Truck Body Builders And Equipment Mounting Guide 9658 Mercedes Freightliner Sterling Trucks 9668

Section 1 Overview, Regulations & Standards

Truck Body Builder’s and Equipment Mounting Guide

Section 2 General Guidelines

Section 3 Brand Specific Guidelines

Issue Number 2.0 December 2007

Where this document and attachments do not cover a situation, refer to Vehicle Standards Bulletin # 6.

Section 4 Reference

Section 5 MB Euro 4 Supplement.

INDEX

IMPORTANT NOTICE This body and equipment guide has been released by Daimler Trucks, a division of Mercedes-Benz Australia/Pacific Pty Ltd (MBAuP - ABN 23 004 411 410) to cover all of its range of Mercedes-Benz, Sterling and Freightliner heavy truck models sold through MBAuP in Australia. However, with the Mercedes-Benz product lines, there is a very detailed body/equipment directives available from the web site and should be used in conjunction with this manual for specific details.

“Vehicle modifier” means any person, corporation or other legal entity, including Dealers (both private/independent and MBAuP owned branches, which make any addition, deletion or alteration to or from any vehicle manufactured, assembled or supplied by MBAuP. The specifications and designs described in this book are believed to be correct as at the time of publication.

Nothing contained in this book is to be regarded as providing instructions for the completion of vehicles or as an authority by MBAuP for the assembly, modification, alteration of, or addition to, any vehicle whether delivered by MBAuP in a complete or incomplete state of manufacture.

MBAuP does not accept any liability or responsibility whatsoever for any assembly, modification or alteration of, or addition to, any vehicle which is carried out by any person, corporation or other legal entity other than MBAuP. MBAuP reserves the right to discontinue models or change specifications or designs at any time without notice or obligation.

ABOUT THIS BOOK This publication is designed to assist in meeting the need for changes in vehicle specifications while maintaining the design intent and required compliance with the legislated and regulatory controls in force at the time the vehicle was built.

Where this document, referenced material and attachments do not cover a situation, refer to Vehicle Standards Bulletin # 6.

Vehicle Standards Bulletin Number 6 (VSB6) is a National Code of Practice for Heavy Vehicle Modifications and was released by The Federal Office of Road Safety as a guide to the Industry.

In conjunction with VSB6, this publication seeks to draw the attention of vehicle modifiers to those aspects of vehicle modifications deemed by the manufacturer to require specific manufacturers’ recommendations.

DAIMLER TRUCKS I Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

INTRODUCTION and CONTENTS

In all cases, compliance with applicable Australian Design Rules, legislated requirements and manufacturer’s guidelines should take precedence when modifying a vehicle and remains the responsibility of the vehicle modifier.

In the following sections, details of regulatory requirements, reference documents and recommended systems and technical data relating to appropriate areas of the vehicle and general recommended practices are given. The end result should be a vehicle suitable to the operator’s requirements and still complying with regulatory and industry requirements.

This is a dynamic publication and updates will be down loadable from the Daimler Trucks Body Builder’s Reference Web page – “www.dtrucks.com.au”.

STANDARDS Specifications detailed in this guide are based primarily on data from either Freightliner Corporation of the USA and Mercedes-Benz Trucks of Germany. Consequently much of the information is presented is a mixture of units, both non-metric units or in dual US/metric units. Some US units are descriptive, forming part of the component designation, so have been retained.

ELECTRONIC VERSION - This document is only being produced in an electronic format and can be down loaded from the website “www.dtrucks.com.au”.

CONTACT DAIMLER TRUCKS A division of Mercedes-Benz Australia/Pacific Pty Ltd Daimler Trucks – Sales Technical Support Lexia Place, Mulgrave Victoria 3170

Phone 03 9566 9317

Fax # 03 9566 6282

Body Builder’s Reference Web Site:www.dtrucks.com.au

Sales Information Web Sites www.freightlinertrucks.com.au www.sterlingtrucks.com.au www.mercedes-benz.com.au/trucks

DAIMLER TRUCKS II Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

INTRODUCTION and CONTENTS Page IMPORTANT NOTICE ABOUT THIS BOOK CONTACT MBAuP

II II III

Section 1 OVERVIEW, REGULATIONS & STANDARDS DAIMLER TRUCKS AUSTRALIAN PRODUCT LINE UP VEHICLE MODIFICATIONS APPLICATIONS RATINGS VEHICLE IDENTIFICATION AND INFORMATION PLATES MBAUP – ISO VIN BREAKDOWN TYRE PLACARD REGULATIONS AND STANDARDS VEHICLE STANDARDS INFORMATION SOURCES ADR VEHICLE CATEGORIES ALL ADR’S APPLICABLE TO BUS’S AND TRUCKS OVERVIEW OF HCV RELATED ADR’S INDUSTRY STANDARDS AND REFERENCES SOURCES WEIGHT DISTRIBUTION AND THE LEGAL REQUIREMENTS NOISE RECORDS VEHICLE STORAGE

Section 2 GENERAL GUIDELINES INTRODUCTION INSTALLATION PRECAUTIONS CHASSIS ELECTRICAL WIRING SPECIAL INSTALLATION GUIDELINES FIFTH WHEEL MOUNTING BULLBAR AND BUMPER BAR GUIDELINES BODY MOUNTING VEHICLE MODIFICATION VEHICLE LEAN

Section 3 BRAND SPECIFIC GUIDELINES FREIGHTLINER STERLING MERCEDES-BENZ

1-1 1-3 1-3 1-3 1-3 1-5 1-5 1-8 1-9 1-10 1-11 1-12 1-15 1-27 1-28 1-29 1-30 1-30

2-1 2-3 2-4 2-12 2-20 2-22 2-24 2-26 2-34 2-38

3-1 3-2 3-6 3-11

Section 4 REFERENCE

4-1

FINAL INSPECTION CHECK LIST VEHICLE STORAGE GUIDELINES WEB SITE LINKS

Section 5 MERCEDES-BENZ Euro 4 / 5 Engine Supplement DAIMLER TRUCKS III Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

5-1

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

INTRODUCTION

1-3

DAIMLER TRUCKS AUSTRALIAN PRODUCT LINE UP VEHICLE MODIFICATIONS APPLICATIONS RATINGS

1-3 1-3 1-3 1-3

1-5

VEHICLE IDENTIFICATION AND INFORMATION PLATES BREAKDOWN OF MBAuP’S ISO VIN VEHICLE COMPLIANCE AND ID PLATES TYRE PLACARD

1-5 1-6 1-8

REGULATIONS AND STANDARDS

1-9

VEHICLE STANDARDS INFORMATION SOURCES AUSTRALIAN DESIGN RULES (ADR) VEHICLE CATEGORIES ADR’S APPLICABLE TO BUS’S AND TRUCKS KEY TRUCK APPLICABLE ADR’S OVERVIEW OF THE ADR’S BODY BUILDER ADR CHECKLIST INDUSTRY STANDARDS AND REFERENCES SOURCES

1-9 1-11 1-12 1-14 1-15 1-26 1-27

WEIGHT DISTRIBUTION AND THE LEGAL REQUIREMENTS

1-28

NOISE

1-29

RECORDS

1-30

DAIMLER TRUCKS 1–1 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

Notes …………………………………………………………………………………………………………………………………… …………………………………………………………………………………………………………………………………… ………………………..………………………………………………………………………………………………………… …………………………………………………………………………………………………………………………………… ……………………………………………………..…………………………………………………………………………… …………………………………………………………………………………………………………………………………… …………………………………………………………………………………..……………………………………………… …………………………………………………………………………………………………………………………………… ………………………………………………………………………………………………………………..………………… …………………………………………………………………………………………………………………………………… …………………………………………………………………………………………………………………………………… ………..………………………………………………………………………………………………………………………… …………………………………………………………………………………………………………………………………… ……………………………………..…………………………………………………………………………………………… …………………………………………………………………………………………………………………………………… …………………………………………………………………………………………………………………………………… …………………………………………………………………………………………………………………………………… …………..……………………………………………………………………………………………………………………… ……………………………………………………………………………………………………………………………………

If you have noted any updates, corrections or requirements for new information, please let us know either by contacting MBAuP Truck Engineering or faxing this sheet to:- Data Book Update (03) 9566 6282 for inclusion in the next edition. We value your input, please include your details:Notes by ………………………… of ……………………………, Contact # ………………………….

DAIMLER TRUCKS 1–2 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

INTRODUCTION DAIMLER TRUCKS AUSTRALIAN PRODUCT LINE UP. The range of models and variants now available from Daimler Trucks as “standard” models allow operators to select a specific configuration for their proposed vehicle application.

The collective knowledge of Authorised MBAuP Truck Dealers plus support from MBAuP personnel is available to help an operator select an appropriate configuration.

However, the range of vehicle applications and operating conditions may require changes, major or minor, to the vehicles as originally built.

Vehicle modifications remain the responsibility of the vehicle modifier and must comply with all Federal and local laws and regulations, including Vehicle Standards Bulletins issued by DoTaRS, Australian Standards and any applicable industry codes of practice.

VEHICLE MODIFICATIONS MBAuP shall not, nor shall it be obliged to, give approval to any modification which alters vehicle ratings or compliance with Australian Design Rules or any other legislative requirements and which, in MBAuP’s opinion, is not acceptable within the parameters of vehicle build level and proposed operation.

APPLICATIONS The MBAuP model line has been specified by MBAuP to satisfactorily perform a variety of applications. Any one model cannot be expected to carry out an unlimited number of functions, for example, a truck designed to carry a concrete agitator may not be suitable for continuous long distance haulage.

Over application of running gear (engine, transmission, axles, suspensions) may lead to reduced service life and increased maintenance costs. Similarly over specifying of components may mean excess tare mass and reduced payloads.

RATINGS As a manufacturer, MBAuP rates it’s vehicles – Gross Vehicle Mass/Gross Combination Mass based on either one or a combination of • Industry based group ratings – usually G.V.M. or payload ratings.

• Regulated (legislated) ratings – based on National or State limits.

• Axle/Axle group maximum loading limits.

• Bridge Formula ratings (distance between axles).

• Maximum vehicle rating – Based on the ratings of the components that make up the vehicle.

Example – Rear axle/suspension rated by suppliers at 18,000 kg.

Legal limit for tandem axle 16,500 kg.

Therefore a vehicle fitted with a 6 tonne steer axle could be rated at 24,000 kg G.V.M. by MBAuP, but 22,500 kg G.V.M. for registration purposes.

DAIMLER TRUCKS 1–3 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

B DOUBLE/ROAD TRAIN RATINGS Re-rating to B-Double or Road Train level from a vehicle not originally built to the applicable specifications is outside the scope of this book.

Australian Design Rule 64 includes the requirements for these applications.

Specific inquiries should be directed to the State or Territory regulatory body or to a recognised consulting engineer.

All vehicle components have a maximum rating, and sometimes performance limitations applied by their manufacturer/supplier. The vehicle manufacturer has the responsibility of balancing component levels with their own items on the vehicle and determining the vehicle rating and operating limitations (if any) for a particular vehicle line or model.

Although some tolerances in limits may be available, the total vehicle must be reviewed when mass ratings or major operating changes are planned.

Variations between the figures quoted as the vehicle mass ratings may cause some concern to operators.

DAIMLER TRUCKS 1–4 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

VEHICLE IDENTIFICATION AND INFORMATION PLATES ISO VIN (International Standard Organisation Vehicle Identification Number) ISO VIN comprises 17 characters/numbers.

The last 11 characters are used as a vehicle “Prefix/Serial” number.

Location

Locations: • Freightliner - LHS, top flange of chassis rail behind the steer wheel (visible when bonnet is open.

Additionally it is on a decal attached to the LHS door “B” Pillar.

Additional the Chassis number (the last digits of the ISO VIN) are stamped on the lower back cab panel, driver’s side.

• Sterling HN80 (Pre 2005.5 build) – LHS, side of chassis rail behind the steer wheel.

Sterling HX (Post 2005 build) - top flange of chassis rail behind the steer wheel (visible when bonnet is open.

Additionally it is on a decal attached to the LHS door “B” Pillar.

Additional the Chassis number (the last digits of the ISO VIN) are stamped on the upper front cab firewall, driver’s side.

• Mercedes-Benz – RHS, side of chassis rail behind of the steer wheel and is stamped vertically down the rail. Additionally it is on a decal attached to the LHS door “B” pillar.

BREAK DOWN OF THE ISO VIN Typical examples WMI Variant Code Brand Character 1-3 4-9 Positions Freightliner 1FV JAWCK9 Sterling 2FZ JAZCG44 Mercedes-Benz WDB 930145 Note WMI = World Manufacturer Identifier.

Method or Plant & Year of Manufacturer 10-11

Serial or Chassis #.

12-17

4L AN 2K or 2L

000001 000001 000001

DAIMLER TRUCKS 1–5 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

VEHICLE COMPLIANCE PLATE – ADR PLATE The Compliance Plate defines the Vehicle’s Gross Mass, the permitted seating (as the vehicle left the production plant), the truck’s Compliance Approval Number, Vehicle Category and the ISO VIN.

Location:-

LHS Door Frame Kick/Door Sill Panel – Freightliner LHS B Pillar - Sterling RHS B Pillar – Mercedes-Benz for the above metal plates LHS B Pillar – Mercedes-Benz for labels VEHICLE PLATE This plate identifies the vehicle’s capacity, the totals (GVM/GCM) and the capacity of axles.

Additionally for the trucks with higher GCMs will have an additional clarifier of either “B-Double” or “Road Train”, which define the maximum gradient of the route as being 8% or 5% respectively.

Location:--

LHS Door Frame Kick Panel/Door Sill – Freightliner LHS B Pillar - Sterling RHS B Pillar – Mercedes-Benz for the above metal plates LHS B Pillar – Mercedes-Benz for labels

Daimler Truck Plates and Labels NOTE:- All plates and labels will transition to Mercedes-Benz Australia/Pacific Pty Ltd with the name change of the legal company entity as of the 1/Dec/07.

DAIMLER TRUCKS 1–6 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS Additional State Required Plating for 26 m B-Double 1 - ECE R29 Cab Strength Plate

2 - ECE R93 Front Under Run Protection Plate - Cab

3 - ECE R93 Front Underrun Protection Device Plate

4 – ADR Emission Label

1 - ECE R29 Cab Strength Plate To be fitted to all trucks plated after 1st January, 2006.

2 - ECE R93 Front Underrun Protection Plate – Cab This Plate is to be fitted to the cab when a Mercedes-Benz Australia/Pacific Pty Ltd. approved Front Underrun Protection Device has been installed as instructed by MBAuP. 3 - ECE R93 Front Underrun Protection Plate This Plate is to be fitted to the device when required by MBAuP. Further information will be supplied for the fitment requirement and location.

4 – ADR80/01 or ADR80/02 Engine Emissions compliance label.

Plates 1, 2 & 4 are located near to the ADR Compliance Plate, while 3 is on the device

RFS (Road Friendly Suspension) Plate Located next to the ADR plate.

Daimler Truck Plates and Labels NOTE:- All plates and labels will transition to Mercedes-Benz Australia/Pacific Pty Ltd with the name change of the legal company entity as of the 1/Dec/07.

DAIMLER TRUCKS 1–7 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

Tyre Placard The function of this Australian Design Rule was to specify requirements for tyres and rims appropriate to vehicle load capacity, rim size and speed characteristics.

The placard details the tyres that can legally be fitted to the vehicle, their maximum load carrying capacity with the required inflation pressure for that load, for the front and rear axles with the recommend rim size.

A tyre placard was required by ADR 24/02 to be fitted to any light vehicle, however it is no longer legally required for NC trucks and therefore may be phased out. This standard ceased to have effect as from 9 December 2003.

The vehicle’s owners manual or the tyre manufactures recommendations should be referred to in conjunction with Federal and State regulations.

Location:-

Near to the ADR/ID Plates, when fitted.

LHS Door Frame Kick Panel – Freightliner LHS B Pillar - Sterling RHS B Pillar – Mercedes-Benz

Generic plate used for Mercedes-Benz and specialist tyres for Freightliner.

DAIMLER TRUCKS 1–8 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

REGULATIONS AND STANDARDS – INTRODUCTION THE MOTOR VEHICLE STANDARDS ACT 1989 REQUIRES THAT ANY VEHICLE MODIFIED BEFORE ITS FIRST REGISTRATION MUST CONTINUE TO COMPLY WITH THE AUSTRALIAN DESIGN RULES (ADR’S).

Daimler Truck models intended for the Australian market have an approved compliance plate which shows that, at the date of its release, the vehicle complied with all the ADR’s applicable to Chassis Cab vehicles. (See Page 1-11) Vehicle Compliance Plates The Australian Design Rules (ADR’s) set down the performance and design requirements for motor vehicle safety and have been in place since 1969.

The ADR’s take force nationally under the Motor Vehicle Standards ACT (1989) and are administered by the Department of Transport and Regional Services (DoTaRS). The Act applies to vehicles prior to first supply to the Australian market. Control of vehicles which are already in service is the responsibility of the States and Territories.

The first edition of ADR’s was distributed for discussion purposes but was not adopted as law in National, State or Territory legislation.

The second edition came into effect on 1 January 1969. The third edition was introduced in January 1988 and became the minimum national standard in the Motor Vehicle Standards Act 1989.

The third edition of ADR’s was developed under the auspices of the Australian Transport Advisory Council (ATAC) between February 1983 and December 1986. It has since had additions and amendments to reflect the further needs of the community. The ADR’s apply to both manufacturers and importers of vehicles for the Australian market.

Section 14 of the Act makes it an offence to supply vehicles to the market that do not comply with the national standards. It is also an offence, under Section 16, to make a standard vehicle non-standard when first supplied to the market.

When Daimler Trucks leave the factory, they still require the addition of other equipment (e.g. load bodies, fifth wheels, etc.) and in some cases further modifications before they can be used in a work performing function. Such fitments and modifications are carried out by a wide variety of organisations including dealers, body builders, secondary manufacturers, specialist equipment installers or even the fleet operator.

It is important that the ADR’s are understood and complied with even after the vehicle has left the manufacturer and is on the road. This is because these rules cover safety and environmental issues – any failure to abide by them may create a safety hazard and may incur significant financial penalties. Service manuals that mechanics use to maintain motor vehicles do not usually refer to the ADR’s. However, the service manual is written in such a way that, if it is followed exactly, the standards established by the ADR’s will be maintained.

This continued compliance with the ADR’s may be seriously compromised if substitute parts are used when a vehicle is serviced. Hence, mechanics need to follow service manual instructions explicitly to ensure compliance with the ADR’s.

DAIMLER TRUCKS 1–9 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

As Australian Design Rules are a necessarily complex set of standards, it is usual to use extracts, summaries or guides for public use or general circulation. The information contained in this publication is intended as a guide only.

Specific inquiries should be directed to the State (or Territory) regulatory body or to a recognised consulting engineer.* *State and Territory Transport Authorities (or equivalent body) maintain systems which often list recognised consulting engineers in reference to vehicle modifications.

In addition to Australian Design Rules, there are a number of regulatory or quality control requirements which may be applicable to vehicles entering service or which are modified. It is not sufficient for persons involved in the modification of Daimler Trucks vehicles to rely only on this guide. They should also be familiar with all relevant Australian Design Rules and other regulatory requirements before proceeding, to ensure the completed modification is fully compliant.

Information regarding such requirements may be obtained from the following regulatory bodies: VEHICLE STANDARDS INFORMATION SOURCES WESTERN AUSTRALIA Vehicle Safety Branch Licensing Division Main Roads SOUTH AUSTRALIA Driver & Vehicle Operations Section Transport SA QUEENSLAND Vehicle Standards Queensland Transport AUSTRALIAN CAPITAL TERRITORY Vehicle Safety Road Use Management Department of Urban Services

NORTHERN TERRITORY Vehicle Compliance Road Transport Services Department of Planning and Infrastructure TASMANIA Vehicle Standards & Compliance Department of Infrastructure, Energy and Resources NEW SOUTH WALES Standards Advice Roads & Traffic Authority VICTORIA Vehicle Safety Branch VicRoads

MODIFYING A VEHICLE The Motor Vehicle Standards Act makes it an offence to modify a new vehicle before it is first supplied to the market for use in transport so that it no longer complies with the ADRs. As a result of this, the States and Territories have developed procedures to control such modifications through a single, national code of practice that serves the requirements of both Federal and State/Territory authorities. This is known as Vehicle Standards Bulletin No.6 – Heavy Vehicle Modifications (VSB 6) which is available on the following web site: http://www.dotars.gov.au/ DAIMLER TRUCKS 1 – 10 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

AUSTRALIAN DESIGN RULES (ADR) – VEHICLE CATEGORIES. The Federal Office of Road Safety has designated “road vehicles” by two character category code. The categories range from pedal cycles through passenger cars, buses and trucks to trailers.

ADR’s define the National Standards on Safety, Emissions and Theft for a vehicle. Different ADRs apply to different Classes & Sub-Classes. Within an ADR, differential standards may also applied to different Classes & Sub-Classes.

Classes:o Two & Three Wheeled Vehicles AA, AB, LA, LB, LC, LD, LE. o Passenger Vehicles (Other Than Buses) Cars - MA, Vans - MB, Off Road 4x4’s - MC. o Omnibuses Light - MD, Heavy - ME GVM ≥ 5 tonne. o Goods Vehicles Light - NA GVM ≤3.5 tonne, Medium - NB GVM ≤ 12 tonne, Heavy NC GVM > 12 tonne. o Trailers Light - TA/TB GTM ≤ 3.5 tonne, Medium - TC GTM ≤ 10 tonne, Heavy - TD GTM > 10 tonne.

The following list indicates the ADR’s applicable to Daimler Truck models (Category NC & NB2 vehicle) at time of printing. Normal practice is to use a “/xx” suffix with Design Rule numbers to indicate the release level of the Rule.

DAIMLER TRUCKS 1 – 11 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS Bus and Truck Applicable ADRs, as of 01/01/2007.

Vehicle Category Code Class Description ADR #

GVM (tonne)

MD3

MD4

Light Omnibus

ME

NB1

NB2

Heavy

Medium Goods

Bus

Vehicle

>3.5,

> 4.5,

=4.5

=5.0

>5.0

> 3.5,

> 4.5,

=4.5

=12.0

NC Heavy Goods Vehicle >12.0 X

1/00

Reversing Lamps

X

X

X

X

X

2/00

Side door Latches & Hinges

-

-

-

X

X

X

2/01

Side door Latches & Hinges

-

-

-

@

@

@

3/01

Seat Anchorages

-

-

-

X

-

-

3/03

Seat Anchorages

#

#

#

#, @

#

#

4/03

Seat Belts

X

X

X

X

X

X

4/04

Seat Belts

#, @

#, @

#, @

#, @

#, @

#, @

5/04

Seat Belt Anchorages

X

X

X

X

X

X

5/05

Seat Belt Anchorages

#, @

#, @

#, @

#, @

#, @

#, @

6/00

Direction Indicator Lamps

X

X

X

X

X

X X

8/01

Safety Glass

X

X

X

X

X

11/00

Internal Sun Visors

X

-

-

X

-

-

13/00

Installation of lighting

X

X

X

X

X

X

14/02

Rear Vision Mirrors

X

X

X

X

X

X

18/02

Instrumentation

X

X

X

X

X

X

18/03

Instrumentation

$, @

$, @

$, @

$, @

$, @

$, @

28/01

External Noise (to be superseded by ADR 83/00)

X

X

X

X

X

X

30/01

Diesel Exhaust Smoke

X

X

X

X

X

X

34/01

Child Restraint Anchorage & Anchor Fittings

X

X

X

-

-

-

35/02

Commercial Vehicle Braking System

X

X

X

X

X

X

42/04

General Safety Requirements

X

X

X

X

X

X

43/04

Vehicle Configuration & Dimensions

X

X

X

X

X

X

44/02

Specific Purpose Vehicles

X

X

X

X

X

X

45/01

Lighting Devices not covered by ADR13

X

X

X

X

X

X

46/00

Headlamps

X

X

X

X

X

X

47/00

Reflex Reflectors

X

X

X

X

X

X

48/00

Rear Registration Plate Lamp

X

X

X

X

X

X

49/00

Position (Side), Stop & End Outline Lamps

X

X

X

X

X

X

50/00

Front Fog Lamps

O

O

O

O

O

O

51/00

Filament Globes

X

X

X

X

X

X

52/00

Rear Fog Lamps

O

O

O

O

O

O

58/00

Requirements for Omnibuses

X

X

X

-

-

-

59/00

Omnibus Rollover Strength

X

X

X

-

-

-

61/02

Vehicle Marking

X

X

X

X

X

X

62/01

Mechanical Connections between Vehicles

O

O

O

O

O

O

64/00

Road Train & B Double Vehicles

-

-

-

-

-

O

65/00

Speed Limiting of Heavy Vehicles

-

-

X

-

-

X

66/00

Seat & Anchorage Strength in Omnibuses

X

X

X

-

-

-

68/00

Occupant Protection in Buses

X

X

X

-

-

74/00

Side marker lamps

%, O

%, O

%, O

%, O

%, O

%, O

80/00

Emission Control For Heavy Vehicles

X

X

X

X

X

X

*

*

*

*

*

*

&

&

&

&

&

&

*

*

*

*

*

*

(with Euro 3 or EPA 98/MY2000) 80/02

Emission Control For Heavy Vehicles (with Euro 4 & OBD or EPA 04)

80/03

Emission Control For Heavy Vehicles (with Euro 5 & OBD or EPA 07)

83/00

External Noise

DAIMLER TRUCKS 1 – 12 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

Key: - X = mandatory 0 = optional / if fitted @ = Manufacturer can chose to comply with this vehicle standard or continue to comply with earlier versions of this vehicle standard as applicable for particular vehicle categories. # = applicable to new model vehicles as of 01/07/2008. $ = applicable to new model vehicles as of 01/07/2007. % = required on motor vehicles with an overall Width over 2.1 meters and a total Length over 7.5 metres. * = applicable to new model vehicles as of 01/01/2007, and all vehicles as of 01/01/2008. & = applicable to new model vehicles as of 01/01/2010, and all vehicles as of 01/01/2011.

DAIMLER TRUCKS 1 – 13 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

KEY TRUCK APPLICABLE ADR’S Some typical fitments or modifications, which have ADR and legal implications: FIFTH WHEEL FITMENT

ADR 62/

REAR WHEEL GUARDS

ADR 42/

REAR REGISTRATION PLATE HOLDER

ADR 61/

VERTICAL EXHAUSTS

ADR 42/ VIC, TAS & NSW EPA

DIMENSIONS width, length, height, rear overhang, ground clearance, turning circle.

ADR 43/

WHEELS AND TYRES

ADR 24/

REAR MARKING PLATES

ADR 13/, ADR 45/

LIGHTING correct positioning of reversing lamps, rear direction lamps, rear reflex reflectors, rear registration plate illuminating device, rear position (side) lamps and rear stop lamps.

ADR 13/

LIGHTING additional lamps fitted (e.g. an increase in vehicle length may require side marker lamps or additional side reflex reflectors, fitment of a bull bar may require additional lamps).

ADR 13/, 1/, 6/, 45/ or 46/, 47/, 48/, 49/, 50/, 50/, 51/, 52/

SEAT ANCHORAGE design integrity may be adversely affected with the installation of a non-standard seat. Approval of the non-standard seat specification should be obtained from MBAuP or a recognized consultative engineer.

