The vision boundary on the road is determined from this point on an
unladen vehicle.
• Seats that change height according to load, such as suspension seats, should be fixed at a height corresponding to the normal driving position as
specified by the vehicle manufacturer in order to determine the eye point.
• Any vision-improving aids mounted on the vehicle (e.g. mirror systems) must not be used when determining the vision boundary.
• The point where the perpendicular dropped from the eye point intersects the road surface is the centre point of the coordinate system inside which
the vision boundary is drawn.
• Free vision towards the front must be guaranteed from the base line of a “sector of vision” which, measured as a chord of the semicircle of vision,
must measure at least 9.5 m (Figure 4.10: Field of vision).
• Blind spots caused by the mandatory rear-view mirrors can generally be disregarded.
Blind spots caused by components (e.g. door posts, roof pillars, supporting structures and similar) are permitted only when the masking effects on the
semicircle of vision caused by them satisfy the following conditions:
• The masking effects must not exceed the values resulting from Figure 4.10 for the lower limit. The distance between the component obstructing
vision and the driver's eye is to be measured along the visual radius leading to the semicircle of vision, while the width is measured at the
intersection of the part with the visual radius.
• In the case of obstructing components more than 80 mm wide, there must be a minimum distance of 2.5 m – measured as a chord of the semicircle
of vision – between the centres of two masking effects.
• There may be no more than two masking effects inside the sector of vision defined in paragraph 3.
4 Calculation
4.6 Field of vision
• Wherever possible, no more than six masking effects should occur in the entire semicircle of vision.
• Masking effects arising from the values lying between the lower and upper boundary curve in Figure 4.9 are only permissible when they are caused
by structurally essential components which are unavoidable for reasons of strength. Such masking effects may only lie outside the sector of vision
and must be limited to one on each side.
The permissibility of the masking effect of individual vision-obstructing components can be determined as follows:
a
• A masking effect according to para. 4 no. 1 is only permissible when ≥ 22.4
b − 65
a
• A masking effect according to para. 4 no. 5 is only permissible when ≥ 10.6
b − 65
Where:
a = distance of the vision-obstructing component measured from the eye point in mm
b = width of the vision-obstructing component in mm
As a guideline a permissible masking effect of 600 mm (or 1200 mm) across the semicircle of vision has been defined for binocular vision (inter-
ocular distance 65 mm).
Overhanging vehicle parts or attachments mounted on the vehicle may only protrude into the field of vision from above as far as the point of origin.
4 Calculation
4.6 Field of vision
The implement/body manufacturer must verify and record compliance with these requirements. This can be done by the manufacturer
himself if appropriate facilities are available, otherwise by a technical inspectorate.
Figure 4.8: Measurement point
4 Calculation
4.6 Field of vision
3,0
Wid
Masking effect measured as chord of semicircle of vision
th o
f vis
[m]
ion-
2,5 obs
c ur i n
gp
art
from
[mm driv
] er ’ s
2,0 view
poin
t
1,5
Limit of permissible masking effect
outisde
sector of vision
1,0
inside
0,5
500 1000 1500 2000 2500 3000 3500
Distance from driver’s eye

[mm]
Figure 4.9: Graph of permissible masking effect
4 Calculation
4.6 Field of vision
Figure 4.10: Field of vision
Daimler AG
Wörth Plant
Mercedes-Benz Special Trucks
D-76742 Wörth
Germany

Mounting Directives for UNIMOG Bodies and Implements

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Body and Implement Mounting Directives

We reserve the right to make amendments without notice.

2nd Edition Publication date: October 2008

Printed on chlorine-free bleached paper

Amendments made to document dated 02.07.2008

2.11 Quality system ................................................................................................................................................................................................. 40

3.12.1 Chassis frame material .................................................................................................................................................................................... 79

3.19.2 Bearings......................................................................................................................................................................................................... 109

4.4.1 Determining the centre of gravity in the x-direction ....................................................................................................................................... 146

1.1 The aim of these directives

Risk of accident and injury

An environmental note gives you tips on the protection of the environment.

A note draws your attention to possible hazards to your vehicle.

A tip contains advice or further information you may find useful.

1.3 Vehicle safety

Risk of accident and injury

Notes on vehicle safety

Parts that modify the vehicle so that they

1.4 Operational safety

1.5 Accident prevention

Telephone: +49 (0) 40 39 80-0

Erhard Obert erhard.obert@daimler.com +49 (0) 72 71/71 - 76 11 Chassis drawings

2.2 Issuing of letters of confirmation and certificates of endorsement

Daimler AG advises against implements and bodies which

If a letter of confirmation/certificate of endorsement is required, the following notes must be observed:

Certificate of endorsement for implements, bodies and conversions

2.2.2 Required documents

2.2.4 Legal claim

The body manufacturer alone shall be responsible for

2.3 Product liability

2.3.1 Product liability in other countries

2.3.2 Guarantee of traceability

2.4 Legal references

2.4.1 Road traffic legislation (Germany)

See also http://www.verkehrsblatt.de

Attachment of the rear licence plate

For incomplete machines (non-functional machines), the manufacturer must provide

2.6 Warranty claims

Warranty obligations are not assumed by Daimler AG if

The effect of vehicle modifications on the type approval

2.7.2 Acceptance/approval in the EU

2.8 Bodybuilder Information Portal

2.8.2 MB-AS (Mercedes-Benz Bodybuilder System)

2.8.3 Workshop Information System (WIS)

2.9 Mercedes star and badge

Points of attachment at the rear of the vehicle

Overall appearance of the entire vehicle

Third-party trademarks (on the chassis)

Important information for implement/body manufacturers

2.10 Reprocessing of components — recycling

2.11 Quality system

VDA Volume 8 can be ordered from:

Telephone: +49 (0) 61 71 / 91 22 - 0

3.1 Vehicle modifications/chassis modifications

The following procedure applies specifically to chassis modifications:

3.2 Dimensions, weights and overall vehicle height

3.3 Vehicle overhang

3.3.1 Front vehicle overhang

3.3.2 Rear vehicle overhang

Figure 3.1: Directive 97/27/EC Annex I

The maximum rear vehicle overhang is 65% of the wheelbase.

3.4 Electrical system

Work on live electrical lines carries a risk of short circuit.