ADR 3

SLEEPER CAB

ADR 42/

ADDITIONAL AXLE/REVISED GVM

ADR 35/

CHANGES TO BRAKE SYSTEM

ADR 35/

CHANGES TO WHEEL BASE

ADR 35/, STATE REGULATIONS

ADDITIONAL FUEL TANKS

ADR 17/

CHANGES TO OVERALL LENGTH

VARIOUS

DAIMLER TRUCKS 1 – 14 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

OVERVIEW OF ADR’S Below is a brief outline each ADR rule. Because of potential adverse effects on compliance with ADR’s, the items should not be changed without being assessed by MBAuP Product Engineer as to whether the modification complies with the relevant Design Rule, or a new submission will be required following appropriate testing and assessment.

ADR 1/00 Reversing Lamps (Colour, number & location to ADR 13/00).

The function of this national standard is to specify the photometric requirements for reversing lamps which: (a) warn pedestrians and other road users that the vehicle is about to move, or is moving, in the reverse direction; and (b) aid the driver in reversing manoeuvres during the hours of darkness.

ADR 2/00 Side Door Latches & Hinges (Door latch , Latch striker & Door hinge assemblies) The function of this national standard is to specify requirements for side door retention components, including latches, hinges, and other supporting means, to minimise the likelihood of occupants being thrown from a vehicle as a result of impact.

ADR 3/02 Seat & Seat Anchorages The function of this national standard is to specify requirements for 'Seats', their attachment assemblies, and their installation to minimise the possibility of occupant injury due to forces acting on the 'Seat' as a result of vehicle impact.

ADR 4/03 Seat Belts (replaces ADR 32A) The function of this national standard is to specify requirements for seatbelts to: restrain vehicle occupants under impact conditions, facilitate fastening and correct adjustment, assist the driver to remain in his 'Seat' in an emergency situation and thus maintain control of the vehicle, and protect against ejection in an accident situation.

Seat belt and buckle assemblies Seat anchor strap assemblies Type 4N retractors ADR 5/04 Anchorages for Seat Belts (replaces ADR 32A) The function of this national standard is to specify requirements for 'Anchorages' for both 'Seatbelt Assemblies' and 'Child Restraints' so that they may be adequately secured to the vehicle structure or 'Seat' and will meet comfort requirements in use.

Belt anchorages including plates in floor and pillars Seat assemblies Belt attachment bolts Cab assemblies Relative location of seat and anchorages points And Child Restraints ADR 6/00 Direction Turn Signal Lamps The function of this Australian Design Rule is to specify the photometric requirements for direction indicators which will provide adequate warning to other road users of the intention to perform a turning manoeuvre.

(Colour, number & location to ADR 13/00) Turn signal lamp assemblies.

DAIMLER TRUCKS 1 – 15 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

ADR 7/00 Hydraulic Brake Hoses The function of this Australian Design Rule is to specify the performance requirements of hydraulic brake hoses in vehicles so that the risk of failure in service will be minimised.

ADR 8/01 Safety Glass The function of this Australian Design Rule is to specify the performance requirements of material used for external or internal glazing in motor vehicles which will ensure adequate visibility under normal operating conditions, will minimise obscuration when shattered, and will minimise the likelihood of serious injury if a person comes in contact with the broken glazing material.

Windshield Rear glass window Side glasses including door glasses Location of driver’s seat in relation to windscreen ADR 9

Not used.

ADR 10/01 Steering Column The function of this Australian Design Rule is to minimise crushing or penetrating injuries to drivers due to the 'Steering Column' as a result of frontal impact.

ADR 11/00 Internal Sun Visors (where appropriate) The function of this Australian Design Rule is to specify requirements for internal `Sun Visors` to reduce the injury potential of internal `Sun Visors` and the adjacent vehicle structure.

ADR 12/00 Glare Reduction in Field of View The function of this Australian Design Rule is to minimise the glare from certain surfaces in the view of the driver.

Windscreen wiper arm assembly Windscreen wiper blade assembly Interior mouldings around windscreen Horn ring Hub of steering column assembly Inside rear view mirror, frame and mounting bracket Steering column mounted control levers Gear selector quadrants Location of driver’s seat in relation to windscreen ADR 13/00

Installation of Lighting & Light Signalling Devices (Lamp Specification to Separate ADR) The function of this national standard is to ensure that the installation of the lighting and light-signalling devices on the vehicle is such that the effective operation of these devices is not impaired.

Required colour, number and location of the following lamps:Head lamps, main beam and dipped beam Front fog lamps Front direction – indicator lamps (Cat 1) – (Turn Signal) Front position (side) lamps (marker lamps) End outline marker (front) lamps (clearance lamps) Front reflector Front external cabin lamp Front daytime running lamp Rear reversing lamp Rear direction-indicator lamps (Cat 2) – (turn signal) Rear stop lamp Rear registration plate lamp Rear position (side) lamps (tail lamps) Rear fog lamps

DAIMLER TRUCKS 1 – 16 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

ADR 13/00

Installation of Lighting & Light Signalling Devices (cont) (Lamp Specification to Separate ADR) End outline marker (rear) lamps (clearance lamps) Rear reflectors Rearmarking plates Side direction – indicator lamps (Cat 5) – (turn signal) Side reflectors Side marker lamps (front, centre and rear)

ADR 13/00

Installation of Lighting & Light Signalling Devices (Continued).

Hazard warning signal lamps Parking lamps (front and rear) Search lamps Internal lamps Cornering lamps

ADR 14/02 Rear Vision Mirrors (Internal and/or external rear vision mirrors) The function of this Australian Design Rule is to specify requirements for rear vision mirrors to provide the driver with a clear and reasonably unobstructed view to the rear.

ADR 15/01 Demisting of Windscreen The function of this Australian Design Rule is to specify requirements for standards for equipment to maintain the windscreen clear of `Mist` so that driver's `Forward` vision is not obscured.

Heater motor assembly Heater assembly complete Air conditioning assembly complete Heater ducting Location of driver’s seat in relation to windscreen ADR 16/01 Windscreen Wipers & Washers The function of this Australian Design Rule is to specify requirements for windscreen wipers and washers to ensure reasonable visibility through the windscreen in inclement weather.

Windscreen wiping system, including:Wiper motor Wiper controls Wiper blades Windscreen washing system ADR 17/00 Fuel Systems for Goods Vehicles The function of this Australian Design Rule is to specify requirements for `Fuel Systems 17/00` using `Liquid Fuel 17/00' other than liquefied petroleum gas that will facilitate safe operation and reduce the risk of fire due to fuel spillage during filling operations or as a result of impacts.

Fuel tanks including cap and neck.

Location of fuel tanks in relation to side members ADR 18/02 Instrumentation (Speedometers & Odometers) The function of this Australian Design Rule is to specify requirements for the provision and location of certain `Visual Indicators'. It also specifies requirements for speedometers and odometers.

ADR 19/02 Lights for L-Group Vehicles The function of this national standard is to ensure that the installation of lighting and light-signalling devices on the vehicle is such that the effective operation of these devices is not impaired.

ADR 20/00 Safety Rims The function of this Australian Design Rule is to specify wheel `Rims` that will retain a deflated tyre in the event of a rapid loss of inflation pressure.

DAIMLER TRUCKS 1 – 17 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

ADR 21/00 Instrument Panel The function of this Australian Design Rule is to specify requirements for the instrument panel to reduce its injury potential to occupants on impact ADR 22/00 Hand Restraints The function of this Australian Design Rule is to specify requirements for the design of `Head Restraints' so as to limit the severity of injury in the event of rear-end impacts and to ensure that the `Head Restraint' cannot be adjusted too low.

ADR 23/01 Passenger Tyres The function of this Australian Design Rule is to specify requirements of strength, construction and standard pressure/load relationships for passenger car tyres of particular size designations.

ADR 24/02 Tyre & Rim Selection The function of this Australian Design Rule is to specify requirements for tyres and 'Rims' appropriate to vehicle load capacity, 'Rim' size and speed characteristics.

Tyre placard (giving tyres, pressures & load capacities) ADR 25/02 Anti Theft Lock The function of this national standard is to specify requirements for a lock to inhibit unauthorised use of the vehicle and to minimise the possibility of inadvertent adjustment of steering locks to the anti-theft position when the vehicle is in motion.

ADR 26/27

Not used

ADR 28/01 Motor Vehicle Noise (Vehicles in motion noise & stationary noise) The function of this ADR is to define limits on external noise generated by motor vehicles in order to limit the contribution of motor traffic to community noise Engine assembly Fan assembly Air cleaner assemblies Muffler assemblies Tail pipes Rain caps Exhaust and air pipe assemblies Air intake boxes Flexible exhaust tubes Noise shields Transmission assemblies ADR 29/00 Side Door Strength The function of this Design Rule is to specify strength and stiffness requirements for side doors of passenger cars, which can be used, for occupant access to reduce intrusion into the passenger compartment as a result of side impact.

ADR 30/01 Diesel Engine Exhaust Smoke Emission The function of this Australian Design Rule is to limit the opacity of `Diesel Engine' exhaust smoke emissions.

Engine assembly Air cleaner assemblies Muffler assemblies Tail pipes Rain caps Exhaust and air pipe assemblies Air intake boxes Flexible exhaust tubes

DAIMLER TRUCKS 1 – 18 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS ADR 31/01 Hydraulic Brake Systems for Passenger Cars The function of this national standard is to ensure safe braking under normal and emergency conditions for vehicles equipped with hydraulic service brakes.

ADR 32

Not used

ADR 33/00 Hydraulic Systems for Motor Cyles and Mopeds The function of this Australian Design Rule is to ensure safe braking under normal and emergency conditions.

ADR 34/00 Child Restraint Anchorages & Anchor Fittings The function of this Australian Design Rule is to specify requirements for 'Child Restraint Anchorages' and 'Child Restraint Anchor Fittings' which provide for the connection of standard 'Attaching Clips' so that 'Child Restraints' may be adequately secured to the vehicle.

ADR 35/02 Commercial Vehicle Braking System The function of this Australian Design Rule is to specify braking requirements under normal and emergency conditions.

Side members (in relation to wheelbase dimension) Front axle assemblies (in relation to load capacity) Front wheel and brake assemblies Front springs (in relation to load capacity) Air tanks and reservoirs for brake system (in relation to number and size) Air compressors (in relation to output capacity) Air circuit components and valves for air brakes, Including check valves, brake control valves, tractor protection valves, hand control valves, relay valves, switches, manifold blocks, tubing and piping.

Brake group assemblies Cabin instrumentation including brake pressure gauges and warning lamps.

Rear axle assemblies with brakes and drums (capacity) Rear springs and suspension (in relation to load capacity) Wheel and drum assemblies ADR 36/00 Exhaust Emission Control for Heavy Duty Vehicles The function of this Australian Design Rule is to limit `Exhaust Emissions` from the propulsion engine of heavyduty motor vehicles in order to reduce air pollution.

ADR 37/00-01 Emission Control for Light Vehicles The intention of this Australian Design Rule is to limit 'Fuel Evaporative Emissions' and 'Exhaust Emissions.

37/00' from motor vehicles in order to reduce air pollution, and to require new motor vehicles to be manufactured to operate on 'Unleaded Petrol'.

ADR 38/02 Trailer Brake Systems The function of this Australian Design Rule is to specify requirements for braking under both normal and emergency conditions. Compliance shall be demonstrated by means of procedures outlined in the Rule for road testing and/or calculations based on data for `Approved` components.

ADR 39/00 External Noise of Motor Cycles The function of this Australian Design Rule is to specify requirements relating to external noise emitted from `Motor Cycles` in order to limit the contribution by these vehicles to community noise.

ADR 40

Not used

DAIMLER TRUCKS 1 – 19 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

ADR 41/00 Mandatory Operation on Unleaded Petrol The function of this Australian Design Rule is to require vehicles to be manufactured to operate on `Unleaded petrol` and have certain associated features.

ADR 42/04 General Safety Requirements The function of this Australian Design Rule is to specify design and construction requirements to ensure safe operation of vehicles. When fitted, the following components shall meet the requirements of this ADR:Bonnet latching Cigar and cigarette lighters Diesel engine lock off device Controls as follows: - steering system - automatic transmission Exhaust outlets Electrical wiring, connections and installations External and internal protrusions Driver field of view Lavatory closets, urinals, basins and sinks Wheelguards (mudguards) Brake tubing and brake hose Reverse gear Sleeper berths Television & visual display units Windows and ventilation Warning devices – audible ADR 43/04 Vehicle Configuration & Dimensions The function of this Australian Design Rule is to specify requirements for vehicle configuration and dimensions.

Vehicle to comply with limits regarding:Turning circle Dimensions of vehicles including:- Total length - Rear overhang - Height - Ground clearance - Overall width Axle configuration Load sharing suspension ADR 44/02 Special Purpose Vehicle Requirements The function of this Australian Design Rule is to specify requirements for the construction of the following vehicles: 'Taxis'; 'Tow Trucks'; 'Pole-type Trailers'; LPG-fuelled Vehicles; Emergency Vehicles; and Motor Homes/'Caravans'.

ADR 45/01

Lighting and Light-Signalling Devices not in ECE Regulations (Colour, number and location to ADR 13/00) The function of this Australian Design Rule is to specify the photometric requirements for lighting and lightsignalling devices, which will ensure adequate illumination for the driver of the vehicle and signal to other road users the position, orientation, intention and movement of the vehicle, without producing undue glare for other road users.

DAIMLER TRUCKS 1 – 20 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

The following light and light signalling devices as required by ADR 13/00 & as and when fitted: Side marker lamps External cabin lamps Search lamps Internal lamps Rear marking plates Daytime running lamps Cornering lamps ADR 46/00

Head Lamps (Colour, number & location to ADR 13/00) The function of this Australian Design Rule is to specify the photometric requirements for headlamps which will provide adequate illumination for the driver of the vehicle without producing undue glare for other road users.

Head lamp assemblies including: – - Main beam - Dipped beam ADR 47/00

Reflex Reflectors (Colour, number & location to ADR 13/00) The function of this Australian Design Rule is to specify the dimensional, photometric and stability requirements for reflex reflectors which will ensure that they effectively warn of the presence of the vehicle and continue to do so in normal use.

Reflex reflector, front, side & rear ADR 48/00

Rear Registration Plate Illuminating Devices (Colour, number & location to ADR 13/00) The function of this Australian Design Rule is to specify the photometric requirements for rear registration plate illuminating devices, which will ensure that the rear registration plate is adequately illuminated.

ADR 49/00

Front & Rear Position (Side) Lamps and End-Outline Marker Lamps (Colour, number & location to ADR 13/00) The function of this Australian Design Rule is to specify the photometric requirements for light-signalling devices which will signal to other road users the position, orientation and movement of the vehicle without producing undue glare for other road users.

Front position (side) lamps Rear position (side) lamps Stop Lamps End-outline marker lamps ADR 50/00

Front Fog Lamps (Optional) (Colour, number & location to ADR 13/00) The intention of this Australian Design Rule is to specify the photometric requirements for front fog lamps, which will provide adequate illumination for the driver of the vehicle without producing undue glare for other road users.

ADR 51/00 Filament Globes The function of this national standard is to specify the dimensional and photometric requirements for filament globes, which ensure interchangeability and correct functioning when installed in a lamp.

Filament globes shall comply with the ECE regulation R37/03 and shall be marked accordingly to show category of lamp and/or voltage and wattage.

ADR 52/00

Rear Fog Lamps (Optional) (Colour, number & location to ADR 13/00) The function of this Australian Design Rule is to specify the photometric requirements for rear fog lamps which will signal to other road users the position, orientation and movement of the vehicle without producing undue glare for other road users.

DAIMLER TRUCKS 1 – 21 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

ADR 53/00

Position Lamps, Stop Lamps, Direction Indicators & Rear Plate Lamps For L-Group Vehicles The function of this Design Rule is to specify the photometric requirements for light-signalling devices which will signal to other road users the position, orientation and movement of the vehicle without producing undue glare for other road users.

ADR 54/00 Passing Beam Headlamps for Mopeds ????

The function of this Australian Design Rule is to specify the photometric requirements for headlamps, which will provide adequate illumination for the driver of the vehicle without producing undue glare for other road users.

ADR 55/00 Headlamps for L-Group Vehicles other than Mopeds The function of this Australian Design Rule is to specify the photometric requirements for headlamps, which will provide adequate illumination for the driver of the vehicle without producing undue glare for other road users.

ADR 56/00 Moped Noise The function of this Australian Design Rule is to specify limits on external noise emitted from mopeds in order to limit the contribution by these vehicles to community noise.

ADR 57/00 Special Requirements for L-Group Vehicles The function of this Australian Design Rule is to specify special requirements for the construction of L Group Vehicles.

ADR 58/00 Requirements for Omnibuses The function of this Australian Design Rule is to specify requirements for the construction of omnibuses designed for, and intended for licensing for, hire and reward.

ADR 59/00 Omnibus Rollover Strength The function of this Australian Design Rule is to specify the strength of an omnibus superstructure to withstand forces encountered in rollover crashes.

ADR 60/00 Centre High-mounted Stop Lamp The function of this national standard is to specify requirements for a supplementary `Centre High-mounted Stop Lamp' on the rear of the vehicle, to provide an additional indication to other road users to the rear of the vehicle that the driver of the vehicle is applying the service brakes.

ADR 61/02

Vehicle Marking VIN plate – (location cannot be changed) Compliance plate Identification plate Provision for registration plate

ADR 62/01 Mechanical Connections between Vehicles (if and when fitted) The function of this Australian Design Rule is to specify requirements for devices for mechanical connections between vehicles and their fitment.

Turntable support angles Turntable Tow couplings (as limited by ADR) Tow bar Draw bar Safety chains ADR 63/00 Trailers Designed for Use in Road Trains The function of this Australian Design Rule is to specify additional requirements for trailers designed for use in `Road Trains` having a `Gross Combination Mass` not exceeding 125 tonnes.

DAIMLER TRUCKS 1 – 22 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

ADR 64/00 Heavy Goods Vehicles Designed for use in Road Trains & B-Doubles The function of this Australian Design Rule is to specify additional design and construction requirements for hauling vehicles designed to be used in `Road Train` and `B-Doubles'.

Vehicles to comply with the following:Electrical requirements as required:- Lighting supply system - Single connector for lighting & signalling systems - Resettable circuit breakers - Generator capacity Braking System as required:- Energy generating device - Anti-Lock System Maximum Road Speed Limiting for Heavy Goods Vehicles and Omnibuses ADR 65/00 The function of this ADR is to specify devices or systems used to limit the maximum road speed of heavy goods vehicles and heavy omnibuses. (a) Speed limited by Gearing - Engines – (rated speed) - Transmission (ratio) - Rear axle (ratio) - Tyres – (size) (b) Limited by Road Speed Governor - Speed limiter control unit - Actuator (c) Limited by Engine Management System - Engine management system Seat & Anchorage Strength & Padding in Omnibuses ADR 66/00 The function of this ADR is to specify requirements for the strength of 'Seats', seat-anchorages and seatbelt 'Anchorages'' of certain omnibuses; and for protecting occupants from accessories on the 'Seats' and the armrests. The rule includes requirements for both the 'Seats' themselves and for vehicles fitted with 'Seats'.

ADR 67/00 Installation of Lighting and Light-Signalling Devices on 3-Wheeled Vehicles The function of this Australian Design Rule is to ensure that the installation of the lighting and light-signalling devices on the vehicle is such that the effective operation of these devices is not impaired.

ADR 68/00 Occupant Protection in Buses The function of this ADR is to specify, for certain omnibuses, requirements for seatbelts, the strength of 'Seats', seat-anchorages, seatbelt 'Anchorages' and 'Child Restraint Anchorages', and provisions for protecting occupants from impact with 'Seat' backs and accessories on 'Seats' and armrests.

ADR 69/00 Full Frontal Impact Occupant Protection The function of this Australian Design Rule is to specify vehicle crashworthiness requirements in terms of forces and accelerations measured on anthropomorphic dummies in outboard front seating positions in full frontal test crashes so as to minimise the likelihood of injury to occupants of those seating positions.

DAIMLER TRUCKS 1 – 23 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

ADR 70/00 Exhaust Emission Control for Diesel Engined Vehicles The function of this Australian Design Rule (ADR) is to reduce air pollution, by limiting the hydrocarbons, carbon monoxide, oxides of nitrogen, and particulates emitted to the atmosphere from the exhaust system of motor vehicles fitted with a 'Diesel Engine'. This ADR is additional to ADR 30/00, which limits exhaust smoke emissions from such vehicles.

Engine assembly Air cleaner assemblies Muffler assemblies Tail pipes Rain caps Exhaust and air pipe assemblies Air intake boxes Flexible exhaust tubes ADR 71/00 Temporary-Use Spare Tyres The function of this national standard is to specify requirements for Temporary-Use Spare Tyre/Wheel Assemblies.

ADR 72/00 Dynamic Side Impact Occupant Protection The function of this Australian Design Rule (ADR) is to specify Crash worthiness requirements in terms of forces and accelerations measured by anthropomorphic dummies so as to minimise the likelihood of injury to the occupants in side impact ADR 73/00 Offset Frontal Impact Protection The function of this national standard is to specify crashworthiness requirements in terms of forces and accelerations measured by anthropomorphic dummies so as to minimise the likelihood of injury to the occupants in offset frontal impacts.

ADR 74/00 Side Market Lamps This Australian Design Rule (ADR) prescribes the photometric requirements of side marker lamps which are used to increase the visibility of the sides of road vehicles.

ADR 75/00 Headlamps Cleaners This Australian Design Rule (ADRs) prescribes the requirements for the installation and testing of headlamp cleaners which are fitted to motor vehicles.

ADR 76/00 Daytime Running Lamps This Australian Design Rule (ADR) prescribes the photometric requirements for daytime running lamps which when provided is intended to increase the conspicuity of a vehicle in daylight.

ADR 77/00 Gas Discharge Headlamps This Australian Design rule (ADR) prescribes the photometric requirements for motor vehicle headlamps equipped with gas discharge light sources.

ADR 78/00 Gas Discharge Light Sources This Australian Design Rule(ADR) prescribes the dimensional, electrical and photometric requirements for gas-discharge light sources which ensure interchangeability and correct functioning when installed in a gas-discharge headlamp.

ADR 79/01 Emission Control for Light Vehicles This vehicle standard prescribes the exhaust and evaporative emissions requirements for light vehicles in order to reduce air pollution.

ADR 79/02 Emission Control for Light Vehicles This vehicle standard prescribes the exhaust and evaporative emissions requirements for light vehicles in order to reduce air pollution.

DAIMLER TRUCKS 1 – 24 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

ADR 80/00 Emission Control for Heavy Vehicles (Euro 3) This vehicle standard prescribes the exhaust emissions requirements for engines used in heavy vehicles in order to reduce air pollution.

ADR 80/01 Emission Control for Heavy Vehicles (Euro 4) This vehicle standard prescribes the exhaust emissions requirements for engines used in heavy vehicles in order to reduce air pollution.

ADR 80/01 Emission Control for Heavy Vehicles (Euro 4 with OBD) This vehicle standard prescribes the exhaust emissions requirements for engines used in heavy vehicles in order to reduce air pollution.

ADR 80/01 Emission Control for Heavy Vehicles (Euro 5) This vehicle standard prescribes the exhaust emissions requirements for engines used in heavy vehicles in order to reduce air pollution.

ADR 81/00 Fuel Consumption Labelling for Light Vehicles This vehicle standard prescribes the requirements for the measurement of vehicle fuel consumption, and the design and application of fuel consumption labels to vehicles.

ADR 82/00 Engine Immobilisers This Standard prescribes the requirements for engine immobilising devices which are intended to be fitted to vehicles so as to prevent the vehicle being driven away powered by its own engine.

ADR 83/00 Truck Vehicle Noise Replaces ADR 28/01, with reduced levels.

ADR 84/00 Front Underrun Protection Device – ECE R93 Still in development, details were not available at the time of publication.

DAIMLER TRUCKS 1 – 25 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

BODY BUILDER ADR CHECKLIST GUIDE

DAIMLER TRUCKS 1 – 26 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

INDUSTRY STANDARDS AND REFERENCES SOURCES. In addition to the Australian Design Rules there are a number of other reference sources for industry requirements, regulatory requirements, levels of health and safety and quality systems. The listing below is not all inclusive but should give an indication of reference sources available.

• Vehicle Standards Bulletin No. 6 (VSB 6) National Code of Practice for Heavy Vehicle Modifications – Federal Office of Road Safety • Standards Manual – Tyre and Rim Association of Australia • Australian Standard AS1110 (——) – Metric high tensile hex bolts and nuts.

• Australian Standard AS2465 (——) – Unified high tensile hex bolts and nuts.

• Australian Standard AS1771 (1987) – Installation of fifth wheels and turntables.

• Australian Standard AS1773 (1990) – Fifth wheel assemblies – artic vehicles.

• Australian Standard AS2174 (1994) – Mechanical coupling between prime movers & semitrailers.

• Australian Standard AS2175 (1990) – King pins – artic. vehicles.

• Australian Standard AS2213 (1984) – 50mm pin type couplings and draw bar eyes.

• Australian Standard ASD8 (1971) – Hose couplings for braking systems.

• SAE Standard J1402 – Air brake hoses and assemblies.

• Australian Standard AS2670 (——) – Vibration and shock – guide to evaluation of human exposure to whole body vibration.

• Australian Standard AS1269 (——) – Hearing conservation • Australian Standard AS3904 Parts 1 & 2 (1987) – Quality management and quality system elements.

Specific industry/application requirements.

Although it is expected that specialist or specific industry component or service suppliers are expert in their field to be able to comply with regulatory or industry requirements, the following nominate some typical reference standards: • Australian Standard AS2809-1 (——) – General requirements – road tank vehicles for dangerous goods.

• Australian Standard AS2809-2 (——) – Tankers for flammable liquids. Road tank vehicles for dangerous goods.

• Australian Standard AS2187-1 (——) – Storage and land transport SM Explosives Code.

• Australian Institute of Petroleum – Codes of practice.

• State and Territory Transport Authorities – B double and road train specifications and inspection manuals.

DAIMLER TRUCKS 1 – 27 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

WEIGHTS AND DIMENSIONS All dimensions and weights listed in manufactures data and drawings/specifications refer to standard vehicle equipment unless otherwise stated.

Avoid uneven weight distribution particularly side to side. Carefully consider truck selection to ensure correct load distribution.

Care should be taken to ensure that when making alterations to vehicle all legal requirements regarding weights and dimensions are considered.

WEIGHT DISTRIBUTION AND THE LEGAL REQUIREMENTS It is particularly important where a truck is to operate at maximum GVM that the correct wheelbase and body length are specified to ensure optimum weight distribution. Daimler Trucks has developed programs to assist with these calculations.

With regard to wheelbase /weight distribution determinations, Daimler Truck’s recommendation is that: • • • •

Wheelbase, rear overhang, body length and weight distribution should take into account the intended application and operating load conditions of the vehicle.

The effect of diminishing loads should also be considered in these calculations.

In the absence of known load and operating conditions, as an alternative the above may be determined using water and level load conditions.

The vehicle must always be operated within the lessor of: a) The statutory legal load limits, or, b) The manufacturers GVM, GCM and axle ratings.

BODY BUILDERS The trucks should always be weight before and after the fit up of the body and any ancillary equipment to ensure correct and safe weight distribution is achieved.

DAIMLER TRUCKS 1 – 28 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

NOISE EXTERNAL VEHICLE NOISE ADR 83/00, effective 1/Jan/08, specifies drive by noise tests for vehicles in various ranges based on engine power rating/engine type/exhaust type and other stated requirements.

INTERNAL VEHICLE NOISE Although there is no designated Australian test for in-cab noise, SAE (USA) lists a test procedure for measuring in-cab noise (J336) but does not give ratings or requirements. The table on the next page shows noise level measuring units related to every day references.

DECIBEL The decibel is, for convenience, a logarithmic scale of the ratio of the sound pressure level being measured to a reference level. The reference level is also referred to as the “threshold of hearing” and is stated as being the minimum sound that the human ear in good condition can detect. The B symbol states the rating scale used when measuring.

ADDING AND SUBTRACTING DECIBELS When two equal sound levels are added together, the resultant sound pressure level will increase by only 3 dB, i.e. 70 dB + 70 dB equals 73 dB. From this information it follows that when adding two sources of sound, the resultant will never exceed the higher of the two by more than 3 dB. When the difference between two sources is 10 dB or more, say 78 dB and 88 dB, the effect of the smaller source, 78 dB, is negligible.

Relating to the decibel scale, an average listener subjectively judges a sound to be twice as loud as another sound when the pressure level is increased by 10 dB. In practice, differences of under 3 dB (i.e. doubling the sound pressure level) are difficult, if not impossible, to detect by ear.

DAIMLER TRUCKS 1 – 29 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 1 – OVERVIEW, REGULATIONS & STANDARDS

RECORDS Despite the inherent dislike of paperwork and records in most workshops, it is necessary to have ready access to reference material and maintain detailed records.

There may be differences in the scale or number of vehicles involved but guidelines should be applied in all cases – the level of application must be determined by the Vehicle Modifier.

At workshop level, communication between areas (sales-equipment installation or modifier shop – service) should be simple and easily completed.

A typical simple check sheet for a vehicle which has been fitted with equipment or modified is included in this section. Alternative or more complex formats may be used – the point is that a quality system exists, is used and suitable records are kept on file.

NEW VEHICLE STORAGE The following guidelines have been prepared to assist in short and long term storage, keeping your new truck in excellent condition.

General Avoid the following storage situations: Areas susceptible to corrosive material.

Areas adjacent to paint spray.

Areas in close proximity to salt air.

Areas beneath trees where paint damage can result from tree sap or bird droppings.

Care should be taken when covering with tarpaulins as paint damage can result from rub through if allowed to flap etc. in the wind. Do not store vehicles in areas where they are exposed to strong sunlight or gravel blasting in high winds.

It is best not to store new trucks in areas of long grass or undergrowth as this can cause rust due to moisture or, in dry weather, becomes a fire hazard.

DAIMLER TRUCKS 1 – 30 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

SECTION 2 – GENERAL GUIDELINES The following information is of a general nature to cover all Daimler Truck brands and models, Section 3 includes some specific information.

Page INTRODUCTION OPERATING CONDITIONS GENERAL MOUNTING PRACTICE GUIDELINES

2-3 2-3

INSTALLATION PRECAUTIONS FRAME BODY ENGINE SUSPENSION – FRONT AND REAR BRAKES AND AIR SYSTEM AUTOMATIC TRANSMISSION MANUAL TRANSMISSION REAR AXLE POWER-TAKE-OFF INSTALLATIONS WHEELS, RIMS AND TYRES STEERING COOLING

2-4 2-5 2-5 2-6 2-6 2-9 2-9 2-10 2-10 2-10 2-11 2-11

CHASSIS ELECTRICAL WIRING ELECTRONIC EQUIPMENT PRECAUTIONS ROUTING AND CLIPPING SPLICE/REPAIR CIRCUIT PROTECTION WIRE SIZE AND FUSE SELECTION SPEEDOMETER ELECTRICAL GENERAL PRACTICES MOBILE COMMUNICATION SYSTEMS – WARNING WELDING ADDING LIGHTS OR ELECTRICAL DEVICES

2-12 2-13 2-14 2-14 2-15 2-16 2-17 2-17 2-18 2-18

SPECIAL INSTALLATION GUIDELINES LIGHTS CONTROLLED BY STOP LAMP SWITCH TURN SIGNAL LAMPS ADDED SWITCHES RADIO FREQUENCY INTERFERENCE - PRECAUTIONS ELECTRONIC GROUNDING DEVICES AUXILARY AND ACCESSORY FITMENT - GENERAL BATTERY ISOLATION SWITCH INSTALLATION

DAIMLER TRUCKS 2-1 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

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SECTION 2 – GENERAL GUIDELINES PAGE FIFTH WHEEL MOUNTING AUSTRALIAN STANDARDS FIFTH WHEEL MOUNTING ANGLES PROHIBITED PROCEDURES

BULLBAR AND BUMPER GUIDELINES

2-22 2-23 2-23

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BODY MOUNTING INTRODUCTION LEGAL REQUIREMENTS CENTRE OF GRAVITY GROUND CLEARANCE BODY LENGTHS AND LOCATION INTERFERENCE AND ACCESS TO CHASSIS COMPONENTS LONGITUDINAL RUNNERS FRAME BRACKETS U BOLTS WELDING AND CUTTING VAN/BOX BODIES TIPPER BODIES TANKER BODIES TORQUE SETTINGS FOR HARDWARE

2-26 2-26 2-26 2-26 2-27 2-27 2-27 2-28 2-29 2-30 2-31 2-31 2-32 2-32

VEHICLE MODIFICATIONS INTRODUCTION FRAME EFFECT OF SUSPENSION ON FRAMES WELDING OF FRAME DRILLING OF FRAME

2-34 2-34 2-34 2-34 2-37

VEHICLE LEAN FRAME RAKE VEHICLE ALIGNMENT STEER AXLE FRONT WHEEL ALIGNMENT SPECIFICATIONS REAR AXLES

DAIMLER TRUCKS 2-2 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

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SECTION 2 – GENERAL GUIDELINES

INTRODUCTION The installation of specialized equipment often requires more control and forethought than it is afforded. The equipment may provide the primary function of the vehicle (a tipping body) or be an auxiliary to the vehicle’ main task (a bull bar).

To meet the joint requirements of operator, equipment manufacturer, vehicle modifier and vehicle manufacturer, adequate installation instructions available prior to commencing the installation, should be arranged.

Basic installation information required: • Space required.

• Mounting points.

• Load transmitted.

• Mass and centre of gravity.

• Location on vehicle.

• Power requirements.

OPERATING CONDITIONS Knowledge of the customer’s requirements and operating conditions are essential in successful equipment installations.

Road Conditions – Determine if the vehicle will operate on highway, off highway or a combination of both.

• Truck frames are designed to be relatively flexible to maintain good road/surface to wheel contact in rough conditions. The installation of a rigid piece of equipment or a mounting sub-frame may reduce frame flexibility and generate high stress concentrations.

• Load Factor – The proportion of loaded operating time, speeds of operation and the road conditions may contribute to unacceptable wear and fatigue of the vehicle and equipment. Weight transfer in operation, misapplication and duty cycles of high (vehicle) stress are other factors.

The vehicle modifier should be aware of the implications of regulatory requirements for proposed modifications and/or installations – lighting regulations, fuel and exhaust system layouts are typical examples.

Even if the vehicle frame is not to be altered, components mounted at or near the equipment location may require review and change.

GENERAL MOUNTING PRACTICE GUIDELINES Any mounting will produce stress concentrations into the frame. The addition of holes, welds, reinforcements or clamps will generate localized stress increase.

Bolted attachment – Most preferred method because of versatility (clips, brackets, plates).

Drilling should be located in the least critical area e.g. near neutral axis of frame rail web.

(Refer to precautions at end of this section). Where possible use existing drilling.

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SECTION 2 – GENERAL GUIDELINES

U-bolts and clamps – Although not a recommended method, these avoid frame drilling and are generally a less expensive method. Care should be taken that metal spacers of the correct length are used to prevent collapse of the frame flanges when the U-bolts are torque’ed. Spacers should not be welded to the frame or interfere with electrical or air lines on the vehicle.

Wooden spacers may tend to shrink and fall out.

Some positive bolted connection should also be used to maintain security of equipment in the event of loss of torque of the U-bolts.

Welded attachment – NOT RECOMMENDED as a means of equipment attachment.

Changes in geometry, weld termination in a highly stressed area and reduction of the physical properties (of the frame) are some factors in the general non-acceptability of welded attachments

INSTALLATION PRECAUTIONS The following installation procedures and specific precautionary instructions are recommended for the proper installation of special bodies and/or equipment on MBAuP trucks. Failure to follow these recommendations could result in serious damage to the basic vehicle.

IMPORTANT – The vehicle modifier has the responsibility to certify that the completed vehicle conforms to all applicable motor vehicle safety standards.

FRAME 1.

There should be no drilling of frame side rail upper or lower flanges.

2.

Welding should not be done on high strength steel side rails. Welding of cross members is also not recommended.

3. When welding is performed anywhere on the vehicle precautionary measures should be taken to prevent damage to electrical system wiring or components.

• Prior to welding, any parts which would be damaged by excessive temperatures should be removed or adequately shielded.

• Also prior to welding, the battery cables should be disconnected at the battery.

• The welding ground clamp should be positioned as close to the affected welding area as possible.

• Disconnect any electronic components in close proximity of welding.

• Disconnect the electronic control module (if applicable) whenever welding due to possibility of sneak paths for induced voltage and currents.

• Welding cables should never be allowed to lay on, near, or across any electrical wiring or electronic component during welding.

DAIMLER TRUCKS 2-4 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

SECTION 2 – GENERAL GUIDELINES

4.

5.

• After welding, when parts are cool, carefully inspect wiring and electrical components for shorts or other damage which could draw excessive currents and possibly cause an electrical system short when batteries are reconnected.

Holes to mount brackets, out-riggers and supports, may be drilled in the vertical side rail web with the following restrictions: • Material between edge of hole and inside of upper or lower flange must not be less than 50 mm.

• The minimum edge distance between any two holes up to 16 mm in diameter must be 25 mm. For larger than 16mm diameter holes, the minimum edge distance must be 1.5 times the diameter of largest hole.

• No holes will be allowed to exceed 19mm in diameter.

• Avoid close vertical succession of fasteners.

• All attaching fasteners, including flat washers, must be of high strength steel (hardened washers).

Any deviation from the original vehicle specifications are the responsibility of the vehicle modifier making the changes.

BODY 1.

Any structural member removed from the cab must be replaced or included in the body structure of any special body installed.

All cuts made into any sheet metal area must be terminated with a drilled or filed radius to prevent sheet metal cracks.

It should be noted that no modification to aluminium cabs or cabs of MercedesBenz vehicles is permitted.

2.

When mounting a specialized body or piece of equipment (dump body, cement mixer, etc.) to the truck chassis, hardwood sill plates must be installed between truck frame and body frame and must extend beyond the (special) body frame, and forward past the rear panel and should gradually taper to avoid an abrupt section change. Adequate cab to body clearance must be provided (minimum of 75 mm on any dump type body).

ENGINE 1.

Avoid changes to components which could cause air circulation restriction that would affect the air induction system.

2. Alternator circuit wiring must not be altered by cutting, soldering, or splicing. Earth wire must be connected to regulator mounting screw.

3. The regulator assembly must be mounted in a vertical plane in an area not subject to excessive engine heat or excessive road splash contamination.

4. Adequate grounding of the engine to the body and to the frame must be provided using suitable gauge wire or braided copper strapping.

5. No changes or alterations which affect engine emissions should be made to any component of the engine.

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SECTION 2 – GENERAL GUIDELINES

6.

After-market by-pass oil filters (if acceptable to the engine manufacturer) should only be installed after confirmation of the nominated supply and return tapping points.

The exhaust system is a certified part of the exhaust emission and noise control systems for the vehicle. Modifications to the exhaust system may adversely affect the exhaust emission and noise performance of the vehicle and will require recertification by the modifier.

SUSPENSION – FRONT AND REAR 1.

No drilling or welding to the front axle “I” beams is permissible. Special equipment mounting or attaching brackets, requiring attachment to the front axle, may be clamped to axle “I” beams only.

2. Front or rear suspension member components should not be modified or relocated for any reason.

BRAKES AND AIR SYSTEM Australian Design Rule 35 and its amendments are applicable to the heavy truck models covered by this guide.

1.

ENGINE AND ENGINE ACCESSORIES Modifications to the engine driven air compressor, the drive speed ratio of the air compressor, or the engine governed RPM will directly affect the ability of the compressor to build-up air brake system pressure. ADR35 contains specific air brake system pressure build-up performance requirements which could be adversely affected by any of these modifications.

2.

AIR FUNCTIONED ACCESSORIES ADR35/01 - 02 contains a pressure build-up performance requirement which states that the system pressure must build up in a specific time period under certain conditions.

Therefore, the addition of any accessory or its associated plumbing which increases the volume of air subject to the build-up requirement will increase the build-up time and may affect compliance. The following conditions for air operated accessories and associated plumbing added to a vehicle by a subsequent stage manufacturer must be maintained.

• No connections are made into (1) the air line tubing or fittings for the parking brake system, (2) the rear axle emergency system, (3) the air supply and signal lines to the rear chassis relay valve(s) or (4) the air delivery lines to the front axle brakes and quick release valve.

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SECTION 2 – GENERAL GUIDELINES

• No connections are made between the check valve and the reservoir port for air supply.

• Additional reservoir volume must be added with major air operated accessories, e.g. Jiflox or tipper body gates, etc.

• Added volume must be equal to 12 times the added air chambers rated volume.

• Each added reservoir must be manufactured to comply with a recognized standard appropriate for a truck air brake system.

The following are to be observed when adding air accessories— 3.

GENERAL GUIDELINES FOR CONNECTING TO AIR SYSTEM Do’s • The secondary air system (red lines for NAFTA truck) is the preferred connection point for auxiliary devices. However the primary system (green lines) may be used if connections to the secondary system are impractical. NB: Mercedes-Benz vehicles do not have a secondary or primary system.

• Connect to supply lines at/or between service tanks and in-cab control valves only.

• Add drain valves to additional reservoirs.

• Fit a pressure protection valve to each tapping that is set to 450 kPa. Do Not’s • Do not connect to lines between air tanks and relay valve.

• Do not connect to lines between foot valve and relay valves or front delivery to brakes. (Delivery System).

• Do not connect to spring brake lines or lines to emergency system spring brake valve.

• Do not connect to supply (wet) tank or connecting lines.

• Do not tap between check valve at supply line to air reservoir and reservoir port.

The above guidelines apply to accessories only and should not be used for additional axle installations.

3.

RELOCATION OF AIR RESERVOIRS Relocation of air reservoirs may be accomplished with the following precautions: • All air lines and fittings are to be the same size and material as original equipment with no kinking passage restrictions.

• Original air reservoir volumes are not to be reduced.

• Relocation of air reservoir in a direction further from the relay valve will require testing for compliance.

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SECTION 2 – GENERAL GUIDELINES

4.

RELOCATION OF RELAY VALVE The relay valve may be relocated, if necessary, subject to the following restrictions: • Minor relocation without revisions to air lines would be acceptable provided no lines are kinked or restricted in size.

• Routing of all hoses must provide clearance to axle, air lines, and other components, as well as assure adequate hose length throughout all axle articulations.

• Minor length changes and routings of air lines at the rear axle to air chambers are acceptable.

• All fittings, hoses and air lines utilized for the modified installation must be of the same size and specification as the original equipment on the chassis, and installations must be free of kinks and restrictions.

• All fasteners must be equivalent to the specifications of the original equipment.

5.

WHEELBASE MODIFICATIONS (See also – FRAME) A vehicle modifier who chooses to lengthen or shorten wheelbases on vehicles should note that he is responsible for the modification, including revisions to the frame, driveline, wiring, plumbing, suspension, etc. The vehicle modifier must also certify the vehicle for compliance to applicable ADRs and should note the following conditions and instructions: • It is possible to shorten the wheelbase without adversely affecting air brake timing. However, prime movers should not be shortened to a wheelbase shorter than the shortest offered by MBAuP with the same front rear axle combination.

• Rigid vehicles, also, should not be shortened to a wheelbase shorter than the shortest offered by MBAuP. • MBAuP with the same front and rear axle combination for truck service.

Changes to wheelbase rear overhang, relocating of components of body work may require revision to lamp and reflector positions to maintain compliance with Australian design rule requirements.

• It is possible to lengthen the wheelbase up to the maximum wheelbase offered by MBAuP as a regular production option for that truck series without affecting air brake timing. The plumbing for the modified wheelbase should be the same as used by MBAuP in regular production of that longer wheelbase. This will require following the specific model line air brake system schematic and may require the addition of a release valve on the rear axle or to the relay valve signal line.

• It should be noted that a wheelbase change may also adversely effect the steering geometry of the vehicle as the track rod arms offset dimensions have been specified to provide optimum, scrub free, wheel cut angles to achieve a minimum turning circle for the vehicle being modified.

ADR 43/03 limits the turning circle to a maximum of 25 metres.

DAIMLER TRUCKS 2-8 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

SECTION 2 – GENERAL GUIDELINES

6.

WHEELBASE MODIFICATIONS (Cont’d) CENTRE OF GRAVITY The vertical centre of gravity of the completed vehicle has a direct effect on the vehicles’ stopping distance capability. As the vertical centre of gravity increases or the wheelbase decreases, additional weight is transferred to the front axle during a stop, affecting the stopping distance.

7.

NOTE • To ensure the integrity of the air system design is maintained it is recommended that the particular vehicle’s air system schematic is followed – details of which can be obtained from the relevant dealer’s service department.

• Any deviation from the original vehicle specification will become the responsibility of the vehicle modifier.

• All fittings, hoses and air lines used on vehicles with modified wheelbases must be the same size and specification as the original equipment on the chassis.

• There must be no kinking, added elbows, or other air passage restrictions.

• Any wheelbase extensions that require welding of the frame within the wheelbase or suspension areas is not approved by MBAuP.

AUTOMATIC TRANSMISSION 1.

The transmission oil filler tube and dipstick must not be altered by bending, lengthening, or shortening, and must be readily accessible in the engine compartment for checking lubricant level.

2. Adequate tool clearance and suitable access openings for transmission adjustments must be provided. Transmission removal provisions must also be considered.

3. Transmission oil cooler lines should not be kinked, bent, or restricted. All oil cooler lines must be properly retained with adequate clips.

4. The throttle control line must not be bent, kinked, or restricted.

5. Linkage and levers must not be altered and must have provision for adjusting tool clearance.

6. Transmission identification tag must not be removed or destroyed. If the transmission is reworked or replaced, a new tag is required which must be authorised and installed by the Allison distributor.

MANUAL TRANSMISSION 1.

Transmission filler plug should not be obstructed, preventing easy checking of lube level or filling.

2. Transmission oil coolers/filters.

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SECTION 2 – GENERAL GUIDELINES

Production installations should not be modified or removed.

Engine/transmission changes or re-rating or changes in operating conditions may require the installation of a transmission oil cooler system to maintain acceptable transmission oil temperatures.

REAR AXLE 1.

The rear axle vent must not be obstructed in any way. The axle must be free to breathe. If it is not possible to keep the rear axle vent area unobstructed or, if there are environmental reasons for relocation of the vent, the vent system may be revised to provide for a frame mounted remote vent.

2. Under no circumstances may any brackets or any other component be welded to the rear axle housing.

POWER TAKE-OFF INSTALLATIONS 1.

On transmission mounted power take-off installations, the engine-transmission maximum RPM must not exceed the power take-off manufacturer’s recommended PTO maximum power and RPM rating. Power take-off output RPM must not exceed driveline and/or universal joint manufacturer’s recommended maximum RPM and/or driveline angle specifications. It will be the vehicle modifier’s responsibility to properly design and install drivelines so the vehicle and component operation and durability is not adversely affected.

2. On crankshaft driven power take-off installations, maximum take-off power and RPM must not exceed the engine manufacturer’s maximum specifications.

WHEELS, RIMS AND TYRES 1.

Use only wheels with the equivalent load capacity, rim width, rim offset, and mounting configuration as those originally installed on the vehicle.

2. Use only tyres with the equivalent load carrying capacity as those originally installed on the vehicle. Use only tyres of a type and size that are recommended by the vehicle manufacturer and are compatible with the wheel installed on the vehicle. Do not over-or under-inflate tyres, always maintain proper tyre pressure. Never mix radial, bias-belted and/or conventional bias type tyres.

Wheel, rim and tyre fitments must comply with Australian Design Rule ADR 24/00.

Use of any size or type rim, wheel or tyre other than those originally installed on the vehicle as manufactured by MBAuP may adversely affect load carrying capacity, handling, bearing life, ride, and tyre/wheel clearance to the body and chassis components. Also refer to Speedometer (page 2-11) regarding calibration changes.

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SECTION 2 – GENERAL GUIDELINES

STEERING 1.

No alterations to the steering shaft(s) or steering column to steering gear alignment is permissible. Steering column universal joints are not designed to operate at high angles.

2. Steering gear, linkage, or column alteration or relocations are not permissible. Do not restrict steering linkage travel.

3. No vehicle/component alterations are allowed which restrict or prevent steering wheel, column, or intermediate shaft collapse during crash.

4. Use of turn signals, etc., mounted on steering column must not affect steering column angles, steering column travel on adjustable columns or tilt/telescoping motion on tilt/telescoping columns.

5. Steering gear must be accessible for making steering gear mesh load and worn bearing preload checks and/or adjustments.

COOLING Adequate “fresh” air flow must be maintained to all elements of the cooling system, including but not limited to engine, charge air cooler, air conditioning condenser, power steering, transmission, fuel, rear axle and any other cooler fitted to the unit.

Access to these items must be maintained to ensure that when the truck is inservice, any blockage can be easily removed to maintain the operational performance. Driving/fog lights, bug screens, number plates, bull bars etc, plus anything other item mounted to the front of truck or restriction behind the radiator, can restrict air flow through the radiator, impacting on the cooling. Any restriction on the air flow through the radiator must be avoided.

1.

Radiators should not be used as a structural part or hold down for special bodies or equipment.

2. Radiator modification is not recommended.

3. Cooling inlet area should be free from blockages. Caution must be taken with any fitment of a bull bar, and/or driving lights, that they do not adversely affect the intended air flow to the radiator.

4. Fan must never be repaired/modified.

5. Shroud/finger guard should not be used as a load carrying component.

6. Fan spacers and clutch assemblies should not be used as load carrying components.

Radiator Fill Procedure This procedure should be followed when refilling the cooling system to reduce the risk of air locking and subsequent overheating.

• Confirm drain taps and plugs are fitted and closed.

• Open coolant water filter taps (where fitted).

• Place heater temperature control at maximum heat position.

• Fill system (radiator and header tank) to the lower end of the filler neck with the retained coolant. Leave the radiator cap off. Operate the engine at 1,200 to 1,400 rpm for 10 minutes.

Keep checking tank coolant level and add coolant as necessary to maintain minimum coolant level in system.

• Stop engine and add coolant to within 25 mm (1 inch) of the lower end of the filler neck.

Install the cap.

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SECTION 2 – GENERAL GUIDELINES

CHASSIS ELECTRICAL WIRING ELECTRONIC EQUIPMENT PRECAUTIONS Most MBAuP models include electronic controls or modules for engine, transmission or brake systems.

REMOVAL AND INSTALLATION CAUTION: Electronic equipment such as electronic control modules incorporate components that are sensitive to static electricity and care should be exercised when servicing in the vicinity of the dash panel, or during the handling of such equipment.

Some of the components used in these modules are sensitive to static electricity damage at voltage levels far below what the human body can sense. While a person cannot feel or hear the ‘snap’ of a static discharge until the charge is about 3,000 volts, some of the electronic module components can be damaged or weakened by as little as 100 volts.

Use the following safeguards to avoid static electrical damage: 1.

Leave the electronic modules in their original packaging until ready to install in vehicles.

2. Avoid touching module connector pins.

3. Avoid laying modules on nonconductive surfaces.

STATIC CHARGE GENERATION VALUES Relative Humidity Low (10-20%) Activity Volts Walking across carpet 35,000 Walking over vinyl floor 12,000 Working at bench 6,000 Sliding across vehicle seat 25,000

High (65-90%) Volts 1,500 250 100 1,000

3M Static Protection Kit

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ROUTING AND CLIPPING 1.

It is strongly recommended that wiring in areas of heavy rework, or in areas where welding operations are to be performed, be removed prior to the rework operations and reinstalled after the rework is completed. If wire removal is not practical, the wires must be shielded from damage due to the rework and welding heat. All components and wiring must be re-installed as closely as possible to the way it was installed before removal.

2.

Wire routings of newly installed components or wire routing revisions of any MBAuP model line harnesses necessitated by reworks must conform to the following: • Wires routed through holes in sheet metal or castings must be protected by nylon conduit and grommets in the holes.

• Wires should be routed to avoid metal edges, screws, trim fasteners and abrasive surfaces. When such routings are not possible, protective devices (shields, caps, etc.) must be used to protect the wires and when wires must cross a metal edge the edge should be covered with a protective shield and the wiring fastened within 75 mm (3”) on each side of the edge.

• Wires must be routed to provide at least 75 mm (3”) clearance to moving parts, unless positively fastened and protected with conduit.

• Wire routings should avoid areas where temperatures exceed 80°C and a minimum clearance of 150 mm (6”) should be maintained from exhaust system components. Where compliance with this requirement is not possible, high temperature insulation and heat shields are required.

• When wiring is routed between two members where relative motion can occur, the wiring should be secured to each member, with enough wire slack to allow flexing without damage to the wire.

• Wiring to all circuit components (switches, relays, etc.) in exposed locations must provide a drip loop to prevent moisture from being conducted into the device via the wire connection.

• Routing wires into areas exposed to wheel wash should be avoided. When such routings cannot be avoided, adequate clipping or protective shields are required to protect the wires from stone damage.

• Routing wires under the frame side members or at points lower than the bottom frame flange should be avoided to prevent damage to the wires from brush contact in off-road operations.

• The wire retainers and grommets installed by the assembly plant are usually designed to accommodate only the MBAuP installed wires. Additional wiring or tubing should be retained by additional clips. When added wires or tubes are routed through steel metal panels, new holes, with proper wire protection and sealing, must be used.

• All wiring connections to components of the factory-installed system must be accomplished by using the proper mating wire termination. (Connections on studs and ground connections must use eyelet terminations, connections to female bullets must terminate in male bullets, etc.).

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SECTION 2 – GENERAL GUIDELINES

SPLICE/REPAIR When necessary to splice wire for repair or circuit length revisions, the following guide should be followed: 1. Wire ends should be stripped making sure that individual conductor strands are not damaged.

2. When soldering, make sure an adequate mechanical joint exists before applying solder. Use only resin core solder – never acid core.

3. For crimp joints, use butt-type metal barrel fasteners and a proper tool designed for this type of work.

4. Splice joints must be adequately sealed and insulated. Heat shrink tubing is highly recommended to cover soldered and bare, metal barrel, crimp joints. Quality electrical tape can be used inside the vehicle but is not recommended for an outside environment.

5. All sealed joints must be free of sharp edges or burrs that may work through the insulation.

6. For electronic circuits, i.e. speedometer, tachometer, low coolant level, etc. splicing is not recommended and replacement of the damaged wire is preferred. However, if the wire cannot be replaced then soldering of the wires and applying heat shrink tubing over the wire is required. Mechanical splice joints i.e. metal barrel fasteners must not be used.

7. Splicing of speedometer sensor leads to provide a speed signal to auxiliary equipment should be avoided. A dual speed sensor that is capacitively coupled should be used to reduce the potential for electrical interference in the speedometer and the auxiliary equipment.

CIRCUIT PROTECTION 1.

Modification to existing vehicle wiring should be done only with extreme caution and consideration of effects on the completed vehicle electrical system. Circuitry changes should be studied to ensure that adequate circuit protection will exist and that undesirable current paths are not created.

2. Any added circuitry must be protected either by a base vehicle fuse or breaker, or by a similar device provided by the body builder.

3. When adding loads to a base vehicle protected circuit, make sure that the total current draw on the base vehicle protected circuit is less than 80% of the base vehicle fuse rating or less than 100% of the base vehicle circuit breaker rating.

• Total current draw is the sum of the base vehicle circuit current requirement (measured with an ammeter) and the add-on components current requirements.

• Never increase the rating of a factory installed fuse or circuit breaker.

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If the total electrical load on the circuit, after the addition of electrical equipment, is less than 80% of the fuse or 100% of the circuit breaker protection rating in that circuit and less than the capacity of any limiting components (Switch, Relay, etc.), the items to be added can be connected directly to that circuit.

If the total electrical load to be imposed on a circuit exceeds the value of the circuit protection, or the value of some limiting component, the items to be added cannot be added directly to the circuit.

WIRE SIZE AND FUSE SELECTION The wire size and fuse selection table (below) indicates the smallest recommended wire that should be used when splicing or connecting into an existing circuit. It also indicates the maximum recommended current for each fuse.

Smallest Wire Gauge For Various Ambient Temperatures

Fuse or CB 1 Rating (Amps)

Maximum Fuse Operating Current (Amps)

10

8

18

15

12

20

52OC (125OF) Max

93OC (200OF) Max

PVC 2

XLPE 3

22

16

20

18

16

18

14

18

16

16

14

16

12

16

14

25

20

12

14

10

14

12

30

24

10

14

8

12

10

PVC 2

XLPE 3

65OC (150OF) Max.

XLPE 3

Key 1. Circuit breakers can be operated at currents up to the circuit breaker rating.

2. Polyvinyl Chloride (PVC) insulation (SAE J1128 GPT): Not recommended near engine.

3. Cross-Linked Polyethylene insulation (SAE J1128 SXL): Recommended near engine.

If a smaller wire is to be used, or if the circuit being spliced into is not protected by a fuse or a circuit breaker, then a fuse or circuit breaker consistent with the Wire Size and Fuse Selection Table, MUST be installed within 150 mm (6”) of the splice or connection point.

Added devices should be powered from a relay if the operating current exceeds the maximum recommended current. Otherwise, nuisance fuse failures may occur. The operating current includes the current requirements of all devices added to the circuit, plus the current requirements of devices already serviced by the circuit.

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Relays should be installed in accordance with the following: • The existing circuit can be spliced or connected to a new wire that powers one side of the relay coil. The size and insulation of this new (relay coil) circuit MUST be selected consistent with the Wire Size and Fuse Selection Table.

• The other side of the relay coil should be connected to a good chassis ground. WARNlNG – Never splice or connect to an existing ground wire.

• Power for the relay can be taken from any recommended power source. The size and insulation material of the wire that powers the relay and the wire that delivers power from the relay to the added device(s) MUST be selected consistent with the Wire Size and Fuse Selection Table. Note that in most cases, the relay will be powered from a circuit which has no fuse or circuit breaker, and will therefore require a new fuse within 150mm (6”) of the splice or connection.

• Added devices, exceeding the current capabilities of the factory-installed system, are best controlled through the use of a relay or hand-on switch. The coil of the relay can be fed from the circuit in the factory harness (now acting as a signal circuit) with added wiring providing feeds to the added electrical device (The relay selection is important and depends on current requirements, number of cycles expected in the relay lifetime, whether the relay is to be operated intermittently or for long periods of time, and whether the relay is exposed to weather conditions or is installed in a protected area. When the current requirements of a circuit exceed the capacity of an available relay more than one relay can be used if the circuit is wired to split the load).

• Added wire feeds to the switch or relay power contacts should not be tapped into the basic vehicle wiring. Draw power as close to the battery as possible (i.e., the starter motor relay, etc.)

Circuit protection (fuses or circuit breakers) must be provided for all added wiring and should be installed as close to the point of tapped power as possible. The protection device rating should be greater than the combined current requirements of the add-on components: The combined current requirements should be less than 80% of the rating for a fuse and less than 100% of the rating for a circuit breaker.

SPEEDOMETER 1.

Electronic modules requiring road speed signal should obtain a dual output sensor ensuring that the module has a high input impedance (greater than 12K OHMS).

2. Cutting or splicing of road speed signal circuits is not recommended.

3. Changes to tyre size or type and/or a rear axle ratio change may require correction to the speedometer setting (Refer to the specific MBAuP model line Shop Manual and Supplements for setting procedures), and the settings in any electronic engine (Refer to engine supplier representative) to ensure the vehicle meets the speed limiting requirements of ADR 65.

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SECTION 2 – GENERAL GUIDELINES

ELECTRICAL GENERAL PRACTICES 1.

All wiring additions and revisions should comply with procedures described in this section.

2. If horns are relocated, location must be as high as possible with bell mouth of horn pointed downward.

3. If battery location is changed, new location must be adequately ventilated, accessible for servicing, protected from road splash, and incorporate a shockless mounting.

4. If battery location is changed, requiring longer cables, a heavier wire gauge battery cable must be used.

5. If the original equipment battery is replaced by more than one battery or a battery of a larger capacity, the battery charging and power supply circuit must be checked and revised to carry the additional loads.

6. Fog and Driving Lamps.

NOTE: ADR, Federal, State, or local laws may regulate the manner in which the fog and driving lamps are used, or may require additional equipment for the particular use intended for the vehicle. It is the buyer’s/owner’s responsibility to determine the applicability of such laws to the buyer’s/owner’s intended use for the vehicle and to arrange for the installation of required equipment.

MOBILE COMMUNICATION SYSTEMS – WARNING Mobile communication systems, such as two-way radios, telephones, and theft alarms (equipped with radio transmitters), are regulated by Commonwealth legislation.

Any such system installed in a vehicle should comply with those rules and should be installed only by a qualified technician.

Mobile communication systems, particularly if not properly designed for automotive use, or not properly installed, may adversely affect the operation of the vehicle; for example, such systems, when operated, may cause the engine to stumble or stall. In addition, such systems may themselves be damaged, or their operations affected, by the operation of the vehicle.

(Citizens Band (CB) transceivers, garage door openers, and other transmitters whose power output is 5 watts or less, ordinarily will NOT affect vehicle operation).

Because MBAuP has no control over the design or manufacture of such systems, or their installation, MBAuP does not accept any responsibility for any such adverse effects or damage.

DAIMLER TRUCKS 2 - 17 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

SECTION 2 – GENERAL GUIDELINES

WELDING When welding is performed anywhere on the vehicle, precautionary measures should be taken to prevent damage to electrical/electronic system wiring or components.

Prior to welding, parts which could be damaged by excessive temperatures, should be removed or shielded from the heat of the welding process. Battery cables, both positive and negative, must be disconnected at the battery. The welding ground clamp should be positioned as close to the affected welding area as possible.

Disconnect all electronic control modules and devices in close proximity to the area being welded due to the possibility of sneak paths for induced voltage and currents which could damage the electronic component.

The following list of electronic components is provided to give an example of the type of components which should be disconnected but should not be considered as a complete listing.

• Power train Control Module (PCM) Diesel Engines • Governor Control • Shutdown/Warning Electronics • Start/Ignition Controls • Transmission Control Electronics Module • Anti-Lock Brake (ABS) Electronics • Electronic Speedometer/Tachometer In addition, welding cables should never be allowed to lay on, near, or across any electrical wiring or electronic component during welding. After welding, when parts are cool, carefully inspect wiring and electrical components for shorts or other damage which could draw excessive currents and possibly cause an electrical system short when components and batteries are reconnected.

ADDING LIGHTS OR ELECTRICAL DEVICES Caution should be taken to ensure that any new lighting equipment complies with the requirements of the relevant lighting ADR. Specifically, globes must comply with ADR 51.

In no circumstance will MBAuP approve the installation of a higher globe(s) in any of the vehicles lighting assemblies.

Although there are many points in the truck electrical system to connect additional circuits, certain connection points are recommended for reliability and convenience.

Each MBAuP model has recommended connection points with defined allowable maximum electrical loads. Alternative connections or wiring practices are not recommended as certain modifications may result in other circuits becoming nonfunctional.

Disconnect the battery negative (ground) cable prior to any vehicle modification. Upon completion of body or equipment installation, all wiring should be checked for proper routing, etc. to preclude electrical shorts upon reinstallation of the battery negative cable.

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SECTION 2 – GENERAL GUIDELINES

•

No additional electrical connections are allowed to any electronic engine control (eg Caterpillar, Cummins, Detroit Diesel or Mercedes-Benz) system circuits. This includes all electronic engine control circuits to sensors, switches, ground, battery (+) or battery (–).

Proper grounding of vehicle and engine electrical systems is necessary for correct vehicle performance and reliability. Refer to the Engine Manufacturer’s Service Information for each engine as required or contact the nearest Engine Manufacturer’s Service Centre.

Provision is made to add electrical accessories by connection to integrated loom plugs.

Details of these plug locations, ampere ratings and control switch recommendations should be obtained from the relevant model line MBAuP dealer service department.

Note: If the maximum current of an accessory is less than the rating of the circuit protection, an inline fuse must be fitted to protect the accessory.

To facilitate the connection of accessories into the terminal plugs included in the wiring, a wiring connector kit is supplied with each vehicle.

Accessory breakout plugs include an earth wire through to the main earthing junction point.

Accessories should be earthed to this circuit with all original equipment earthing connections and straps between components being retained to reduce electrical interference.

Trailer Socket Terminal Connections 1 2 3 4 5 6 7

Left flasher Reversing signal Earth Right flasher Not used – (Trailer Auxil – switched relay) Brake (stop) light Tail lights – operated by the “Park/Headlight” switch

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SECTION 2 – GENERAL GUIDELINES

SPECIAL INSTALLATION GUIDELINES LIGHTS CONTROLLED BY HEADLAMP SWITCH MBAuP models use a separate circuit breaker for auxiliary lighting circuits. Connections to any point in the circuits controlled by the headlamp switch will be on the auxiliary circuit breaker. If the total load on the headlamp circuit breaker exceeds the breaker rating, the headlamp circuit breaker will open.

Additional lights must be connected to drive lamp (or fog lamp) connectors at the front bumper.

The relays and circuit breakers for additional lights are located in the power distribution box.

LIGHTS CONTROLLED BY STOP LAMP SWITCH The stop lamp switch is an air switch operated by air pressure in the brake system (with the exception of the Mercedes-Benz which is a mechanical switch mounted on the brake pedal).

These switches are designed for maximum loads usually less than the fuse or circuit breaker in the circuit but ample for normal stop lamp loads. Additional loads will require additional relay, circuit breaker, power and earth wiring.

TURN SIGNAL LAMPS Adding lamps to these circuits may cause malfunction of the load sensitive flasher unit. A relay must be used and the circuit checked for proper functioning of the load sensitive flasher unit. (i.e. removal of front or rear globe should cause an increase in flash rate).

ADDED LIGHTS OR ACCESSORIES CONTROLLED BY ADDED SWITCHES The added switches and wiring must have sufficient electrical capacity for the accessory load and must be protected by appropriate fuses or circuit breakers. Also, added current draw must not cause total loads to exceed capabilities of the base vehicle wiring.

For load requirements beyond the base vehicle systems capability, separate feeds and circuit protection must be supplied by the vehicle modifier.

Draw power from the battery (most conveniently at the starter motor relay) with adequate protection to avoid damage to the vehicle as a result of overloads or short-circuits. See previous items for detail.

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SECTION 2 – GENERAL GUIDELINES

RADIO FREQUENCY INTERFERENCE (RFI) – PRECAUTIONS During modifications to the vehicle, vehicle modifiers should take the necessary precautions to maintain the RFI integrity of components. Precautionary procedures and components listed below are examples and do not necessarily represent a complete list.

• All components required to suppress RFI emissions, which are removed during service, repair, or completion of the vehicle, must be reinstalled in the manner in which they were installed by MBAuP. • Metallic components installed on the body or chassis must be grounded to the chassis.

• Electronic circuits are to be located a minimum of 200 mm from electrical noise sources, i.e. alternator wiring, tachometer circuits, starter motor and associated wiring as well as any other noise sources. With very sensitive circuits it may be necessary to shield the circuits as well.

• Only “static conductive” accessory drive belts should be used. Fan, water pump, power steering and other belts should be of the OEM type or equivalent that will not build up a static electrical charge.

• Electrical grounds on all components must be retained.

ELECTRONIC GROUNDING DEVICES To reduce the effects of intermittent operation and EMI, all electronic devices added to the vehicle are to be grounded at the battery or ground plane.

• If the ground plane method is selected resistance between the battery negative terminal and ground panel(s) must be less than 200 milli OHMS. • When attaching to ground planes use a serrated eyelet and ground screw/bolt, zinc and iridescent chromate plating (S-36 Finish) minimum 72 hour corrosion requirement, protected from the harsh environments, i.e. road splash, vehicle fluids.

• Ground connections to sheet metal shall not be made via punched/pierced hole but by extruded hole or weld nut: Drill point screws are not recommended to ground low signal devices.

• Sensors and actuators of an electronic module are to be grounded at the same vehicle location.

• Metallic components installed on the body or chassis must be grounded to the chassis.

BATTERY ISOLATION SWITCH INSTALLATION Prior to installing a battery isolation switch, ensure it is of a suitable type: e.g. Engine ECM power circuit or alternator protection circuit.

Consult the engine supplier/agent to determine the engine’s minimum requirement for maintaining and protecting the electronic component.

AUXILARY AND ACCESSORY FITMENT - GENERAL Radios, CB’s, TV, fridges etc must be adequately supported and mounted to ensure the component does not vibrate and/or damage the truck in anyway. Any potential rust source must be treated appropriately. Exposed edges, where component rubbing may occur, must be protected. Any additional electrical component must have individual circuit protection.

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SECTION 2 – GENERAL GUIDELINES

FIFTH WHEEL MOUNTING RECOMMENDATIONS AUSTRALIAN STANDARDS The selection and installation of fifth wheels or turntables is governed by a number of factors e.g.

• Australian Design Rule ADR 62 – Mechanical Connections between vehicles.

• Australian Standard AS1771-1996 – Installation of fifth wheels and turntable assemblies.

This Standard provides performance requirements and recommendations for the installation of fifth wheel assemblies. It covers fixed base and turntable based fifth wheels.

• Australian Standard AS 1773-1996 Articulated vehicles – fifth wheel assemblies.

Specifies D-value ratings.

D-Value – is a rating based on tests to determine the dynamic longitudinal force experienced by the “coupling” (fifth wheel, king pin, drawbar, etc.) for a particular vehicle combination and load.

Where components of differing D-Values are connected in a vehicle combination, the lower D-Value determines the rating of the combination.

D-Values are rated in kilo newtons although this unit is not usually stated e.g. 50 mm fifth wheel rated at 165 kilonewtons is marked 50/D165.

• Australian Standard AS2174-1994 – Articulated vehicles – Mechanical coupling between prime movers and semi trailers – inter-changeability requirements.

This Standard is in two parts. Part 1 Non-dedicated combinations.

Part 2 Dedicated combinations. Nominates dimensional requirements based on fully laden conditions.

• Dimensional limitations of prime-mover, trailer and equipment installations. Dog and pig trailer couplings are governed by AS2213 – 1984 – 50 mm Pin-type couplings and draw bar eyes for trailers.

ADR62 contains specifications for 127 mm ball couplings, hook couplings and tow-bar, draw-bar and safety chain requirements.

In addition, Federal, State, Territory or industry requirements may be applicable for specific operating conditions.

Note – Australian Standards: The number and date of Standards should always be stated to ensure the latest version is being used.

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SECTION 2 – GENERAL GUIDELINES

FIFTH WHEEL MOUNTING ANGLES The factory supplied mounting angles are part of the vehicle frame system and should not be altered or replaced with non-specified sections without MBAuP or “Recognised Engineer” approval.

PROHIBITED PROCEDURES WHEN MOUNTING FIFTH WHEELS o Welding mounting angles to side rails or welding any structure or component to angles after the angles are positioned on frame side rails. o Mounting fifth wheels directly to frame side members. o Mutilating side members and cross members. o Attaching stop blocks directly to frame side members o The use of U-bolts for attaching mounting angles. o Drilling of chassis member flanges.

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BULLBAR AND BUMPER BAR INSTALLATION GUIDELINES Specific types of bull bar construction limit the designed flow of air contributing to overheating, reduced engine operation and premature failure of components.

The following table shows the effects of various types of bull bar sections.

SECTION (Direction of air flow Î ) Square

SUMMARY

Identified as the worst performer. Caused airflow eddies (reverse flow). The wake flared to twice bar width and widened.

Not recommended.

Rectangular Showed major variations in airflow with eddies which had an adverse effect on cooling module air flow.

Not recommended.

Tube Showed wide wakes and some turbulence although these are lower than square or rectangular sections.

Not recommended.

I Beam Found to cause major disruption to airflow with the effect of masking critical sections of the frontal area of the cooling module.

Not recommended.

D section

Alternative to D section

Boat-tailed D Section

Ellipsoidal

Air flow disturbance in the “D” and “Alternative D” section was less than other sections tested with the wake being narrower and with less turbulence.

One of the preferred sections.

No significant benefit over D section detailed above.

This section was found to have the best wake properties of the sections tested. The ratio of width to length has an effect on wake form and resultant turbulence.

One of the preferred sections.

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SECTION 2 – GENERAL GUIDELINES

BULLBAR VERTICAL BARS The position of the vertical bars of the bull bar have an effect on air flow.

Maximum separation of the vertical bars is recommended, the limit being the “line of sight” of the headlamps and turn signal lamps.

BUMPER TO GRILLE AIR GAP The original equipment bumper and grille design has a surrounding air gap which has been developed to allow adequate airflow to the cooling module. These air gaps must be maintained when bull bar assemblies are installed on MBAuP models.

The fitting of additional driving lamps and their mountings and supports must not interfere with the air gap requirement.

RECOMMENDATIONS 1.

Preferred bar sections are ellipsoidal or D section. The addition of a plastic or rubber half-moon sections, retained by screws or rivets in a permanent manner, to the forward face of a rectangular section is an acceptable alternative.

2.

Outer vertical bars should be placed as far apart as possible. Line of sight of the headlamps to be the limiting factor noting that the requirements of Australian Design Rules must be maintained. Refer to Australian Design Rules (ADRs): •

6/ ---

Directional indication lamps.

•

13/

---

Lighting and light-signalling devices.

•

45/

---

Lighting and light-signalling devices.

•

46/

---

Headlamps.

Front & rear position (side) lamps, stop lamps and endoutline marker lamps.

If a centre bar is required it should be of a section and placement to create a minimum disruption to airflow.

•

3.

49/

---

The original equipment air gap dimensions below the front fender/grille lower edge must be maintained in both the horizontal and vertical planes, refer below.

75 mm

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SECTION 2 – GENERAL GUIDELINES

BODY MOUNTING INTRODUCTION NOTE: The correct installation of a specific body is the responsibility of the body builder and/or vehicle modifier.

The following guidelines refer to general applications.

It is important to ensure that the body or equipment is fitted to the vehicle chassis in such a way that the load imposed on the chassis is transmitted correctly. At the same time, the securely mounted body or equipment must allow the vehicle chassis frame to flex. Vehicle modifiers should ensure that the equipment to be installed and the chassis are compatible and that the attachment of the body and/or equipment or vehicle component modification does not affect the durability or stability of either the vehicle or any components.

LEGAL REQUIREMENTS Bodywork and equipment installations must comply with State, Territory and Federal legal requirements. Before making any changes to the chassis, the vehicle modifier should establish whether Australian Design Rules will be affected and how compliance will be established. Failure to do this may result in the registering authority refusing to register the vehicle.

CENTRE OF GRAVITY The height of the centre of gravity of the body and payload should be kept as low as possible to maintain vehicle stability.

The transverse position of the centre of gravity must be as close as possible to the centre line of the vehicle to minimise the effects of an offset load.

GROUND CLEARANCE The mounting of body work and installation of special equipment may affect vehicle ground clearances. The angle of departure may be reduced to accommodate such items as a rear entrance step or tail lift but the vehicle modifier must take into account vehicle operation. e.g.

Angle of departure

– 10° highway/sealed road operation – 35° off road

Angle of approach (typical) with bumper (airfoil) - 25° Standard bumper - 32°.

ADR 43/03 also defines ground clearance requirements.

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BODY LENGTHS AND LOCATION When selecting the length of the body and ancillary equipment, it should be ensured that the recommended axle loadings, for the model under consideration, are not exceeded.

Payload, body and equipment location should be adjusted accordingly. If methods of loading or unloading result in either axle becoming overloaded then the location of the body or its length must be revised.

In addition the State, Territory and Federal requirements for maximum allowable body rear overhang for a given wheel base must also be followed.

For permissible axle loading specifications and maximum allowable body lengths for each truck model, please refer to the appropriate sales specification sheet.

INTERFERENCE AND ACCESS TO CHASSIS COMPONENTS When mounting a body it is essential to avoid fouling the electrical wiring or brake pipes, hoses and equipment. Bodies must be detachable without disturbing any vehicle components or brake and electrical connections.

LONGITUDINAL RUNNERS The imposed loads from the body to the chassis frame must be applied to the side member at equal, or nearly equal, intervals along the chassis frame. Current practice is that body builders generally specify longitudinal runners. The runner may be an integral part of the body work.

LONGITUDINAL RUNNERS - STEEL OR ALUMINIUM To ensure gradual section change the front of the runner should be tapered as shown: Alternative

Longitudinal Runner Taper 1. 35° Taper ± 10° 2. Longitudinal runner 3. Chassis frame 4. 10 mm minimum radius DAIMLER TRUCKS 2 - 27 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

SECTION 2 – GENERAL GUIDELINES

LONGITUDINAL RUNNERS - TIMBER Timber sub-frame runners must be made from good quality kiln dried hardwood. The runner must be in contact with the chassis main frame along its entire length and chamfered at the front as detailed for metal runners.

The method of mounting a timber runner is as described for a metal runner except it is recommended that cleat plate brackets have slotted holes and that a gap of 5mm is maintained between the faces of outrigger brackets to allow for shrinkage.

LONGITUDINAL RUNNER CROSSMEMBERS It is recommended that the cross members fitted to longitudinal runners for all types of body are located at the chassis/runner mounting points.

FRAME BRACKETS The frame mounting brackets to attach the sub-frame may be of alternative designs; cleat plates or cast or fabricated outrigger brackets with cleat plates at the rear spring locations.

TYPICAL MOUNTING BRACKETS AND CLEATS

1. Cast Outrigger Mounting Bracket

2. Fabricated Outrigger Mounting Bracket

Note 1. 16 mm diameter hole or 16 mm x 20 mm slot

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SECTION 2 – GENERAL GUIDELINES

3. Cleat Plate Mounting Bracket

4. Cleat Plate – Outrigger Bracket

NOTE: Offset holes typical only.

Dimension A = 50 mm + Hole Radius.

Other dimensions typical.

Allowance at the Mounting Bracket for Timber Shrinkage 1. Timber runner.

2. Slotted Holes.

3. Cleat Plate.

4. Outrigger brackets.

5. 5 mm gap (Balata strip).

U-BOLTS Although U-bolt mounting may be necessary for some installations, it is strongly advised that body mounting cleats or brackets are used wherever possible to prevent damage to the frame and movement of the body. U-bolt mounting must not be used if it is necessary to relocate chassis components, to fit the frame spacer or U-bolt.

The location of U-bolts should be as close as is practical to the mounting position recommended for frame mounted brackets. It is essential to provide positive longitudinal fixing. If a metal runner is used this can be achieved by attaching the runner to the chassis top flange by using the rear cross member fixing holes. Timber runners can be secured by using a cleat plate from the main chassis.

Metal spacers must be fitted between the flanges of the main chassis frame and metal runner. The spacers must be adjacent to the inside leg of the U-bolt and a firm fit at each mounting point. They should be positively located by the inner leg of the U-bolt and include a stop to prevent rotation about the U-bolt. Timber spacers are not acceptable.

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SECTION 2 – GENERAL GUIDELINES

A. Block Type.

B. Channel Type.

C. Angle Type.

Chassis Frame and Runner Spacers.

1. 20/25 mm.

2. Location for inner leg of U-bolt.

The U-bolt clamp plate must have sufficient strength to resist bending within itself to prevent distortion to the chassis frame flange. The legs of the U-bolts should be as close as possible to the frame web and the edge of the flanges. A minimum clearance of 10mm is required between all vehicle service components such as wiring and brake pipes.

The illustration below shows recommendations for U-bolt installation to secure metal and timber runners.

Metal Runner – Timber Runner 1. High tensile U-bolt.

2. Runner.

3. Locators welded to spacers.

4. Metal spacers.

5. Clamp plate.

6. Lock nuts.

7. Recommended U-bolt centres: 115 mm 8. Chassis side member.

9. Steel capping for timber runners.

WELDING OR CUTTING Body mounting brackets must not be welded to the main chassis side members.

Welding to cross members is not recommended.

When welding cleat plates to a longitudinal runner make sure that wiring or brake pipes are not damaged.

During drilling and/or mechanical cutting operations, ensure that brake lines, fuel lines and electrical equipment are protected from damage.

WARNING Before carrying out any welding, disconnect the alternator, regulator and batteries.

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VAN/BOX BODIES The method of mounting box bodies must conform to the methods described above except that if a box body has sufficient strength to be self-supporting, the longitudinal runner may be omitted. The body cross bearers can rest on, but not be attached to, the chassis top flange. The cross bearers must be located at the bracket mounting points.

All box bodies should incorporate a resilient mounting at the front bracket, whatever the design of bracket selected (i.e. pedestal, cleat, etc.)

Resilient Front Mounting 1. Cross member or longitudinal.

2. Minimum 5 mm space between sub-frame bracket and Chassis bracket.

3. Outrigger mounting bracket 4. Self-locking nut 5. Rubber shock absorbing material or disc spring washer device.

6. Flat washer.

Note: Item 5 must be selected from available proprietary components.

To avoid high local stress points, full frame depth front body mounting brackets must not be used to attach a body cross member sub-frame or outrigger brackets to the chassis web.

The body work must not be connected to the cab sheet metal in any way. Sufficient strength must be built into the front of the body to withstand the weight of the payload during rapid braking of the vehicle.

Special attention should be paid to the design and location of this type of body work to ensure that the front axle is not overloaded, and that the position of the centre of gravity does not impose excessive dynamic front axle loads under braking.

On models with a load area over the cab, a notice on the fascia panel should indicate the maximum weight it may carry when uniformly loaded to the maximum GVM. TIPPER BODIES Due to the variations available, specialist advice (from the body builder) should be obtained.

To obviate movement between the chassis and the tipper body, it is essential that correctly designed and located body guides and landing pads are provided. Otherwise chassis frame failures will result from hammering action between body and frame.

There must be a minimum clearance of 20 mm between the tipper body equipment and chassis equipment such as brake pipes and hoses, electrical equipment, suspension components and wiring. Ensure the body tailgate does not foul any components at the rear.

The body must have sufficient strength and rigidity to minimise deflection under load to avoid damage to the chassis and sub-frame.

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TANKER BODIES Legal Requirements Reference should be made to all legal requirements of registration to ensure compliance of the final product. Special items that may have to be provided are cab protection (fire screen), battery screening, exhaust location, insulated electrical equipment in armoured conduit and separate earth return cable.

TANK MOUNTING Tanker bodies are rigidly constructed and torsionally stiff and require specialised mountings to avoid local high stress points in the main chassis frame.

It is essential that the tanker body is able to ‘float’ on the chassis and not affect chassis flexibility. At least three pairs of resilient mounts must be used to support the body.

The front mount must be located as close to the front of the tank as the chassis components will allow. The inter mediate mounts must be as close as possible to the rear spring front bracket and the rear mount as near as possible to the rear spring rear bracket. For wheel bases exceeding 5,000 mm, a fourth mounting should be fitted midway between the front and intermediate mounting.

Seek specialist advice.

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SECTION 2 – GENERAL GUIDELINES

TORQUE SETTINGS FOR SERVICE/REPAIRS HARDWARE (IMPERIAL) FINE AND COARSE THREADS Diameter (Inches) Grade 1/4 5 5/16 5 3/8 8 7/16 8 1/2 8 9/16 8 5/8 8 3/4 8 7/8 8 1.0 8 HARDWARE (METRIC) COARSE THREADS Diameter (mm) Class 6 9.8 8 9.8 10 9.8 12 9.8 6 10.9 8 ” 12 ” 14 ” 16 ” 20 ”

lb-ft 8 15 35 60 90 130 180 260 420 640

Nm 11 20 50 80 120 175 245 350 570 860

Nm 10 25 52 75 15 35 100 160 250 490

lb-ft 8 20 38 57 10 25 75 120 180 355

PIPE THREADS – Tighten minimum two turns past hand tight.

DIRECTIONAL FITTINGS – Position by positive tightening only.

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SECTION 2 – GENERAL GUIDELINES

VEHICLE MODIFICATIONS INTRODUCTION As noted elsewhere in this publication, considerable effort has been made in building a vehicle which complies with commercial and regulatory requirements.

The decision to depart from a standard build vehicle should not be taken lightly or “on the run” – considering the legal significance of rendering a vehicle non-standard.

The range of modifications requested by the vehicle end-user is extensive.

Most vehicle manufacturers would have their own horror stories of modifications made to a vehicle “to improve it”.

There are a number of skilled modification workshops available to ensure rational and technically responsible modifications are made to suit specific requirements.

The National Code of Practice for Heavy Vehicle Modifications (refer page 1-1), after initial development by industry organizations, has been released to ensure that: • Heavy vehicles which have been modified prior to first sale meet the requirements of the applicable Australian Design Rules.

• Heavy vehicles modified in service meet standards acceptable to registration and regulatory authorities.

The following subjects reflect items which have been found to be the most common queries and comments in regard to MBAuP heavy commercial vehicles.

FRAMES The frame rails of MBAuP models are hardened steel sections, tempered and shot blasted before painting.

Frame designs are generally conservative to cater for the wide range of applications that a vehicle may encounter. Major changes in wheel base, axle ratings or application may reduce the capabilities and safety of the frame (and vehicle) in service.

EFFECT OF SUSPENSION ON FRAMES As axle loads have increased, the use of heavier road springs which do not deflect as readily under load to absorb road shock has led to more flexible frames.

Changes to springs may generate adverse frame reaction due to the springs being over-rated for their loading and therefore not functioning correctly.

In addition, cross members have reduced in size and the method of fixing to the frame has changed to permit flexibility.

WELDING OF FRAMES The welding of high strength (high tensile) frame rails is not a recommended practice but is an industry recognized procedure for frame extensions or repairs if carried out correctly. Welding within the wheelbase or suspension area for a wheelbase extension as previously advised is not permitted.

In some cases, frame failure due to operational conditions or poorly mounted after-market bodies may require the repair of a frame rail in service.

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As frame welding is not recommended, warranty cover cannot be given by MBAuP for frame welding as a modification or repair in service and MBAuP does not accept any responsibility for modifications or repairs which include frame welding. Such work and its resultant effects depend wholly on the quality of workmanship and materials used by the vehicle modifier/repairer.

Recognising that frame rail welding may be required in service, the following data is supplied as suggested practice.

PREPARATION OF JOINT FOR WELDING FRAME • Locate position of join or repair.

• Cut the pieces to the proper shape as shown below.

• Tack weld on run-off blocks.

• Preheat to 24 to 52OC (75 to 125OF) and weld join.

• Grind the ends as shown in Figure 1 below, so a full penetration weld can be made as shown in Figure 2.

• Although sanding the joint is desirable from an appearance standpoint, care should be taken not to “hollow grind” the weld. Small depressions can greatly reduce the strength of the frame. Normally, any cracks that form will follow the grind marks, therefore, it is advisable to hold the sander so the grind marks are parallel to the length of the frame.

Frame Shape

Left-hand rail shown (RH rail is opposite)

DAIMLER TRUCKS 2 - 35 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

SECTION 2 – GENERAL GUIDELINES

ELECTRODE (STICK) WELDER Hydrogen controlled, basic, low iron powder electrode AWS spec A5.5 E11018, E12018, E11016 (alternative) Australian Standard AS1553-2, E7018M MIG WELDER Wire to AWS spec A5.18 ER70S Australian Standards AS2717.1 ES6-GC-W503H o Do not exceed 177°C (350°F) interpass temperature. o Two passes may be required. o Recommended welding speed 115-125 mm (4 1/2-5 inches) per minute. o Chip and back grind outside joint to approximately 6 mm (1/4”) to sound metal. o Single pass weld on outside of frame. o Remove run-off blocks and grind joint smooth.

Grind parallel to length of frame. Recommended grit - 300 grit.

The finished join should be the same thickness as parent rail with no notches at flange edges.

KEY ITEMS o Preparation - workmanship. o Limited heat input. o Elimination of possible stress concentrations.

PRECAUTIONS: o Avoid right angle frame cuts which will substantially reduce the frame rail fatigue strength. o Cutting and welding should be carried out to present a minimum amount of annealed material in any vertical section of the frame. o Locate the cut-line/repair and cut and grind for a line to line fit. The degree of workmanship for this is important. o Frame flanges should not be drilled or welded (full width repairs excepted). o Do not weld brackets or stays across flange. o Consult welding consumables supplier for specific electrode/wire specifications and procedure. o Welding of cross members not recommended.

DAIMLER TRUCKS 2 - 36 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

SECTION 2 – GENERAL GUIDELINES

DRILLING OF FRAMES SUGGESTED PRACTICE FOR DRILLING HEAT TREATED (HIGH TENSILE) SIDERAILS Use H.S.S. Cobalt Drills – with cutting fluid, soluble oil, sulphurized oil or lard oil.

RECOMMENDED DRILL SPEEDS AND FEEDS (HEAT TREATED (HIGH TENSILE) FRAMES)

NOTES FOR ABOVE TABLE • Although drill speeds, in revolutions per minute (rpm), decrease as drill diameter increases, the peripheral or surface speed should be practically constant for all diameters for a given material).

• The feed rate should increase as the drill diameter increases.

• In the dotted line example above – to drill a 1/2 inch diameter hole, use 0.008” feed rate at a drill speed of 350 – 370 rpm. * FEED – INCHES PER REV. Generally it is more satisfactory to use light feeds, as a straighter hole can be produced than when the drill is forced.

DAIMLER TRUCKS 2 - 37 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

SECTION 2 – GENERAL GUIDELINES

VEHICLE LEAN Vehicle lean (usually viewed from the front of the vehicle) is a readily visible annoyance.

The installation of hydraulic or fuel tanks, extra equipment or misaligned bull bar or hood installation are typical causes of vehicle lean (assuming the front springs have not been altered and tyres are correctly inflated).

Frame “twisting” or spring changes to correct the complaint are not recommended or approved. Spacers of suitable material and dimensions should be used between front spring and axle beam. Lean tolerance (measured at bumper bar ends) is 25 mm (1 inch). A spacer fitted to the axle pad corrects lean at the bumper bar end by approximately three times spacer thickness.

If fitted, the caster wedge should be fitted on top of the axle beam e.g. spacer between wedge and spring.

DO NOT attempt to rectify lean tolerances less than 25 mm (1”).

FRAME RAKE (Nose up/nose down) Vehicle design is usually based on a level frame for the applicable components e.g. steer axle caster, steering linkage, driveline angles.

Changes to the original frame rake caused by replacement of, or changes to, the front springs or changes to the rear suspension components may result in the frame rake exceeding the design tolerance.

VEHICLE ALIGNMENT It is now commonly accepted that “whole vehicle” or “whole combination” checking must be used when reviewing vehicle alignment.

The instructions supplied in shop manuals or for the equipment available should be used in setting up and checking.

STEER AXLE Alignment to frame – misalignment exceeding 3 mm (1/8”) measured parallel to the frame should be rectified before wheel alignment checks.

FRONT WHEEL ALIGNMENT SPECIFICATIONS For specification details refer to the relevant model line service manual which includes the following: a.

Set toe-in to minimum with radial ply tyres. b.

The actual toe-in can vary front axle load from the empty vehicle condition (as built) to the customer normal operating condition (complete vehicle and normal). c.

The tee-in and camber specifications provided are always for an empty vehicle condition. d.

The caster specifications shown are with the frame level from front to rear. Measure front to rear from angle when checking alignment and compensate as follows. If the front of the frame is lower than the rear, the actual caster angle, is obtained by adding the frame angle to the caster angle shown on the checking equipment. If the front of the frame is higher than the rear, subtract the frame angle from the caster angle shown on the checking equipment.

DAIMLER TRUCKS 2 - 38 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

SECTION 2 – GENERAL GUIDELINES

NOTE: Caster should be checked when the vehicle is empty. e.

The steering wheel stop bolt does not normally require adjustment. To check for proper length, measure from the machined surface on the steering arm or spindle to the top of the bolt.

NOTE: Bending of axle beams is not approved.

REAR AXLE(S) Rear axle alignment should be measured parallel to frame with the axles being “square” to the frame.

Depending on suspension type, adjustment may be carried out by shims or other methods.

Misalignment exceeding 3 mm (1/8”) frame to axle/axle to axle should be corrected.

DAIMLER TRUCKS 2 - 39 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

SECTION 2 – GENERAL GUIDELINES

Notes …………………………………………………………………………………………………………………………………… …………………………………………………………………………………………………………………………………… ………………………..………………………………………………………………………………………………………… …………………………………………………………………………………………………………………………………… ……………………………………………………..…………………………………………………………………………… …………………………………………………………………………………………………………………………………… …………………………………………………………………………………..……………………………………………… …………………………………………………………………………………………………………………………………… ………………………………………………………………………………………………………………..………………… …………………………………………………………………………………………………………………………………… …………………………………………………………………………………………………………………………………… ………..………………………………………………………………………………………………………………………… …………………………………………………………………………………………………………………………………… ……………………………………..…………………………………………………………………………………………… …………………………………………………………………………………………………………………………………… …………………………………………………………………………………………………………………………………… …………………………………………………………………………………………………………………………………… …………..……………………………………………………………………………………………………………………… ……………………………………………………………………………………………………………………………………

If you have noted any updates, corrections or requirements for new information, please let us know either by contacting MBAuP Truck Engineering or faxing this sheet to:- Data Book Update (03) 9566 6282 for inclusion in the next edition. We value your input, please include your details:Notes by ………………………… of ……………………………, Contact # …………………………. .

DAIMLER TRUCKS 2 - 40 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

Page FREIGHTLINER BULLBARS AND ENGINE COOLING

3-2

STERLING BULLBARS AND ENGINE COOLING STERLING SLEEPER BOX INSTALLATION

3-6 3-10

MERCEDES-BENZ ADDITIONAL MATERIAL BULLBARS AND ENGINE COOLING MODEL CODE STRUCTURE STRUCTURE OF THE ISO VIN STRUCTURE OF BAUMUSTER POWER TAKE OFF’S (PTO’S) SUB-FRAMES SECTIONAL GUIDELINES SUB-FRAME MOUNTING – ATEGO / AXOR / ACTROS REFERENCE INFO. & ELECTRICAL CONNECTIONS POINTS BODY BUILDER’S DRAWINGS

3-11 3-12 3-16 3-17 3-18 3-21 3-30 3-33 3-40 3-46

Note:Unless otherwise detailed, Vehicles Standards Bulletin # 6 – Heavy Vehicle Modifications, a National Code of Practice, illustrates the minimum requirements for vehicle modifications.

In all cases, compliance with the applicable Australian Design Rules, legislated requirements and manufacturer’s guidelines should take precedence in vehicle modifications.

DAIMLER TRUCKS 3–1 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

FREIGHTLINER BULLBARS AND COOLING The following data covers ADR80/00 models, but is relevant and applicable to illustrate the issues and situations for other models.

Many factors affect the performance of the truck’s cooling system, not only radiators and coolant. The cooling system is pressurised, has ethylene glycol as a coolant additive, has gauges that can register above 100 °C and by-pass engine coolant thermostats to manage engine temperatures.

Engine Company Initial Factory Settings, ADR80/00 models Settings for Selected Engines

MBE4000

Cooling Fan on Temperature (ºC) (1) Coolant Temperature Warning Lamp.

Engine Shut down, if enabled. (ºC) (2) Thermostat:Starts to Open (ºC) Fully Open (ºC) Radiator Cap – Minimum Release Pressure (kPa) (3)

96 105 110

C-12 96 103 110

83 95

88 98

88 98

82 93

88 96

70

48

62

50

62

CAT

Cummins C-15 ISX 102 99 108 104 112 NA

Detroit S60 98 104 106

Note:(1) Other factors, such as Air/Con, air intake manifold temperature and PTO operating status may also turn the fan ON at low engine water temperatures.

It is typical for a normal operating cooling system to have the fan regularly cycling on/off.

(2) When the “Coolant Temperature Warning Lamp” illuminates, the engine will begin to de-rate (produce less power and torque) in order to reduce the heat load on the cooling system. This will encourage the operator into preventative action.

If the “Engine Shut Down” feature is enabled, a flashing “Engine Shut Down Lamp” will provide an approximately 30 second warning, allowing the driver to park the truck, before the engine completely shuts down.

The OEM Engine Company settings can be changed, don’t rely on them to cover up for a poor drivers.

(3) Typically, Argosy has a 110 kPa (16 psi) and CST/Columbia have 105 kPa (15 psi) radiator pressure caps. The release pressure is stamped on the cap.

DAIMLER TRUCKS 3–2 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

Engine Thermostats All modern diesel engines use a bypass coolant thermostat. It is designed to control the engines normal operating temperature more precisely. When “cold” the coolant bypasses the radiator, circulating only around the engine. When “hot” all the coolant is sent to the radiator for cooling. Between these two points the ratio of coolant sent to the radiator varies depending on the coolant temperature.

Gauge Accuracy All gauges and sensors have a measurement tolerance. The instrument panel temperature gauge is the one component that’s accuracy may vary. While Freightliner trucks have numbered graduations on the temperature gauge, some manufactures have fixed this operator concern by removing all the temperature graduations from the gauge and simply leaving coloured indicator bands on the face of the gauge.

While the absolute measured temperature is indicative on the engines temperature, the key is noting the change in the needles normal position. Whether the needle moves up or down from it’s normal operating position, both situations require servicing.

The most reliable temperature warning indicator is the high temperature warning light located in the instrument panel light cluster. Additionally there is a warning indicator for low coolant level.

Routine and Regular Servicing is a must.

A Radiator and Charge Air Cooler (CAC) package full of bugs, dust and dirt won’t do their jobs. Bug screens at the front will help, but they too will need to be cleaned regularly.

Hoses, clamps, coolant, fan clutch and belts also need regular attention.

The radiator and CAC need to be separated and cleaned. The system and radiator cap should also be pressure tested.

Air Re-Circulation Under the Cab or Bonnet If there is a restriction in getting cool air into or hot air away from the radiator, it is highly likely the air will simply re-circulate around under the bonnet (or cab). The fan will suck the hot air through the radiator from around the engine. This can happen when poorly designed bull bars, driving lights, fine bug screens or similar items are fitted restricting air into the radiator.

Re-Circulation Shield – CST120 Integrated Bug Screens An example of Re-Circulating Air Under the bonnet

DAIMLER TRUCKS 3–3 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

Bull Bar Design Bull bars are primarily designed to protect the front of the truck from large animal strike which would otherwise disable the truck.

However, bull bars must still conform to the ADR’s for Lighting and the truck manufacture’s requirements for cooling system integrity. Bull bars must maintain and reflect the openings in the bumper/grille gap provided in the OEM supplied bumper bar with a mesh of at least 70% opening.

Argosy

Century Class

Columbia

Positioning anything in front of these openings, such as bull bars, driving lights, bug screens etc. will reduce air flow through the radiator and will impact on the trucks cooling performance.

As a guide, the Argosy must have the internal spacing of the bull bar’s vertical bars of at least 860 mm, while for the bonneted trucks, the grille must not be covered.

If the bull bar’s horizontal bars cross the opening of the grille, they must be forward of the grille twice the diameter of the bar.

Coolant Additives – Typically Ethylene Glycol Based.

In Australia, “Anti Freeze” is MORE important during our hot summers than our mild winters. Coolant does more than reduce the freezing point of water, it protects the engine from corrosion, it is a wetting agent - getting the water to stick to the walls to improve heat transfer and reduces the destructive effects of pump cavitation.

Each engine supplier has their own coolant additive package, which are all slightly different. Don’t mix different coolants, as some have been found to be incompatible leading to cooling system problems. If changing coolant type, drain and flush the system to eliminate any potential compatibility problems.

DAIMLER TRUCKS 3–4 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

Check coolant concentrate regularly which is more than just checking it’s colour. Always top up with mineral free water and the additive package in order to maintain the correct chemical balance. Most suppliers recommend the use of 50:50 mixes.

All Freightliner trucks are filled with Freightliner coolant, which meets all the requirements of the engine manufacturers standard warranty and service intervals. It has a purple/pink colour. Investigation and research has confirmed that Detroit ‘s Powercool is compatible. It should be used for top ups and will maintain the OEM’s engine warranty.

Boiling Points of Coolant At ground level, pure water boils at At ground level, water with 50% ethylene glycol boils at Pure water in an engine cooling system with a 70 kPa radiator pressure cap, it boils at Add ethylene glycol with a 70 kPa pressure cap, it boils at

100 °C 108 °C 115 °C 123 °C

These higher temperatures allows for a reserve capacity in the cooling system above the engine shutdown temperature.

Ancillary Equipment Hydraulic driveline retarders are very effective and are typically linked to the trucks cooling system. While operating, retarders put significant amounts of heat into the radiator.

The Future As materials, technologies and design improve, the engine manufactures will be able to operate the engines at even higher temperatures. This will improve their efficiency, but more importantly will reduce demands on the cooling systems. Expect to see normal operating temperatures hovering around or above 100 °C in the future.

Benefits Understanding all the areas that impact on the trucks cooling system and routine servicing requirements will result in improved vehicle reliability.

DAIMLER TRUCKS 3–5 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

STERLING TRUCKS BULLBARS AND COOLING The following data covers ADR80/00 models, but is relevant and applicable to illustrate the issues and situations for other models.

Many factors affect the performance of the truck’s cooling system, not only radiators and coolant. The cooling system is pressurised, has ethylene glycol as a coolant additive, has gauges that can register above 100 °C and by-pass engine coolant thermostats to manage engine temperatures.

Engine Company Initial Factory Settings Settings for Selected Engines Cooling Fan on Temperature (ºC) (1) Coolant Temperature Warning Lamp.

Engine Shut down, if enabled. (ºC) (2) Thermostat:Starts to Open (ºC) Fully Open (ºC) Radiator Cap – Minimum Release Pressure (kPa) (3)

Cummins CAT ISC C-12 C-15 95 96 102 104 103 108 NA 110 112

Cummins MBE4000 ISX 96 99 105 104 110 NA

Detroit S60 98 104 106

83 95

88 98

88 98

83 95

82 93

88 96

48

48

62

70

50

62

Note:1) Other factors, such as Air/Con, air intake manifold temperature and PTO operating status may also turn the fan ON at low engine water temperatures.

It is typical for a normal operating cooling system to have the fan regularly cycling on/off.

2) When the “Coolant Temperature Warning Lamp” illuminates, the engine will begin to de-rate (produce less power and torque) in order to reduce the heat load on the cooling system. This will encourage the operator into preventative action.

If the “Engine Shut Down” feature is enabled, a flashing “Engine Shut Down Lamp” will provide an approximately 30 second warning, allowing the driver to park the truck, before the engine completely shuts down.

The OEM Engine Company settings can be changed, don’t rely on them to cover up for a poor drivers.

3) Typically, Sterling models use 105 kPa (15 psi) radiator pressure caps. The release pressure is stamped on the cap.

DAIMLER TRUCKS 3–6 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

Engine Thermostats All modern diesel engines use a bypass coolant thermostat. It is designed to control the engines normal operating temperature more precisely. When “cold” the coolant bypasses the radiator, circulating only around the engine. When “hot” all the coolant is sent to the radiator for cooling. Between these two points the ratio of coolant sent to the radiator varies depending on the coolant temperature.

Gauge Accuracy All gauges and sensors have a measurement tolerance. The instrument panel temperature gauge is the one component that’s accuracy may vary. While Sterling trucks have numbered graduations on the temperature gauge, some manufactures have fixed this operator concern by removing all the temperature graduations from the gauge and simply leaving coloured indicator bands on the face of the gauge.

While the absolute measured temperature is indicative on the engines temperature, the key is noting the change in the needles normal position. Whether the needle moves up or down from it’s normal operating position, both situations require servicing.

The most reliable temperature warning indicator is the high temperature warning light located in the instrument panel light cluster. Additionally there is a warning indicator for low coolant level.

Routine and Regular Servicing is a must.

A Radiator and Charge Air Cooler (CAC) package full of bugs, dust and dirt won’t do their jobs. Bug screens at the front will help, but they too will need to be cleaned regularly.

Hoses, clamps, coolant, fan clutch and belts also need regular attention.

The radiator and CAC need to be separated and cleaned. The system and radiator cap should also be pressure tested.

Air Re-Circulation Under the Cab or Bonnet If there is a restriction in getting cool air into or hot air away from the radiator, it is highly likely the air will simply re-circulate around under the bonnet (or cab). The fan will suck the hot air through the radiator from around the engine. This can happen when poorly designed bull bars, driving lights, fine bug screens or similar items are fitted restricting air into the radiator.

Integrated Bug Screens An example of Re-Circulating Air Under the bonnet Re-Circulation Shield – LT9500

DAIMLER TRUCKS 3–7 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

Bull Bar Design Bull bars are primarily designed to protect the front of the truck from large animal strike which would otherwise disable the truck.

However, bull bars must still conform to the ADR’s for Lighting and the truck manufacture’s requirements for cooling system integrity. Bull bars must maintain and reflect the openings in the bumper/grille gap provided in the OEM supplied bumper bar with a mesh of at least 70% opening.

Positioning anything in front of these openings, such as bull bars, driving lights, bug screens etc. will reduce air flow through the radiator and will impact on the trucks cooling performance.

As a guide, the internal spacing of the bull bar’s vertical bars of at least 1,060 mm.

If the bull bar’s horizontal bars cross the opening of the grille, they must be forward of the grille twice the diameter of the bar.

Coolant Additives – Typically Ethylene Glycol Based.

In Australia, “Anti Freeze” is MORE important during our hot summers than our mild winters. Coolant does more than reduce the freezing point of water, it protects the engine from corrosion, it is a wetting agent - getting the water to stick to the walls to improve heat transfer and reduces the destructive effects of pump cavitation.

Each engine supplier has their own coolant additive package, which are all slightly different. Don’t mix different coolants, as some have been found to be incompatible leading to cooling system problems. If changing coolant type, drain and flush the system to eliminate any potential compatibility problems.

Check coolant concentrate regularly which is more than just checking it’s colour. Always top up with mineral free water and the additive package in order to maintain the correct chemical balance. Most suppliers recommend the use of 50:50 mixes.

DAIMLER TRUCKS 3–8 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

All Sterling trucks are filled with Sterling coolant, which meets all the requirements of the engine manufacturers standard warranty and service intervals. It has a purple/pink colour. Investigation and research has confirmed that Detroit ‘s Powercool is compatible.

It should be used for top ups and will maintain the OEM’s engine warranty. Powercool is a light blue colour.

Boiling Points of Coolant At ground level, pure water boils at At ground level, water with 50% ethylene glycol boils at Pure water in an engine cooling system with a 70 kPa radiator pressure cap, it boils at Add ethylene glycol with a 70 kPa pressure cap, it boils at

100 °C 108 °C 115 °C 123 °C

These higher temperatures allows for a reserve capacity in the cooling system above the engine shutdown temperature.

Ancillary Equipment Hydraulic driveline retarders are very effective and are typically linked to the trucks cooling system. While operating, retarders put significant amounts of heat into the radiator.

The Future As materials, technologies and design improve, the engine manufactures will be able to operate the engines at even higher temperatures. This will improve their efficiency, but more importantly will reduce demands on the cooling systems. Expect to see normal operating temperatures hovering around or above 100 °C in the future.

Benefits Understanding all the areas that impact on the trucks cooling system and routine servicing requirements will result in improved vehicle reliability.

DAIMLER TRUCKS 3–9 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

STERLING SLEEPER BOX INSTALLATION, RECOMMENDED CUT-OUT. Refer to REPAIR MANUAL for removal of rear panel interior trim.

Using the inner reinforcing flange of the cab back panel as a guide remove the rear back panel using a suitable cutting tool.

At floor level – both sides – radius the rear panel to floor intersect to the shape shown by the half scale template opposite.

Between the two vertical cuts at floor level – drill out the spot welds, remove the panel remnant and dress the floor pan rear edge.

CORNER TEMPLATE – HALF SCALE SHOWN

DAIMLER TRUCKS 3 – 10 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

MERCEDES-BENZ TRUCKS ADDITIONAL REFERENCE MATERIAL

The Complete Body Builder/Equipment Mounting Directives are available from:http://bb-infoportal.mercedes-benz.com/ or www.dtrucks.com.au

DAIMLER TRUCKS 3 – 11 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

BULLBARS AND COOLING The following data covers ADR80/00 models, but is relevant and applicable to illustrate the issues and situations for other models.

Many factors affect the performance of the truck’s cooling system, not only radiators and coolant. The cooling system is pressurised, has ethylene glycol as a coolant additive, has gauges that can register above 100 °C and by-pass engine coolant thermostats to manage engine temperatures.

Engine Company Initial Factory Settings Settings for Selected Engines Cooling Fan on Temperature (ºC) (1) Coolant Temperature Warning Lamp and beginning of engine de-rate. (ºC) (2) Thermostat:Starts to Open (ºC) Fully Open (ºC) Radiator Cap Release Pressure (kPa) (3)

Atego Actros Axor Viscous Fan Clutch 105 105 83 95 100

83 95 120

Note:(4) Other factors, such as Air/Con, air intake manifold temperature and PTO operating status may also turn the fan ON at low engine water temperatures.

It is typical for a normal operating cooling system to have the fan regularly cycling on/off.

(5) When the “Coolant Temperature Warning Lamp” illuminates, the engine will begin to de-rate (produce less power and torque) in order to reduce the heat load on the cooling system. This will encourage the operator into preventative action.

Engine Thermostats All modern diesel engines use a bypass coolant thermostat. It is designed to control the engines normal operating temperature more precisely. When “cold” the coolant bypasses the radiator, circulating only around the engine. When “hot” all the coolant is sent to the radiator for cooling. Between these two points the ratio of coolant sent to the radiator varies depending on the coolant temperature.

DAIMLER TRUCKS 3 – 12 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES Gauge Accuracy All gauges and sensors have a measurement tolerance. The instrument panel temperature gauge is the one component that’s accuracy may vary. While MercedesBenz trucks display the temperature numerically, some manufactures have fixed this operator concern by removing all the temperature graduations from the gauge and simply leaving coloured indicator bands on the face of the gauge.

While the absolute measured temperature is indicative on the engines temperature, the key is noting the change in the needles normal position. Whether the needle moves up or down from it’s normal operating position, both situations require servicing.

The most reliable temperature warning indicator is the high temperature warning light located in the instrument panel light cluster. Additionally there is a warning indicator for low coolant level.

Routine and Regular Servicing is a must.

A Radiator and Charge Air Cooler (CAC) package full of bugs, dust and dirt won’t do their jobs. Bug screens at the front will help, but they too will need to be cleaned regularly.

Hoses, clamps, coolant, fan clutch and belts also need regular attention.

The radiator and CAC need to be separated and cleaned. The system and radiator cap should also be pressure tested.

Air Re-Circulation Under the Cab or Bonnet If there is a restriction in getting cool air into or hot air away from the radiator, it is highly likely the air will simply re-circulate around under the bonnet (or cab). The fan will suck the hot air through the radiator from around the engine. This can happen when poorly designed bull bars, driving lights, fine bug screens or similar items are fitted restricting air into the radiator.

Re-Circulation Shield – Actros An example of Re-Circulating Air Under the cab

Water Level Sensor Radiator Cap

DAIMLER TRUCKS 3 – 13 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

Bull Bar Design Bull bars are primarily designed to protect the front of the truck from large animal strike which would otherwise disable the truck.

However, bull bars must still conform to the ADR’s for Lighting and the truck manufacture’s requirements for cooling system integrity. Bull bars must maintain and reflect the openings in the bumper/grille gap provided in the OEM supplied bumper bar with a mesh of at least 70% opening.

Atego

Actros

Actros – Mega Space

Positioning anything in front of these openings, such as bull bars, driving lights, bug screens etc. will reduce air flow through the radiator and will impact on the trucks cooling performance.

As a guide, the internal spacing of the bull bar’s vertical bars of at least 860 mm.

If the bull bar’s horizontal bars cross the opening of the grille, they must be forward of the grille twice the diameter of the bar.

Coolant Additives – Typically Ethylene Glycol Based.

In Australia, “Anti Freeze” is MORE important during our hot summers than our mild winters. Coolant does more than reduce the freezing point of water, it protects the engine from corrosion, it is a wetting agent - getting the water to stick to the walls to improve heat transfer and reduces the destructive effects of pump cavitation.

Each engine supplier has their own coolant additive package, which are all slightly different. Don’t mix different coolants, as some have been found to be incompatible leading to cooling system problems. If changing coolant type, drain and flush the system to eliminate any potential compatibility problems.

DAIMLER TRUCKS 3 – 14 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

Check coolant concentrate regularly which is more than just checking it’s colour. Always top up with mineral free water and the additive package in order to maintain the correct chemical balance. Most suppliers recommend the use of 50:50 mixes.

All Mercedes-Benz trucks are filled with Mercedes-Benz coolant, which meets all the requirements for warranty and service intervals. Top ups must only be with recommended coolants, which is available the Mercedes-Benz Dealer Service Departments. This is a broad list which includes most major brands.

Boiling Points of Coolant At ground level, pure water boils at At ground level, water with 50% ethylene glycol boils at Pure water in an engine cooling system with a 70 kPa radiator pressure cap, it boils at Add ethylene glycol with a 70 kPa pressure cap, it boils at

100 °C 108 °C 115 °C 123 °C

These higher temperatures allows for a reserve capacity in the cooling system above the engine shutdown temperature.

Ancillary Equipment Hydraulic driveline retarders are very effective and are typically linked to the trucks cooling system. While operating, retarders put significant amounts of heat into the radiator.

The Future As materials, technologies and design improve, the engine manufactures will be able to operate the engines at even higher temperatures. This will improve their efficiency, but more importantly will reduce demands on the cooling systems. Expect to see normal operating temperatures hovering around or above 100 °C in the future.

Benefits Understanding all the areas that impact on the trucks cooling system and routine servicing requirements will result in improved vehicle reliability.

DAIMLER TRUCKS 3 – 15 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

Structure of the Model Code 1228 L/54 12 28

L

S

54 European wheelbase designation (x10), 54 = 5400 mm (First steer axle to first drive axle) Denotes Vehicle Configuration S = Primer Mover Suspension Type, L = Air Vehicle Horsepower Rating (x10) 28 = 280 hp Gross Vehicle Mass (Rigid) tonnes 12 = 12 tonnes

Model Code Key “Blank” = rigid vehicle A = all-wheel drive rigid AF = all-wheel drive fire fighting appliance vehicle AK = all-wheel drive tipper chassis AS = all-wheel drive tractor – prime mover B = concrete mixer / pumper LF = fire fighting appliance vehicle with rear air suspension K = tipper chassis L = rigid with air (luft) suspension LS = tractor – prime mover with air suspension S = tractor - primer mover Axle Configuration key 8x4 or 8x4/4 = 8 wheel groups with x4 driven (and /4 steering – if noted) 8x4 or 8x8/4 = 8 wheel groups with x8 driven (and /4 steering – if noted)

DAIMLER TRUCKS 3 – 16 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

STRUCTURE OF THE ISO VIN. A unique world wide 17 digit vehicle identifier.

Sample:WDB 970 278 2K 912 460 WDB

World Manufacturer Identifier for Mercedes-Benz Germany 970 278 2K Baumaster – High Level Model Code 970 278 – Model / Variant type used to identify trucks for service and parts 2 – Right Hand Drive K – Produced in Worth, Germany.

Note:- Trucks produced since 24/Jan/2005, have had the K has been replaced by a L 912 460

Sequential Chassis Number

DAIMLER TRUCKS 3 – 17 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

STRUCTURE OF THE ATEGO BAUMUSTER 97

0

2

7

8

2

K Produced in Worth, Germany.

DAIMLER TRUCKS 3 – 18 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

STRUCTURE OF THE AXOR BAUMUSTER 95

4

53

2

2

2 Produced in Worth, Germany.

Wheelbase (European – first steer axle to first drive axle) Tractor – Prime Mover (4x2) Rear Suspension 1 = 3,300 Air Only 2 = 3,600 Air Only 3 = 3,900 Air Only

Rigid (4x2)

1 = 3,900 2 = 4,200 3 = 4,500 4 = 4,800 5 = 5,100 6 = 5,400 7 = 5,700 8 = 6,000 9 = 6,300

Rear Suspension Air/Steel Air/Steel Air/Steel Air/Steel Steel Only Steel Only Steel Only Steel Only Steel Only

Rigid (6x4 / 8x4) Tipper & concrete mixer Rear Suspension 1 = 3,300 Steel Only 2 = 3,600 Steel Only 3 = 3,900 Steel Only 4 = 4,200 Steel Only 5 = 4,500 Steel Only 6 = 4,800 Steel Only 7 = 5,100 Steel Only

DAIMLER TRUCKS 3 – 19 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

STRUCTURE OF THE ACTROS BAUMUSTER 93

0

2 4

4

2

K Produced in Worth, Germany.

See table below

Wheelbase (European – first steer axle to first drive axle) Tractor – Prime Mover 4x2 1 = 3,300 2 = 3,600 3 = 3,900 6x4 1 = 3,300 2 = 3,600 3 = 3,900

Rear Suspension Air Only Air Only Air Only Suspension Air/Steel Air/Steel Air/Steel

Rigid 4x2 1 = 3,900 2 = 4,200 3 = 4,500 4 = 4,800 5 = 5,100 6 = 5,400 7 = 5,700 8 = 6,000

Rear Suspension Air/Steel Air/Steel Air/Steel Air/Steel Steel Only Steel Only Steel Only Steel Only

Rigid Tipper & concrete mixer 6x4 / 8x4 Rear Suspension 1 = 3,300 Steel Only 2 = 3,600 Steel Only 3 = 3,900 Steel Only 4 = 4,200 Steel Only 5 = 4,500 Steel Only 6 = 4,800 Steel Only 7 = 5,100 Steel Only

DAIMLER TRUCKS 3 – 20 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

PTO’S PTO Model Code NL1 Fitment Allison

Type Application

NN2 Fitment – G85-6

- Transmission Independent driven off Flywheel/Torque Convertor.

- Drive Shaft Mounting - Shift on the Fly. - Suit for stationary and moving applications.

- Transmission Dependent - Direct Pump Mounting

NM4 Fitment – G85-6

- Transmission Dependent - Drive Shaft Mounting

N04 Fitment – G100-12 G131-9 G210-16 G211-16 G240-16 N05 -> New NH2 Fitment – G100-12 G131-9 G210-16 G211-16 G240-16

- Transmission Dependent - Drive Shaft Mounting

Location

Application:For driving pumps on road cleaning vehicles - Transmission Dependent - Direct Pump Mounting Application:For driving hydraulic pump on tipper trucks.

DAIMLER TRUCKS 3 – 21 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES PTO’S - CONTINUED PTO Model Code N52 Fitment – MW/MX/MV engines

N53 Fitment – MX/MV Engines

N56 Fitment – MW5/MX/MV Engines

N57 Fitment – MW5/MV/MX Engines

Type Application

Location

- Transmission Independent driven off the camshaft drive.

- Drive Shaft Mounting - Engagement only when engine is turned off.

- Suit for stationary and moving applications Application:- Concrete Mixers - Transmission Independent driven off the camshaft drive.

- Direct Mounting of Pump.

- Drive Shaft Mounting - Engagement only when engine is turned off.

- Suit for stationary and moving applications Requirements: - Adapter XXX Application:- Hydraulic Pump - Transmission Independent driven off the crack shaft.

- Drive Shaft Mounting - The power take-off can be connected and disconnected under load via a hydraulically actuated multi-plate clutch - can be operated with the vehicle either stationary or moving.

Application:-to drive auxiliary units in high-pressure flushing vehicles and excavators or for driving concrete pumps and heavy-duty fire-fighting Pumps.

- Transmission Independent driven off the crack shaft.

- Drive Shaft Mounting - The power take-off can be connected and disconnected under load via a hydraulically actuated multi-plate clutch - can be operated with the vehicle either stationary or moving.

Application:- As above

Refer above.

DAIMLER TRUCKS 3 – 22 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

N54 – Coupling for N52 used with Atego.

The coupling is used to dampen the flywheel moment if the maximum permitted flywheel moment would be exceeded without the installation of the coupling, e.g. in concrete mixers. Protects the drive unit against overloading.

It is required when moment of Inertia is greater than 0.01 kgm2.

Part Number 444 250 00 01.

PTO’s NL1 For Allison

Power Take Off NA 859-b.

It is a Clutch-torque converter independent type PTO and can be shifted under load. The PTO is mounted on the converter housing and features a flange which is positioned above the frame.

Technical data: Flange diameter: 100 mm Attachment position: "half past one" Direction of rotation: counter-clockwise Main field of application: Driving an accessory via an articulated shaft.

Ratio: i = 1.43 Maximum continuous torque: 325 Nm Maximum available power: 34 kW at 1,000 rpm/93 kW at 2,300 rpm Instrument panel switch

NN2 For G85

Power Take Off NA 60 2c .

The powerful NA 60-2c PTO for low speeds is transmission-driven and switchable. The PTO is mounted on the transmission countershaft and is driven by it via a spur-gear drive. The hydraulic pump (MPA) is directly flange-mounted on the PTO. Technical data: Hydraulic pump connection: Splined shaft profile in accordance with DIN 5462, A8x32x36 (MPA) Attachment position: "5 O’Clock" on transmission rear for direct mounting of the pump.

Direction of rotation: counter-clockwise Maximum weight moment: 25 Nm Ratio: i = 1.08 Maximum torque: 457 Nm Continuos Power P (1,000): 52 Maximum power: 120 kW at 2,200 rpm Instrument panel switch

DAIMLER TRUCKS 3 – 23 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

NM4 For G85

Transmission PTO NA 60 3b With Flange.

The powerful NA 60-2b PTO for low speeds is transmission-driven and switchable. It is available for vehicles with G 60-6 and G 85-6 transmissions.

The PTO is mounted on the transmission countershaft and is driven by it via a two-shaft spur-gear drive.

Technical data: Flange diameter: 100 mm Attachment position: "5 O’Clock" on transmission rear for flange mounting of the shaft.

Direction of rotation: counter-clockwise Ratio: i = 1.08 Maximum torque: 457 Nm Maximum Power P (1,000): 52 kW Maximum power: 120 kW at 2,300 rpm

N04 For G100 Range-Ratio Power (kW) Torque (Nm) N05 For G100

Range-Ratio Power (kW) Torque (Nm)

Transmission PTO MB, 1b With Flange Mounting low (4 O’Clock) on transmission rear for flange (100 mm) mounting of the shaft.

Direction clockwise, Instrument panel control switch Low – 0.42:1 High – 0.51:1 1,048 Continuos

863 Continuos

Power Take Off MB-NA 121- 2c Mounting low (4 O’Clock) on transmission rear for direct mounting of the pump.

Direction counter-clockwise, Instrument panel control switch Maximum weight moment: 25 Nm Low – 0.61:1 High – 0.74:1 350 Continuos

350 Continuos

DAIMLER TRUCKS 3 – 24 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

N04 For G131 Range-Ratio Power (kW) P (@ 1,000 rpm) P (@ 1,800 rpm) Torque (Nm)

Transmission PTO MB-NA121-1b, 1b With Flange Mounting low (4 O’Clock) on transmission rear for flange (100 mm) mounting of the shaft.

Direction clockwise, Instrument panel control switch High – 0.74:1 54 124 700 Maximum

PTO NO5 is being superseded by PTO NH2 during the second half of 2005.

N05 For G131

Range-Ratio Power (kW) P (@ 1,000 rpm) P (@ 1,800 rpm) Torque (Nm)

N04 For G211 Range-Ratio Power (kW) P (@ 1,000 rpm) P (@ 1,800 rpm) Torque (Nm) N05 For G211

Range-Ratio Power (kW) P (@ 1,000 rpm) P (@ Max. P. rpm) Torque (Nm)

Power Take Off MB-NA 121- 2c Mounting low (4 O’Clock) on transmission rear for direct mounting of the pump.

Direction counter-clockwise, Instrument panel control switch Maximum weight moment: 40 Nm High – 0.71:1 30 53 400 Maximum

Transmission PTO MB, 1b With Flange Mounting low (4 O’Clock) on transmission rear for flange (100 mm) mounting of the shaft.

Direction clockwise, Instrument panel control switch Low – 0.71:1 High – 0.85:1 52 90 700 Maximum

52 90 600 Maximum

Power Take Off MB-NA 121- 2c Mounting low (4 O’Clock) on transmission rear for direct mounting of the pump.

Direction Counter-clockwise, Instrument panel control switch Maximum weight moment: 30 Nm. Low – 0.68:1 High – 0.82:1 34 79 400 Maximum

34 79 400 Maximum

DAIMLER TRUCKS 3 – 25 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

N04 For G210/240 Model Range-Ratio Power (kW) Torque (Nm) N05 For G210/240

Model Range-Ratio Power (kW) Torque (Nm)

Transmission PTO NA 121 – 1b Mounting low (4 O’Clock) on transmission rear for flange (100 mm) mounting of the shaft.

Direction of Rotation - clockwise G210-16 G240-16 Low – 0.84 High – 1.03 Low – 1.03 High – 1.24 106 106 132 132 700 600 700 600 Transmission PTO NA 121 – 1c for use with Tippers Mounting on the spur drive gear on countershaft with 100 mm drive flange (4 O’Clock) on the transmission rear for direct mounting of a pump.

Direction of Rotation - counter-clockwise Maximum weight moment: 30 Nm G210-16 G240-16 Low – 0.82 High – 0.99 Low – 0.99 High – 1.19 58 70 70 85 400 400 400 400

DAIMLER TRUCKS 3 – 26 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

New PTO (Available from 2 Qtr 2005) Previous power take-off

New power take-off

Code Designation

Code Designation

N05 MB,

NH2

Power take-off countershaft MB, NA 121-2c

Power take-off countershaft NA 131–2c

Technical changes as compared to the previous power take-offs (N05) • Length reduced by 51 mm (in longitudinal direction) Optimisation of installation space • Weight reduced by approx. two kilograms

NH2 PTO’s Technical data: Code NH2 – NA 131-2c (hydraulic pump connection, MPA) Transmission GT1 G131 GC3/GH5 G210/G230 GD3/GH6 G211/G231 GD5 G221 GC2 G240 GC1 G260

iL 0.95 0.88 0.92 1.00 1.07 1.29

iH 1.07 1.10 1.29 1.56

T 400 400 400 400 400 400

P(1000) 40 45 46 42 54 65

P(1700) 68 76 78 71 92 111

D a a a a a a

M 25 25 25 25 25 25

Abbreviations: iL = iH = P(1000) = P(1700) =

Ratio of low-range group Ratio of high-range group Max. output at 1,000 1/min Max. output at 1,700 1/min

T = Max. torque (Nm) D = Direction of rotation : a = ccw M = Max. weight moment (Nm)

DAIMLER TRUCKS 3 – 27 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

N52+N54

N52 - Engine Live Drive PTO , 600 Nm. Mounting high (11 O’clock) on rear of engine for flange (100 mm) mounting of the shaft. Instrument panel control switch The rear, powerful engine output shaft is not switchable, i.e. it turns as soon as the engine runs.

It is driven via the timing gear of the camshaft.

Technical data: Flange diameter: 100 mm - 6-hole Ratio: i = 1.071 Attachment position: 11 o'clock Direction of rotation: counter-clockwise Maximum available torque: 600 Nm N54 – Elastic coupling for EPTO (supplied loose), required when moment of Inertia is greater than 0.01 kgm2.

N53 For Actros

N56 For Axor/ Actros

N57 For Axor/ Actros

Rear Engine Live Drive PTO - Driven via Camshaft drive train Mounting high (11 O’Clock) for direct pump mounting.

Ratio: i = 1.071 Attachment position: 11 o'clock Direction of rotation: counter-clockwise Maximum available torque: 600 Nm Rear Engine Live Drive PTO - Sandwich Type Mounting high (12 O’Clock) on the back of the engine with 8 bolt * 120mm flange mounting.

Speed (1:1.48), Direction of Rotation counter clockwise, Axor = P (Max.) 205, Torque Max. 743 Nm Actros = P (Max.) , Torque Max. 1,300 Nm Clutch – hydraulically controlled Rear Engine Live Drive PTO - Sandwich Type Mounting high (12 O’Clock) on the back of the engine with 8 bolt * 120mm flange mounting.

Speed (1:1.09), Direction of Rotation counter clockwise, Axor = P (Max.) 205, Torque Max. 1,000 Nm Actros = P (Max.) , Torque Max. 1,500 Nm engine up to 290 kW Actros = P (Max.) , Torque Max. 2,000 Nm engine above 315 kW Constant output torque of 1,500 Nm for engine up to 290 kW Constant output torque of 2,000 Nm for engines > 315 kW Clutch – hydraulically controlled

DAIMLER TRUCKS 3 – 28 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

Availability of PTOs and Installation Drawing Table Engine PTOs N52

Atego **23 G85-6 **23 Allison **28 Allison Fire **28 G100-12 **28 G131-9

Axor

9 9 9 9 9

Engine PTOs N52

**33 G131-9 **33 G211-16

Actros ** V6 ** V8

NL1

NN2

9

Transmission PTOs NM4 N04

N05 Old

NH2 New

9 9

9

9

9 9 9

Transmission Independent PTOs N56 N57

9 9

9 9

9 9

Engine PTOs N52

N53

9 9

9 9

Transmission PTOs N04

N05 Old

NH2 New

9 9

9 9

9 9

Transmission Independent PTOs N56 N57

9 9

9 9

Transmission PTOs N04

N05 Old

NH2 New

9 9

9 9

9 9

Key:-

9 9

Both the option and drawing are available Drawings are available from either the Dealer or MBAuP Truck Engineering Option available, but drawing was not at the time of publication.

Option is not available

DAIMLER TRUCKS 3 – 29 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

SUB-FRAMES - SECTIONAL GUIDELINES

ATEGO - Application Rigid Body 4x2 12XX / 16XX WB < 5.5 m (Minimum Zx = 25 cm3)

Rigid Body 4x2 12XX / 16XX WB > 5.5 m (Minimum Zx = 30 cm3)

Rigid Body 6x2 23XX (Minimum Zx = 60 cm3)

Sub Frame Section Details Description Dimension (3) Mass (Cold Formed) (height x width x per Metre thickness) (kg/m) (mm) Channel 125 x 65 x 4.0 7.3

Zx, Modulus(4) Per Side (cm3) 36.1

RHS RHS RHS

100 x 50 x 4.0 125 x 75 x 2.0 (1) 150 x 50 x 2.0 (1)

8.5 6.1 6.1

26.1 27.0 27.7

SHS SHS Channel

75 x 75 x 5.0 89 x 89 x 3.5 125 x 65 x 4.0

10.3 9.1 7.23

27.5 30.9 36.1

RHS RHS RHS

100 x 50 x 5.0 125 x 75 x 2.5 (1) 150 x 50 x 2.5 (1)

10.3 7.5 7.5

30.6 33.0 33.9

SHS Channel

89 x 89 x 3.5 150 x 75 x 5.0

9.1 10.5

30.9 62.3

RHS RHS RHS

125 x 75 x 6.0 150 x 50 x 5.0 150 x 100 x 4.0

16.7 14.2 14.8

66.6 59.2 78.2

SHS SHS Channel

100 x 100 x 6.0 125 x 125 x 4.0 150 x 75 x 5.0

16.7 14.8 10.5

60.7 72.3 62.3

Tipping Body (2) – 2 axle (Minimum Zx = 45 cm3) Max. body length = 5.5 m RHS 125 x 75 x 4.0 11.6 48.9 Pivot < 1,100 mm from RHS 150 x 50 x 4.0 11.6 49.8 centreline of axle.

SHS 89 x 89 x 6.0 14.6 46.2 SHS 100 x 100 x 4.0 11.6 44.6 Abbreviations:- RHS - Rectangular Hollow Sections, SHS - Square Hollow Section Notes:1.

The use of heavy sections is recommend for ease of welding.

2.

Sub frames for tippers and point loads (eg Cranes, Tail Gate Loaders) require diagonal cross bracing and appropriate closing cross member, refer 10-15.

3.

Taller and/or heavier sections can be used to achieve body clearance for rear wheel bump clearance.

4.

Section Modulus is calculated about x-x axis.

DAIMLER TRUCKS 3 – 30 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

SUB-FRAMES - SECTIONAL GUIDELINES

AXOR and ACTROS Application Rigid Body (Minimum Zx = 45 cm3)

Tipping Body (1) 2 axles (Minimum Zx = 50 cm3) Pivot < 1,100 mm from centreline of axle Tipping Body (1) 3 Axles (Minimum Zx = 80 cm3) Pivot < 1,800 mm from centreline of axle Tipping Body (1) 4 axles (Minimum Zx = 114 cm3) Pivot < 1,800 mm from centreline of axle

Sub Frame Section Details Description Dimension (2) Mass (height x width x thickness) per Metre (mm) (kg/m) Channel 150 x 75 x 5.0 10.5 Channel 125 x 65 x 7.5 11.9

Zx, Modulus(3) Per Side (cm3) 62.3 63.5

RHS RHS

125 x 75 x 4.0 150 x 50 x 4.0

11.6 11.6

48.9 49.8

SHS SHS Channel

89 x 89 x 6.0 100 x 100 x 5.0 150 x 75 x 5.0

14.6 14.2 10.5

46.2 53.1 62.3

RHS RHS

125 x 75 x 5.0 150 x 50 x 5.0

14.2 14.2

58.3 45.2

SHS Channel

100 x 100 x 5.0 180 x 75 x 5.0

14.2 11.6

53.1 79.5

RHS

None

None

None

SHS SHS Channel

100 x 100 x 9.0 125 x 125 x 5.0 200 x 75 x 6.0

23.5 18.2 15.5

78.1 87.1 112

RHS

None

None

None

SHS

150 x 150 x 5.0

22.1

129

Abbreviations:- RHS - Rectangular Hollow Sections SHS - Square Hollow Section Notes:1. Sub frames for tippers and point loads (eg Cranes, Tail Gate Loaders) require diagonal cross bracing and appropriate closing cross member; refer 10-15, to increase torsional stability.

2. Taller and/or heavier sections can be used to achieve body clearance for rear wheel bump clearance.

3. Section Modulus is calculated about x-x axis.

DAIMLER TRUCKS 3 – 31 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

Chassis Material Specifications ATEGO Sub-Frame Material Section Chassis Yield Stress Sub Frame Attachment Method - Friction Mounted Sub Frame Attachment Method - Locked/Rigid ?????Refer to Section 10-13 for further details.

Wheelbase European (m) 3.6 & 4.2 4.8, 5.4 & longer 500 MPa 380 MPa 450 MPa 450 MPa

350 MPa 450 MPa

Wheelbase European (m) All 500 MPa 450 MPa

AXOR – ACTROS Sub-Frame Material Section Chassis Yield Stress Sub Frame Yield Stress Wheelbase Definition

European WB and Rear Axle Spread Mean WB

Chassis Material Available from MBAuP Spare Parts Part # A970 311 0301 - Left A970 311 0302 - Right A974 311 3309 A941 311 21 01 A941 311 22 01 A941 311 23 01

Description Atego Front Z Frame Chassis Component Atego Rear Chassis Rail - 380 MPa 2,100 x 260 x 7 Axor / Actros Chassis Frame Section - 7.0 mm Thick - 8.0 mm Thick - 9.5 mm Thick 2,100 long

Note:- The straight rail sections include the module component mounting hole pattern.

DAIMLER TRUCKS 3 – 32 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

Sub-Frame - Body Builder Accessories Brackets Part # A 907 317 01 01

Description Atego Front Mounting Bracket under the “Z” frame for elastic joints.

A 943 891 01 31

General Chassis Mounting Bracket

A 907 311 06 61

Atego Forward Crane Mounting Bracket

A 970 311 08 61

Atego Forward Crane Mounting Bracket

A 943 891 02 01

General Fish Plate Mounting Bracket

A 941 312 00 52 A 941 312 01 52

LH and RH frame extension reinforcing components Long:- 2,000 mm

Image

Refer to the next page for mounting location of the above brackets Items shown above are available from MBAuP Spare Parts.

DAIMLER TRUCKS 3 – 33 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

Sub-Frame - Body Attachment Requirements Sub-Frame to Chassis Attachment Application – Types of Loads Maximum Spacing of Attachment Points (mm) Reduce stress concentrations at the front of frames by relieving the sub-frame and utilising flexible attachments for the first 2 sets of mounting points behind the cab for WB > 4.5 m.

Rigid Standard Bodies Tippers Bodies and Point Loads (Tail Gate Lifters / Cranes)

Chassis Mounting Method Friction Locked/Rigid 1,000 9

700 9

9 8

8 9

Example of Body Mounting for Atego

DAIMLER TRUCKS 3 – 34 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

Friction Locking Connection Bracket Mounting, Example.

Sub-Frame

Chassis Note:- Gap A is a minimum of 5 mm.

Positive Locking/Rigid Connection Bracket Mounting, Example.

Sub-Frame

Chassis

Frame attachment PDF

DAIMLER TRUCKS 3 – 35 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

Sub-Frame - Diagonal Cross Bracing Requirements Diagonal cross bracing of the rear the sub-frame is require to increase the torsional stability of the frame/body combination for point loads in the rear overhang such as tippers, tail gate loaders, cranes, Ring Feder couplings etc.

For applications not noted, the requirements for sub-frames can be found in the “Body Builder’s Manual” and Body Mounting Directives.

Example of Diagonal Cross Bracing

Key:1).

2).

3).

4).

5).

6).

Chassis frame Sub-frame Channel (U-section) cross member Diagonal bracing Centre of 1st rear axle Centre of rear axle group/bogie

7).

Centre of 2nd rear axle

DAIMLER TRUCKS 3 – 36 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

Operational Requirements – Tippers.

For Tippers with Air Bag Rear Suspensions the following points must be adhered to:1).

Air suspension must be dumped (lowered) prior to tipping. A suitable Warning Label is the responsibility of the Body Builder.

2).

Tipper body’s should be limited to 350 in order to prevent the truck tipping over.

ATEGO SUB-FRAME MOUNTING Frame Description The Atego utilises a 2 piece frame with a common modular “Z” frame section in which the engine is mounted and a rear “C” section to accommodates WB variations.

Basic Requirements:• Do not bolt, weld or drill into the “Z” section or the flanges of the “C” section.

• Always fit a sub frame right up to front of “C” section and relieve end to reduce stress concentration points.

• Use flexible mounts for the first 2 sets of mounting points back from the cab.

• Do Not Use “U” Bolts or Packers (wooden!!! bits).

• Body Builders must only use the provided wiring and air connection points.

Use the provided clearance hole in the “Z” section to bolt through to the mounting bracket (See below) for a flexible front mount.

“Z” & “C” Frame Interface.

View – RH from engine bay.

Front attachment point is through the “Z” Frame to the Web of the chassis.

Forward Mounting Bracket

DAIMLER TRUCKS 3 – 37 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

Sub-Frame Mounting Examples

Long bolts provide some flexibility for the front mounting points

Flitch plates provide lateral location and when bolted as illustrated, lock the sub-frame to the chassis for an even stronger combined assembly.

Long bolts provide limited flexibility of the joint.

View showing the relieved front of the sub frame.

Always extend the sub frame past the rear hanger of the front spring hanger.

DAIMLER TRUCKS 3 – 38 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

AXOR AND ACTROS SUB-FRAME MOUNTING Both Axor and Actros utilise a “Bottleneck” frame construction to allow for more room around the engine-transmission package and for a larger cooling package.

On these trucks, the body’s sub-frame must follow the shape of the chassis side member.

The recommended construction method is to have a single rail shaped to follow the contour of the chassis.

An alternative construction can be achieved by utilising a stiffened connecting “L” or channel section as illustrated below, with the appropriate attachment methods.

The type of section used for the longitudinal is determined with due consideration to the function of the sub-frame and to the type of structure that is above it. It is advisable to use open U-sections if the auxiliary frame is to adapt itself elastically to the chassis of the vehicle, and to use box-type sections when added rigidity is required. Care must be taken to ensure a gradual transition from a box section to an open section.

Always relieve the leading edges of the sub-frame.

DAIMLER TRUCKS 3 – 39 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

The Bodybuilder Connection Points 1)

Phone Connections – Option Code EV5

The plug X63.1 is the connector for the pre-installation of a telephone connection.

This provides all the connections to install a variety of telephones

Phone Connection Phone Antenna Lead

2)

Electrical Grounding – All Trucks Models

All Mercedes-Benz Heavy Trucks use a wire ground return system. No grounding should be done through either the cab or the chassis.

All grounding of a builder body added components must be wire ground returned.

Ground Point Central Electronics Unit or Base Module ( GM ) is now in Located Fuse Box. Fuse Box is located in Left Hand Foot well.

Automatic Fuses with Manual Re-set are Standard on all New Actros.

DAIMLER TRUCKS 3 – 40 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES 3)

Atego/Axor Body Builder Connector < 10 amps.

Plug X7.1 on the cab/chassis interface (FF interface) is provided to allow access to the connections of a body. This plug is accessible via the front end and from the interior.

Access Interior

External

Pin Outs for plug X7.1

It is essential to adhere to the body manufacture’s guidelines.

Refer to the Parts Department for the plug and pin details of the X7.1.

DAIMLER TRUCKS 3 – 41 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

4) Atego/Axor - Connecting additional electrical components drawing > 10 amps.

Requirements: supply via an auxiliary fuse box in the battery /box

Key: 1) Electronic Battery Isolation switch for European Dangerous goods code (where fitted).

2) Ground (negative) connection distribution box.

3) Fuse 4) Fuse box – positive connections.

5) Controller for the battery isolation switch.

DAIMLER TRUCKS 3 – 42 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

Actros - Current tap on base module for < 10 amps.

The universal studs on the base module are for the connection of components installed at the factory and low current draw after market accessories. The maximum power draw that can be taken from this point by after market installer is 10 Amps.

1 Stud (M8) + potential 2 Stud (M8) – potential

DAIMLER TRUCKS 3 – 43 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

Actros - Electrical consumers above 10 amperes The power distributor on the longitudinal frame member in the battery compartment is provided for electrical consumers with a higher current draw. On 4x2 vehicles which have an integral rear, the power distributor is located on the support strut for the side trim in the area of the vehicle's tank.

An adapter box must be retrofitted to the power distributor for additional electricity consumption. The adapter box can be obtained from our Service Network. It is possible to connect several adapter boxes at one time. The combined current draw of the additional consumers must not exceed 200 A. On no account should powerful electrical consumers be supplied from or connected to the base module, since the cabling or the main power cable (16 mm2) could be overloaded.

Additional distributors are provided in the frame for the current tap that can be simply connected to the existing power distributor. Positive and ground are tapped in these distributors. The positive line is secured by a melting fuse. Depending on the requirements, several connection points may be performed.

Maximum tap: 200 A

Parts required to fit additional power consumers as listed in EPC: A 930 546 07 40 Adapter box positive A 930 546 11 40 Adapter box minus A 930 546 06 86 Gasket A 930 546 03 86 Gasket A 930 546 15 40 Cover N 000000 000593 Fuse 100Amp DAIMLER TRUCKS 3 – 44 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES Body Builder Related Bulletins available from the Service Group (Always confirm the latest information is referenced).

•

TS-CV-54-06, Actros - Modular Switch Panel (MSF).

Switches for Aftermarket Installations/Retrofitting of switches.

•

TS-CV-26-08, Actros – Fitment of PTOs to Actros.

•

TS-CV-54-06 Atego - Body Builder Connection Points

•

TS-CV-54-15, All Models - Body Builder Connection Points.

•

TS-CV-54-16, All Models - Load Switches.

Fitting LED Lights and Normal Bulbs Atego/Axor/Actros vehicles are fitted with a globe failure warning system. Should one of the following lamps fail or an incorrect wattage globe is installed, a warning will be provided via the instrument cluster. The sensing is carried out by the Ground Module/Fuse Box which monitors the resistance of each circuit of the following items:• Left stop lamp • Right stop lamp • Rear facing tail lamps • Number plate lamp • Low beam The sensing can’t be turned off or disconnected.

When fitting LED lights to rear of vehicle or trailer of a 24V system you will need to install a resistance to simulate the load of a normal bulb. To prevent the warning, it is essential that the original circuit resistance is maintained. This is done by installing resistors into each monitored circuit which reflect the original globe resistance and wattage.

Example: (Vehicle Voltage) 2 (24) 2 = = 115 Ω GlobeWattage 5 Answer. 115 Ω resistor rated at 5 watts (continuous) needs to be installed.

Globe resistance =

If using a 12 Volt plug with voltage reducer and standard bulbs, system does not need to be changed.

Resistors can be obtained from, Redarc: part number ACL5 trailer LED resistor OR Ashdown:- part number 52-ACL4, 4 circuit LED reducer 52-92010R individual circuit resistor 52-ACL5, 5 circuit adapter.

Note:- When coupling more then one trailer (more then 2 bulbs per circuit) and running original 24 Volt trailer plug relays will be required to run the circuit.

- When installing resistors, mount in a suitable location to allow for the heat they will generate. Some resistors need a heat sink to comply with a continuos wattage rating.

DAIMLER TRUCKS 3 – 45 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 3 – BRAND SPECIFIC GUIDELINES

Highlighted material is available as a PDF with selected files will be available as a DWF version from the Dealer or MBAuP Truck Engineering.

MERCEDES-BENZ BODY BUILDERS DRAWING

Actros 1844 LS 2646 LS 6x4 2641 K 6x4 2641 K 6x4 3241 8x4 3344 AS 6x6 4144 AK 8x8

Wheelbase 3,600 3,300+1,350 3,300+1,350 3,900+1,350 5,400+1,350 3,600+1,350 4,800+1,350

Atego 1223 L 1223 L 1223 L 1628 L 1628 L 1628 L 1628 F 1628 AF 4x4 1628 AF 4x4 2328 L 6x2 Axor 1833 L 1833 A 4x4 1833 A 4x4 2633 6x4 2633 6x4

Wheelbase 4,160 4,760 5,360 4,160 4,760 5,360 4,160 3,610 3,860 5,360+1,250 Wheelbase 6,300 4,200 4,500 4,200 4,500

Use Highlighted Button in Acrobat to return to the original document.

DAIMLER TRUCKS 3 – 46 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 4 – REFERENCE

Page FINAL INSPECTION CHECK LIST

4-2

VEHICLE STORAGE GUIDELINES

4-3

WEB SITE LINKS

4-5

VSB #6 - HEAVY VEHICLE MODIFICATIONS

4-6

Mass of Prime Mover Accessory Equipment

4-7

Body Sizing - Lengths

4-8

Summary of average mass for selected body types

4-9

Load Restraint Guide

4-11

Note:- Unless otherwise detailed, Vehicles Standards Bulletin # 6 – Heavy Vehicle Modifications, a National Code of Practice, illustrates the minimum requirements for vehicle modifications.

In all cases, compliance with the applicable Australian Design Rules, legislated requirements and manufacturer’s guidelines should take precedence in vehicle modifications

For full and complete Body Builder information, register on the web site:https://bb-infoportal.mercedes-benz.com www.abh-infoportal.mercedes-benz.com or www.dtrucks.com.au for the link to the European Website

DAIMLER TRUCKS 4–1 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 4 – REFERENCE FINAL INSPECTION CHECK LIST Required before a truck is handed over to the customer.

Item Check Points 1. Wiring i) Accidental disconnections. ii) Trapping. iii) Correct clipping and protection of additional wiring.

2. Electrical Equipment i) Satisfactory function of all lights, direction flashers, panel lights and warning system lamps. ii) Wiring overheating. Leave all lights on for sufficient time to ensure no overload. iii) Modified system legality, particularly lights and direction indicators.

3. Brake and Fuel Pipes i) Trapping. ii) Accidental bending or flattening. iii) Damage by weld splatter or heat. iv) Clearances between brake pipes and fuel lines and other components.

4. Wheelarch Clearance Dimensions.

5. Body Mounting Brackets i) Security. ii) All bolt positions. iii) No distortion of frame sidemember.

6. Axle Loading Check unladen axle weights.

7. Frame i) No holes drilled in frame sidemember flanges. ii) No welding of body work or equipment to frame. iii) Subframe disperses high stress areas.

8. Engine i) Air cleaner intake not obstructed. ii) Purge fuel system of air if required 9. Decals i) Meet legal requirements. ii) Correct and secure fitting to appropriate controls/warning lights. iii) Ensure conversion does not obscure factory fitted plates and decals.

10. Modified Systems Compliance with legal requirements.

11. Steering Damage to components, rerouting of hoses is suitable

DAIMLER TRUCKS 4–2 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 4 – REFERENCE VEHICLE STORAGE GUIDELINES These items are required, anytime the vehicle is stored for more than 4 weeks.

All vehicles are to be stored in such a manner as to minimise damage and deterioration from weather, atmospheric and local area conditions. Trucks are to be stored on hard stand.

Before a truck goes into storage, wheel studs and drive line slip joints are to be lubricated to prevent rust, the cabin interior is to be cleaned of any rubbish and where possible any scuff marks, dirt or stains are to be cleaned off.

Bus/coach chassis are to be stored under hard cover although soft cover may be used if hard cover is not available. When stored under soft cover all electrical panels and electronic control units must be protected from the weather.

Complete the preservation checklist.

GENERAL • Store vehicles in a dry, ventilated place; protect from sunlight if possible.

• If vehicles are stored outside, provide regular maintenance against rust and damage.

• In areas of extreme sunlight the cab interior should be protected against ultra violet degradation.

BODY • Wash vehicle thoroughly to remove dirt, grease, oil, tar, or mud from exterior surfaces and underside.

• Periodically wash vehicles stored in exposed locations.

• Touch up exposed raw or primed metal to provide rust protection.

• Cover chrome and stainless steel parts with a thick coat of auto wax to prevent discoloration. Rewax as necessary when the vehicle is washed.

• Lubricate all hood, door hinges and latches with a light grade oil.

CAUTION: Keep all rubber parts free from oil and solvents.

• Cover the interior soft trim to prevent fading, if stored in exposed location.

ENGINE/TRANSMISSION • Start the engine every 15 days and move the vehicle at least 8 metres (25 feet). Run it at fast idle until it reaches normal operating temperature.

• Shift the transmission into all gears while engine is running.

• Check fluid level and condition (no water contamination etc.).

FUEL SYSTEM Diesel fuel deterioration in the form of fuel separation, sludge formation, and bacterial growth can cause restrictions in fuel supply lines, filters and sticking of fuel injection system components. Add a diesel fuel stabilizer whenever actual or expected storage periods exceed 60 days. The manufacturer’s instructions packaged with the product should be followed. The vehicles should then be operated at an idle speed to circulate the additive throughout the fuel system.

DAIMLER TRUCKS 4–3 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 4 – REFERENCE

COOLING SYSTEM • Maintain appropriate coolant level.

BATTERY • Isolate batteries when the vehicle is stored, either by the isolation switch or disconnection.

• Check and recharge as necessary.

• Keep connections clean and covered with light coat of grease.

BRAKES • Make sure brakes and the parking brakes are fully released.

TYRES • Maintain recommended air pressures.

MISCELLANEOUS • Verify that all linkages, cables, clevis pins, and levers under the vehicle are covered with grease to prevent rust.

• Move trucks at least 8 metres (25 feet) every 15 days to lubricate working parts and prevent corrosion, preferably drive around the yard.

Run engine until normal operating temperature is reached.

Regularly rotate steering wheel to ensure fluid circulation.

• Operate the Air Conditioning and the fresh air vent is open.

• Cover the exhaust tail pipe to vent ingress of rain.

• Operate doors, windows, mirrors, both manual and power.

• Ensure correct type pressure.

• Check coolant level. Top-up if necessary.

• Run engine to correct temperature before closing down.

Regularly rotate steering wheel to ensure fluid circulation.

Grease all grease points and propeller shaft splines.

DAIMLER TRUCKS 4–4 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 4 – REFERENCE

Web Site Hyper Links www.dotars.gov.au Federal Government DoTaRs Road Friendly Certification http://www.dotars.gov.au/transreg/str_certroad_friendly.htm

Daimler Truck and Supplier Web Sites.

Engines www.mtudda.com.au/mtudda/home.htm • MBE4000 www.cat.com/cda • CAT www.cummins.com/au/pages/en/index.cfm • Cummins www.mtudda.com.au/mtudda/home.htm • Detroit S60 Clutch • Eaton Spicer www.roadranger.com/products/clutch/clutch.htm Transmission • Eaton • SmartShift

www.roadranger.com www.sterlingtrucks.com.au

Suspension • Sterling AirLiner www.sterlingtrucks.com.au • Sterling Tuf Trac www.sterlingtrucks.com.au www.hendrickson.com.au • Hendrickson • Neway AD-246, supported by Neway – Holland Hitch Australia www.hollandhitch.com.au/product.cfm Axles – Front and Rear • Meritor www.arvinmeritor.com/products/truckandtrailer/ Tyres • Bridgestone • Goodyear • Michelin

www.bridgestone.com.au www.goodyear.com.au www.michelin.com.au

To activate these Web Links, move the cursor over the top link desired link, hold down the control button then the left mouse button.

DAIMLER TRUCKS 4–5 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 4 – REFERENCE National Code of Practice Vehicle Standards Bulletin No 6 - HEAVY VEHICLE MODIFICATIONS This document is published by the Commonwealth Department of Transport and Regional Services and relates to demonstration of compliance with Australian Design Rules for heavy vehicles which have been modified prior to first sale; and acceptance by registering authorities of heavy vehicles which have been modified in service. It is to be read in conjunction with Part B of this National Code of Practice - Sections and Modification Code that covers requirements for individual vehicle systems.

It is the vehicle modifiers responsibility to ensure compliance with relevant regulations regarding modifications.

Where Daimler Trucks does not publish a requirement – VSB 6 will cover the minimum requirements. www.dotars.gov.au

DoTaRs

Section

ENGINES

A

REPLACEMENT TRANSMISSIONS

B

TAILSHAFTS

C

REAR AXLES

D

FRONT AXLES AND STEERING

E

SUSPENSIONS

F

BRAKES

G

CHASSIS FRAMES

H

BODY MOUNTING

J

CABIN

K

NOT YET ISSUED

L

FUEL SYSTEMS

M

NOT YET ISSUED

N

TOW COUPLING/FIFTH WHEELS

P

TRUCK MOUNTED LIFTING SYSTEMS – SLEWING

Q

VEHICLE MOUNTED LIFTING SYSTEMS – NON-SLEWING

R

VEHICLES RATING

S

TOW TRUCKS

T

DAIMLER TRUCKS 4–6 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 4 – REFERENCE

Body size and weight reference Prime Mover Equipment Masses Component Mass Range (6) (kg) 120 to 135

Adjustable Dual Height (2)

Component Height (5) (mm) 128, 150, 185 & 250 (1) 128, 150, 185 & 250 (1) 167-317 (2)

Off-Road - Kompensator

290

272

Component Height (5) (mm) 84 16 22 or 40 NA NA NA

Component Mass Range (6) (kg) 250 95 50 - 60 65 85 10

FIFTH WHEELS (FW) (TURNTABLES) Standard Duty Heavy Duty

ANCILLARY ITEMS FW Ball Race Mounting (3) FW Flat Mounting Plate FW Ripple Mounting Plate Guards – Plastic Full Guards – Stainless Steel Pogo Stick/Hoses/Electrical

185 340

D-Value / Application (4) (kN) 150 to 200 B-Double 290 Road Train 122 Single Trailer 160 Single Trailer

Notes:(1) Turntables are typically available in different heights and this is achieved by using different mounting feet.

(2) Dual height adjustable turntable has a mechanism that allows the turntable to have two different heights (eg 167 and 317 mm) in order to suit different trailers and operations.

(3) Ball Race mounted turntables will still require a mounting plate.

(4) The “D-Rating and Application” is a guide only, always refer to the fifth wheel supplier for their recommendation.

(5) The Component Height does not include all elements require to complete an installation such as the Turntable, Ball Race (if fitted), Mounting Plate and distance the 5th wheel mounting angles sit above the Chassis Rail.

(6) Refer to the Manufacturer for details.

5th wheel installation must be completed in accordance with the Australian Standard.

DAIMLER TRUCKS 4–7 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 4 – REFERENCE

Body Sizing – Dry Freight Body Lengths Internal (mm & ft) 2,440 (8’) 3,660 (12’) 4,880 (16’) 6,100 (20’) 7,320 (24’) 8,540 (28’) 9,760 (32’)

A Body’s Pallet Capacity (2 Pallet Wide) 4 6 8 10 12 14 16

External (mm & ft) 2,740 (9‘) 3,960 (13’) 5,180 (17’) 6,400 (21’) 7,620 (25’) 8,840 (29’)* 10,060 (33’)

Note:* 28.5’ dry freight bodies are common • Pallet size used for calculations is 1,220 mm square, which allows for clearance around the basic 1,170 mm square base or 50 mm between pallets.

• 150 mm is allowed at each end for wall thickness and hinges.

• Measurements for overall lengths must include steps, hinges, rubber bumpers etc.

DAIMLER TRUCKS 4–8 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 4 – REFERENCE

Fixed Body Mass - Rigid Trucks

RIGID Size (L (x IH)) metres Mass (kg) Size (L (x IH)) metres Mass (kg) Size (L (x IH)) metres Mass (kg) Size (L (x IH)) metres Mass (kg) Warning:-

Body Capacity (2) Pallet - Length

Tray

8 – 17 foot

5.2 1,000 6.3 1,250 7.5 2,000 8.7 2,300

10 – 21 foot 12 – 25 foot 14 – 29 foot

Curtain Sider Van 5.5 x 2.4 1,700 6.4 x 2.4 2,000 7.6 x 2.6 2,600 8.8 x 2.6 3,100

Fridge Van (1) 5.5 x 2.1 2,500 6.4 x 2.1 2,900 7.6 x 2.3 3,450 8.8 x 2.3 4,000

This is a guide only.

Always consult the Body Builder for the correct masses and lengths.

Assumptions:1) The mass of the “Fridge Van” body does not include the mass of the refrigeration unit.

2) Nominal body capacity as detailed, is based on a standard pallet sizing.

The Pallet Capacity is for a double row, single level of 4 foot pallets.

General Notes:1) The above table does not provide any indication of weight distribution for any particular truck. The weight distribution must be calculated to ensure the body length suits the particular vehicle, based on dimensions/masses provided by the body builder.

2) All bodies are 2.5 m wide, the 17 & 21 foot long bodies have a 3 mm floors, while the longer bodies have 5 mm floors. The masses for trays and curtain siders includes the mass of gates and load binders.

3) L is the Overall Length of the body (metres).

(Internal Body Length) + (Additional length to convert to Overall Length) L ≈ 1.22 x 0.5 x Pallet Capacity + 0.3 m for Van bodies or 0.2 m for Trays or 0.3 m or more for Fridge Vans depending on the application.

IH is the Internal Height of the body, if applicable.

DAIMLER TRUCKS 4–9 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 4 – REFERENCE

Tipping Body Mass - Rigid Trucks TIPPERS Size (L x H) metres Volume (m3) Mass (kg) – Construction Material

4x2 with 4x2 with 12 tonne GVM 16 tonne GVM 4.0 x 0.45 4.5 x 0.9 4.0 8.7 1,350 1,500 - Steel - Steel

3 Axle Truck 4.7 x 1.4 14.5 1,500 - Alloy

Assumptions:1) The mass assumes the use of average tipping equipment, either under body or well mounted hoists and hydraulics.

All bodies are 2.5 m wide with fixed sides and rear tipping only.

Subframe:As detail on sequent pages.

Body application is Sand/Gravel – Not for demolition or rock.

2) The above table does not provide any indication of weight distribution for any particular truck. The weight distribution must be calculated to ensure the body length suits the particular vehicle, based on dimensions/masses provided by the body builder.

3) L is the overall Length of the body.

H is the Height of the bodies’ side.

DAIMLER TRUCKS 4 – 10 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 4 – REFERENCE

Load Restraint Guide (LRG) Issued by the: NTC and NSW-RTA, Second Edition 2004

It is the operators responsibility to ensure compliance with relevant regulations regarding the operation of the unit.

Where Daimler Trucks does not publish a requirement – LRG will provide the minimum requirements.

NTC

http://www.ntc.gov.au/

Section

General Principals of Loads Restraint

A

Arranging Loads on Vehicle

B

Restraining Loads on Vehicles

C

Driving Laden Vehicles

D

Loads

E

Calculating Restraint Devices

F

Vehicles Structure

G

Load-Restraint Equipment

H

How to Certify a Load Restraint System

I

Appendices

J

Tables

K

DAIMLER TRUCKS 4 – 11 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Section 4 – REFERENCE

Notes …………………………………………………………………………………………………………………………………… …………………………………………………………………………………………………………………………………… ………………………..………………………………………………………………………………………………………… …………………………………………………………………………………………………………………………………… ……………………………………………………..…………………………………………………………………………… …………………………………………………………………………………………………………………………………… …………………………………………………………………………………..……………………………………………… …………………………………………………………………………………………………………………………………… ………………………………………………………………………………………………………………..………………… …………………………………………………………………………………………………………………………………… …………………………………………………………………………………………………………………………………… ………..………………………………………………………………………………………………………………………… …………………………………………………………………………………………………………………………………… ……………………………………..…………………………………………………………………………………………… …………………………………………………………………………………………………………………………………… …………………………………………………………………………………………………………………………………… …………………………………………………………………………………………………………………………………… …………..……………………………………………………………………………………………………………………… ……………………………………………………………………………………………………………………………………

If you have noted any updates, corrections or requirements for new information, please let us know either by contacting MBAuP Truck Engineering or faxing this sheet to:- Data Book Update (03) 9566 6282 for inclusion in the next edition.

We value your input, please include your details:Notes by ………………………… of ……………………………, Contact # ………………………….

DAIMLER TRUCKS 4 – 12 Heavy Truck - Body Builder’s and Equipment Guidelines, Issue Date December 2007

Special Information for Bodybuilders September 2006

International Bodybuilder Management Mercedes-Benz Trucks TGE/SFB

Dear Bodybuilder-Partners,

Stuttgart, September 2006

The International Bodybuilder Management of Mercedes-Benz Trucks has a clear objective: we want to intensify the good cooperation in partnership with you.

We can only achieve this objective by communicating in partnership with each other, exchanging information rapidly and in an open manner. On this basis we will attain a decisive advantage in the increasing competition on international markets.

In order to sustain partnership and to achieve closely coordinated and successful action, we have created a “Special Information for Bodybuilders” in which we give you a general overview of the relevant changes. In addition to the fundamental alterations some exemplary modifications are also presented. Regarding your queries references are given, how to find the appropriate contact person at Mercedes-Benz Trucks.

This special information will become an essential component in the “BlueTec® WebSpecial” within the Bodybuilder Information Portal. You can access this information at: http://bb-infoportal.mercedes-benz.com We trust to be successful to jointly managing the Euro 4/5 challenge!

Markus Denzler

Sebastian Küchler

Senior Manager International

Manager Processes/Marketing (TGE/SFB)

Bodybuilder Management (TGE/SFB)

1. INTRODUCTION

1

2. BLUETEC® - TECHNOLOGY

2

2.1 BLUETEC® COMPONENTS 2.2 BLUETEC® - HOW IT WORKS 2.3 BLUETEC® VS. EGR

3 6 7

3. ADBLUE

10

4. BLUETEC® - START-UP DATES 2006

15

5. TRANSITION ARRANGEMENTS FOR EURO 3 VEHICLES BY COUNTRY

21

6. EURO 4/5 VEHICLES IN THE BODYBUILDER INFORMATION PORTAL

25

7. MODIFICATION OF EURO 4/5 COMPONENTS

27

7.1 DISPLACE THE ADBLUE TANK 7.2 DISPLACE THE MUFFLER 7.3 EXTEND THE EXHAUST GAS TUBE

27 34 36

8. OFFERS OF MERCEDES-BENZ CUSTOM TAILORED TRUCKS (CTT)

41

9. FUTURE OUTLOOK

42

10. FAQ

43

11. CONTACT

52

12. GLOSSARY

54

1. Introduction New standards Since 1990, the European Union (EU) has been imposing increasingly drastic restrictions on harmful emissions. The next stage of this emissions policy is due to take effect in October 2006 with the introduction of Euro 4. Just a few years later in 2009, Euro 5 will enforce a further sharp reduction in existing limits. Whereas the Euro 3 limits could be fulfilled simply with a series of internal engine advances, compliance with the Euro 4 and Euro 5 directives calls for aftertreatment of the exhaust gases. Mercedes-Benz has been quick to opt for a solution with a guaranteed future: it’s called BlueTec®, it’s based on SCR (Selective Catalytic Reduction) diesel technology and it already meets Euro 5 standards.

New solutions There is now an economical solution for anyone wishing to ready themselves for future emissions legislation today: BlueTec®, the SCR diesel technology for heavy-duty commercial vehicles from Mercedes-Benz. With this technology, a catalytic converter is responsible for reducing nitrogen oxide emissions. This is done with the aid of an additive called AdBlue, which is fed from a separate tank.

AdBlue is an aqueous, non-toxic solution that helps to convert nitrogen oxides into harmless substances. BlueTec® has the added advantage of working extremely economically.

Changes may have been made to the product and the processes and contents shown in the brochure since the editorial deadline of September 2006. All information contained within this booklet is therefore accurate to the best of our knowledge but without guarantee. If you have any question please feel free to get in touch with the Bodybuilder manager in your respective market (see contact persons database on page 52).

___________________________________________________________________________________________ - DaimlerChrysler AG -

Page 1

This information is exclusively and confidentially addressed to you for your personal information and must not be given to a third party.

_________________________________________________________________________________________

2. BlueTec® - Technology BlueTec® overcomes the challenge of reconciling a reduction in nitrogen oxides and particulate mass with lower fuel consumption using the following components:

redeveloped engine

AdBlue and supply unit

rear silencer with integrated catalytic converter

system diagnosis unit

Integration of BlueTec® components

In the following chapter the several components will be explained briefly.

___________________________________________________________________________________________ - DaimlerChrysler AG -

Page 2

This information is exclusively and confidentially addressed to you for your personal information and must not be given to a third party.

_________________________________________________________________________________________

2.1 BlueTec® Components Redeveloped engine Enhanced-efficiency engines are used in conjunction with BlueTec® diesel technology. By comparison with today’s EURO-3 engines, they feature a fuel saving potential.

Engine designation

Fuel saving compared to EURO 3

OM501

-2 to -3%

OM502

-4 to -6%

OM457

-2 to -3%

OM906

-3 to -5%

OM926 OM904

-3 to -5%

OM924 These engines feature an enhanced compression ratio and an increased peak combustion pressure.

The engine components and the cylinder head gasket have been adapted accordingly.

Note: The maintenance intervals remain unchanged and are as on EURO 3. Likewise, it is possible to use all diesel fuels approved today.

AdBlue and supply unit BlueTec® requires the use of AdBlue, an additive which is fed from the AdBlue tank to the metering device via the supply unit.

AdBlue is injected into the hot flow of exhaust gases through a metering device with high-precision, electronic control. In the heat it reacts to form ammonia, which is required for the chemical reduction of the pollutant in the ceramic SCR catalytic converter.

___________________________________________________________________________________________ - DaimlerChrysler AG -

Page 3

This information is exclusively and confidentially addressed to you for your personal information and must not be given to a third party.

_________________________________________________________________________________________

Various aluminium tank versions are available for onboard AdBlue supply. A tank filler neck with smaller diameter prevents the AdBlue tank inadvertently being filled with diesel fuel.

Example: Actros semitrailer with AdBlue tank (Code KP3)

Rear silencer with integrated catalytic converter Before the exhaust gases are released into the atmosphere, they first pass through the SCR catalytic converter for aftertreatment. Here, the nitrogen oxides are converted to harmless substances â&#x20AC;&#x201C; nitrogen and water â&#x20AC;&#x201C; in a catalytic chemical reaction. The construction and structure of the SCR catalytic converter is such that it also reduces particulate emissions.

The volume of the catalytic converter and, thus, the size of the silencer will change as a function of the vehicle engine. This means that the available construction space will change accordingly.

Rear silencer with integrated catalytic converter

___________________________________________________________________________________________ - DaimlerChrysler AG -

Page 4

This information is exclusively and confidentially addressed to you for your personal information and must not be given to a third party.

_________________________________________________________________________________________

Exhaust silencer -/catalytic converter matrix (particulars in liter)

Category

Code

Dimensions (LxBxH)

Additional Weight*

A

Code KG0

500x470x435 mm

32 kg

B

Code KG0

500x470x570 mm

94 kg

C

Code KG1

604x595x510 mm

115 â&#x20AC;&#x201C; 150 kg

D

Code KG2

604x595x650 mm

79 kg

E

Code KG0

800x300x1050 mm

91 kg

F

Code KG3

405x700x700 mm

130 kg

G

Code KG0

930x470x290 mm

67 kg

H

Code KG0

930x470x290 mm

74 kg

*inclusive pump, supply unit, pilotages, frame module and console

___________________________________________________________________________________________ - DaimlerChrysler AG -

Page 5

This information is exclusively and confidentially addressed to you for your personal information and must not be given to a third party.

_________________________________________________________________________________________

System diagnosis unit

Instrument

The system diagnosis unit provides the driver with all required information on the BlueTec速 system and the current AdBlue filling level.

2.2 BlueTec速 - How it works The basis for BlueTec速 is the redeveloped engine (1) which is designed for cleaner combustion, a reduced particulate mass and, depending on the engine variant, added power. When the exhaust gas is dispelled from the engine, AdBlue is added. The additive is fed from the AdBlue tank (2) via the supply unit (3) to the metering device (4) which injects it into the hot flow of exhaust gases where it reacts to form ammonia. The SCR catalytic converter (5) and ammonia together convert the nitrogen oxides into harmless substances: nitrogen and water.

BlueTec速 - How it works

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2.3 BlueTec® vs. EGR Exhaust gas recirculation (EGR) coupled with measures designed to reduce particulates is an alternative way of meeting Euro 4 emissions limits. Nitrogen oxides are reduced in the combustion chamber by re-injecting cooled exhaust gases. The cooled exhaust gas/fresh air mixture reduces the combustion temperature and cuts the nitrogen-oxide content in the exhaust. At the same time however fuel consumption and the formation of particulates is increased because combustion is no longer optimal. These particulates must be reduced using additional measures, such as modified fuel injection or particulate catalysts/filters. At present Euro 5 sets hurdles that cannot be overcome with this technology – at least, not in an economically viable way.

Mercedes-Benz believes BlueTec® is a far superior system to meet the European emission standards for heavy commercial vehicles. That is why Mercedes-Benz decided to adapt SCR diesel technology early on. The following system comparison provides a clear overview of the issues involved:

Initial situation:

Perfect balance of particulate emissions, nitrogen oxide emissions and diesel consumption in relation to fuel economy.

Legislation requires particulate matter and nitrogen oxides to be reduced under Euro 4. ___________________________________________________________________________________________ - DaimlerChrysler AG -

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Regulation of harmful substances with EGR

!

Any attempt to reduce the nitrogen oxides through modified combustion increases fuel consumption and particulate matter emissions.

a An oxidation catalyst is designed to trap the increased particulate matter. Higher fuel consumption is the disadvantage.

Regulation of harmful substances with BlueTecÂŽ

!

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While it increases the formation of nitrogen oxides, it does not reduce fuel consumption and particulate matter emissions.

9 The nitrogen oxides are finally trapped by the BlueTec® catalytic converter in order to meet Euro 4 and Euro 5.

Summary:

BlueTec®

EGR

+ Euro 4 and Euro 5 can reliably be met

- EGR is probably not fit for Euro 5 and can

+ Optimised ‚clean’ combustion

therefore only be regarded as a stop-gap

+ Fuel savings compared to Euro 3

solution

+ Can even be used with fuel containing sulphur + AdBlue permits a long range

wear

- Increased fuel consumption

+ Low maintenance overhead -

- EGR leads high engine load/significant piston

Handling costs for filling up with AdBlue

- Most of today’s standard particulate filters or catalytic converter systems use oxidation catalysts that rely on sulphur-free diesel being universally available.

The advantages of BlueTec® diesel technology clearly outweigh the few disadvantages. At present, the SCR system is the only technology able to meet the EURO 4 and the future EURO 5 limits.

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3. AdBlue AdBlue is an odourless, non-toxic aqueous solution which is transported in a separate onboard tank.

From here it passes, along with the exhaust gases, into the catalytic converter, where it converts nitrogen oxides into harmless nitrogen and water, significantly reducing emissions.

AdBlue

AdBlue has a tremendous range: around one litre of AdBlue is consumed per 25 litres of diesel. A standard AdBlue tank for long-distance haulage holds 85 litres, which is comfortably enough for up to 7,000 km. As special equipment several tank versions are available.

AdBlue supply Basically, you can choose between two methods of obtaining it: either you fill up with AdBlue at public fuel stations or you decide to have a tank of your own at your works.

At www.FindAdblue.com you can enter your location and a FindAdBlue.com pop-up window will tell you where to find your nearest AdBlue filling station. FindAdBlue.com is a free and independent service. To find out more, please visit: www.FindAdBlue.com.

Having one's own AdBlue pump in the yard offers a whole host of advantages. The following companies provide advice on solutions which are tailored individually to customer needs.

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Supplier

Company profile Own AdBlue production, customer-friendly system solutions for fleet supply,

BASF

cooperation with distribution partners. www.basf.de/adblue

Bott AdBlue Filling Systems GmbH

Development and international sale and distribution of AdBlue refuelling systems, especially for fleet operators with their own yard or company filling station. Patented AdBlue refuelling systems for individual solutions. www.bott-adblue.com System solutions for fleet supply and step-by-step expansion of AdBlue-

CEPSA

coverage at public CEPSA filling stations in Spain. www.cepsa.com Refuelling systems for private and public filling stations worldwide: www.wayne-europe.com

Dresser Wayne

For information on available filling pump products: www.wayne.se For information on worldwide organisation of Dresser: www.dresser.com Manufacturer of AdBlue tank systems in accordance with Cefic requirements

Flaco Geräte GmbH

for indoor and outdoor applications. www.flaco.de AdBlue manufacture and distribution through filling stations, oil dealers and

GreenChem

direct delivery, development of special tank systems for AdBlue. www.greenchem.de

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Supplier SKW Stickstoffwerke Piesteritz GmbH

Company profile Own AdBlue production, distribution to fleets in cooperation with distribution partners, system solution "Blue Sky" from KRUSE-Chemie KG comprises configurable tank modules and flexible supply. www.skwp.de AdBlue production, system solutions for fleet supply and step-by-step

TOTAL

expansion of AdBlue supply at public TOTAL filling stations. www.total.de/adblue

UCON Containersysteme

AdBlue tanks and refuelling equipment for truck yards in different variants, mobile indoor and outdoor systems. www.ad-blue.de "Dureal" system solution available for the whole European market, "Dureal"

Univar

includes storage and refuelling systems for fleets, for example, regular AdBlue delivery, stock monitoring, technical support and training. www.dureal.com Own AdBlue production, distribution under the brand name Air1ÂŽ-AdBlue for the whole European market together with the logistics partner Brenntag. The

YARA + Brenntag

system solution Air1ÂŽ Concept also includes storage and refuelling systems for fleets, for example. www.air1.info Own AdBlue production, system solutions for fleet supply and step-by-step

OMV

expansion of the AdBlue infrastructure at public OMV filling stations. www.omv.com/adblue System solutions for fleet supply and expansion of AdBlue supply to Repsol,

Repsol YPF

Campsa and Petronor filling stations in Spain. www.repsolypf.com

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AdBlue tank versions Several plastic tank versions are available for the AdBlue:

Code

Picture

KP0

KP1

KP2

KP3

KP4

KP6

Volume, dimensions, weight

8l

height 300 mm, diameter 246 mm

29 kg*

25l

110x650x480 mm

25 kg*

35l

220x650x480 mm

26 kg*

85l

465x480x580 mm

27 kg*

95l

395x640x570 mm

28 kg*

40l

200x490x540 mm

26 kg*

* plastic tank without AdBlue, inclusive console

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Series and special equipment (SA) coding Code

KP4

KP3

Actros artic V6

SA

Series

Actros V8 and platform

Series

Actros construction vehicles

KP6

Series

SA

Axor C artic

SA

Axor C platform

Series

Axor R

SA

KP2

KP1

KP0

Series Series

Atego

Series SA

Series

Fire Fighting

Series

Municipal

SA

Series

Detailed information and drawings regarding the AdBlue tank are availble in the Bodybuilder Information Portal in the content area MBAS-Web Î Types of information Î Additional information Î Description (AdBlue tanks). Please consider that at the moment this information is only available in German:

MBAS-Web/Types of information/Additional information in the Bodybuilder Information Portal

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4. BlueTec® - Start-up dates 2006 Enclosed this information gives an overview of the start-up dates scheduled in 2006 for BlueTec® 4 (code MS4) and BlueTec® 5 (code MS5). The start-up dates exclusively relate to production vehicles – equipment variants (e.g. exhaust, air intake) may become available at a later stage.

Please note that due to the complexity of the matter, deviations and individual delays can occur. We will try to keep you up-to-date. Thank you for your understanding.

Atego (BlueTec® 4) In combination with BlueTec® diesel technology, new engine output classes will be introduced in part.

This results in new engine codes and model designations.

EURO III engine version (code MS3) Code MN1 MN5 MN6

Output 122 hp 150 hp 177 hp

Code MQ4

Output 218 hp

Code MW1 MW2* MW4

Output 231 hp 245 hp 279 hp

EURO IV engine version (code MS4)

OM 904 LA Torque Code 470 Nm MQ1 580 Nm MQ2 675 Nm MN6 OM 924 LA Torque Code 810 Nm MQ4 OM 906 LA Torque Code 810 Nm MQ6 1100 Nm MQ7 1100 Nm MQ8

Output 129 hp 156 hp 177 hp

Torque 500 Nm 610 Nm 675 Nm

Output 218 hp

Torque 810 Nm

Output 238 hp 256 hp 286 hp

Torque 850 Nm 970 Nm 1120 Nm

*) only available for fire-fighting and municipal vehicles

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Start-up dates for BlueTec® diesel technology for Atego (BlueTec® 4) Available Platform trucks from Model Version 7..

8..

9..

10..

available

12..

13..

15..

L L L L NR L LNR L

L Dump trucks Model Version 8..

9..

10..

K 12..

13..

15..

Semitrailer tractor Model Version 13..

LS

BlueTec® 4 (code MS4) Code 970.002/003/005 X 970.203/205 X 970.012/013/015/017/022/023/025/027 X 970.212/213/215/217/223/225/227 X 970.032/033/035/037 X 970.233/235/237 X 970.042/043/045/047 X 970.243/245/247 X 970.050/053/055/057/058/059 X 970.083/085/087/088 X 970.253/255/257/258 X 970.283/285/287/288 X 970.060/063/065/067/068 X 970.263/265/267/268 X 970.073/075/077/078 X 970.273/275/277/278 X BlueTec® 4 (code MS4) Code 972.011/012/021/022 X 972.031/032 X 972.041/042 X 972.052/053 X 972.062 X 972.072 X BlueTec® 4 (code MS4) Code 974.262/263 X

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Start-up dates for BlueTec® diesel technology for Atego (BlueTec® 4) Available Platform trucks from Model Version 7..

10/2006

available

available

8..

Code 970.001 970.011/021 970.211 970.031 970.041

L 9..

10..

Municipal vehicles Model Version Code 10..

LK 975.041 13..

LKO 975.262 Platform trucks with all-wheel drive Model Version Code 10..

970.342 A 13..

970.362/363 15..

970.372/373 Dump trucks with all-wheel drive Model Version Code 10..

972.342 AK 13..

972.362 15..

972.372 Fire-fighting vehicles Model Version Code 8..

F 976.012/013 9..

AF 976.332/333/334 F 976.053/054 12..

AF 976.353/354 F 976.063/064/065 13..

AF 976.363/364 F 976.075/077 15..

AF 976.373/374

BlueTec® 4 (code MSIV) X X X X X BlueTec® 4 (code MS4) X X BlueTec® 4 (code MS4) X X X BlueTec® 4 (code MS4) X X X BlueTec® 4 (code MS4) X X X X X X X X

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Actros (BlueTec® 4/5) Start-up dates for BlueTec® diesel technology for Actros (BlueTec® 4/5)

available

Available Platform trucks from Model Version 20..

A 33..

A Dump trucks Model Version K 18..

AK K 20..

AK K 26..

LK K 33..

AK Semitrailer tractors Model Version 20..

AS S 26..

LS S 33..

AS

Code 930.083 930.182/183 Code 932.002/003 932.072/073 932.013 932.083 932.141/142/143 932.241 932.161/162/163 932.182/183 Code 934.082 934.141 934.241 934.161 934.182

BlueTec® 4 (code MS4) X X BlueTec® 4 (code MS4) X X X X X X X X BlueTec® 4 (code MS4) X X X X X

BlueTec® 5 (code MS5) X X BlueTec® 5 (code MS5) X X X X X X X X BlueTec® 5 (code MS5) X X X X X

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Start-up dates for BlueTec® diesel technology for Actros (BlueTec® 4/5) Available from

Platform trucks Model Version 18..

25..

L DNA L

available

26..

L 33..

Dump trucks Model Version Code 18..

K 932.003 K 932.141/143 26..

LK 932.241 33..

K 932.161/163 Concrete mixer vehicles Model Version Code 26..

933.141 B 33..

933.161/162/163 Semitrailer tractors Model Version Code 18..

LS 934.032/033 S 934.012/013 20..

AS 934.082 LS S 26..

LS S 33..

AS Platform truck Model Version

available

25..

10/2006

Code 930.004 930.032/034/036 930.113/114 930.202/203/204/205 930.143 930.243/244 930.162/163

32..

934.233 934.141 934.241 934.161 934.182 Code 930.306

Dump trucks Model Version 32..

K K 41..

AK

Code 932.304/305/307 932.314/315/317/325 932.336

Concrete mixer vehicles Model Version Code 32..

B 933.304/305 41..

B

933.314/317

BlueTec® 4 (code MS4)

BlueTec® 5 (code MS5)

in combination with V8 engine

already available

BlueTec® 4 (code MS4)

BlueTec® 5 (code MS5)

already available

in combination with V8 engine

BlueTec® 4 (code MS4) X X BlueTec® 4 (code MS4) in combination with V8 engine X in combination with V8 engine BlueTec® 4 (code MS4)

BlueTec® 5 (code MS5) X X BlueTec® 5 (code MS5)

X BlueTec® 4 (code MS4) X X X BlueTec® 4 (code MS4) X X

already available X already available BlueTec® 5 (code MS5) Start-up undecided BlueTec® 5 (code MS5) Start-up undecided (information to follow) BlueTec® 5 (code MS5) Start-up undecided (information to follow)

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Axor (BlueTec® 4/5) Start-up dates for BlueTec® diesel technology (code 95x.xxx) for Axor (BlueTec® 4/5)

available

Available from available

Platform truck Model Version 18..

A Dump trucks Model Version K 18..

AK K B

26..

BlueTec® 4 (code MS4)

Code 950.562/563

X BlueTec® 4 (code MS4)

Code 952.502/503 952.562 952.563 952.641/642/643 953.641/643

X X X X X

Start-up dates for BlueTec® diesel technology (code 94x.xxx) for Axor (BlueTec® 4/5)

10/2006

Available Semitrailer tractor from Model Version Code 06/2006 25..

LS 944.233 Dump trucks Model Version Code 26..

942.142/143 32..

942.304/305/307 K 33..

942.161/162/163 41..

942.314/315/317 Concrete mixer vehicles Model Version Code 26..

943.142/143 32..

943.304/305 B 33..

943.161/162/163 41..

943.314/317

BlueTec® 4 (code MS4) X BlueTec® 4 (code MS4) X X X X BlueTec® 4 (code MS4) X X X X

BlueTec® 5 (code MS5) X BlueTec® 5 (code MS5) X X X X BlueTec® 5 (code MS5) X X X X

Further changes which have to be considered Series Axor Actros Series Actros

These models are no longer

Platform truck Model 25..

Version L

Semitrailer tractor Model Version 25..

LS

Code 950.623/624/625/626

available in combination with

930.223/224/225/226

possibly via CTT)

Code 934.223

BlueTec® technology (setup

10/2006

Note: EURO V versions of the OM 904, OM 906, OM 924 and OM 926 engines are not available. ___________________________________________________________________________________________ - DaimlerChrysler AG -

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5. Transition arrangements for Euro 3 vehicles by country Transition arrangements are specified on the basis of EU Directive 70/156 EEC. There are two several regulations: According to Euro 3, (any number of) vehicles can still be admitted up to October 1, 2006, provided they were manufactured before June 30, 2006.

Result: Time gained for complex designs, but series conversion is factually “Time

unchanged.

regulation” A maximum of 30% of the vehicles from the prior sales year can still be registered for admission after October 1, 2006, provided they were “Quota

manufactured prior to that date.

Result: Euro 3 production is still possible during the third quarter.

regulation” “Quota

“Time

Status by 01/2006

regulation” regulation”

In Germany, the “quota regulation” is used. A maximum of 30% of the prior year’s quota can be admitted.

In France, a stricter form of the “quota regulation” is used, i.e. 30% of the previous year’s quota can be admitted, but based on type level.

In the U.K., both regulation options are available.

In Spain, a different form of the “quota regulation” is used.

The number of Euro 3 vehicles that can be admitted is limited to 10% of those allowed the prior year, and is generically used, i.e. there is no type level categorization.

In Italy, a variation of the “time regulation” is used, i.e. any number of finished vehicles can be admitted before October 1, 2007, and chassis up to April 1, 2008.

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In the Netherlands, a different form of the “quota regulation” is used. A maximum of 50 vehicles or a maximum of 10% of the prior year’s quota, based on type level, can be admitted after the Euro 4 deadline. The vehicles must have been manufactured before October 1, 2006 and registered with the authorities by chassis number.

In Belgium, a different form of the “time regulation” is used. A complete list of all the vehicles to be admitted must be submitted to the authorities by October 1, 2006.

The vehicles on the list can be admitted up to September 30, 2007. In combination the “quota regulation” is also used. A maximum of 30% of the prior year’s quota can be admitted.

In Sweden, the “quota regulation” is used. A maximum of 30% of the prior year’s quota can be admitted after October

1,

2006,

provided

the

vehicles

were

manufactured before October 1, 2006.

In Finland, a different form of the “quota regulation” is used. 10% of the prior year’s quota can be admitted, but only up to March 31, 2007. A prerequisite is that the vehicles must already have been manufactured and be mobile, and also be on European soil by October 1, 2006.

The 10% rule applies to the vehicle classes N3, N2, N1, M3, M2 and M1.

In Greece, a different form of the “time regulation” is used, i.e. stock vehicles with an import date prior to October 1, 2006 can be admitted up to October 1, 2007.

A prerequisite is registration of the vehicle chassis number with the Ministry of Transport.

In Ireland, a different form of the “quota regulation” is used. A maximum of 10% of the prior year’s quota can be admitted up to October 1, 2007. Due to inadequate control mechanisms, infringement is possible, however. A prerequisite for admission is that the chassis numbers are ___________________________________________________________________________________________ - DaimlerChrysler AG -

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reported to the authorities.

In Luxembourg, a different form of the “time regulation” is used. Euro 3 vehicles can still be admitted before December 31, 2006, provided they were manufactured before October 1, 2006. After that, they can still be admitted for six months (if manufactured before October 1, 2006), but they must be registered on the basis of a list.

In Norway, a different form of the “quota regulation” is used. Euro 3 vehicles can be admitted up to March 31, 2007. A maximum of 10% of prior sales year registrations may be admitted. A prerequisite is that the vehicles must have been produced and be mobile, and also be on European soil by October 1, 2006.

In Portugal, a different form of the “quota regulation” is used. A maximum of 30% of the prior year’s quota may be admitted, but not more than 100 vehicles. A prerequisite is the submission of a complete list of all vehicles to be admitted to the authorities (D.G.V.) by September 2006.

At present, there is still no statement from the Danish Certification

Office

regarding

their

transition

arrangements. It is assumed from this that vehicles which are delivered too late due to unforeseen circumstances may be admitted. However, 10% of the prior year’s sales may not be exceeded. A prerequisite is submission to the authorities of a complete list of all vehicles to be admitted

by September 15, 2006. Applications for authorized exceptions for up to a maximum of one year must be made before October 1, 2006.

In Austria, a different form of the “quota regulation” is used. A maximum of 30% of the domestic vehicles authorized, by vehicle type, and with Euro 3 motors, can still be admitted for one year. A prerequisite is that the vehicles must have come straight off the production line and have been delivered to Austria at least one month ___________________________________________________________________________________________ - DaimlerChrysler AG -

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ahead of the deadline (i.e. by August 31, 2006).

In Switzerland, no exceptions will be made. All vehicles imported into Switzerland after September 30, 2006 must meet Euro 4 emission standards.

In the Czech Republic, a different form of the “quota regulation” is used. A maximum of 30% of the prior year’s quota may be admitted, but not more than 100 vehicles. A prerequisite is the submission of a complete list of all vehicles to be admitted to the authorities by Oktober 1, 2006.

In Poland, a different form of the “quota regulation” is used. A maximum of 30% of the prior year’s quota may be admitted, but not more than 100 vehicles. A prerequisite is the submission of a complete list of all vehicles to be admitted to the authorities by Oktober 31, 2006.

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6. Euro 4/5 vehicles in the Bodybuilder Information Portal To provide effective support to you as bodybuilder, we have extended the traditional MBAS data source into a user-friendly, fast internet application – the MBAS-Web. We have integrated this resource into the Bodybuilder Information Portal to create a centralized, comprehensive communication platform with up-to-date data content.

You will find the Bodybuilder Information Portal on: http://bb-infoportal.mercedes-benz.com The content area “MBAS-Web/Vehicle data” offers several technical drawings, technical data and information about the available construction space by Euro 4/5. At the moment 14 000 drawings are available:

approx. 6 200 drawings for EURO 3

approx. 5 100 drawings for EURO 4

approx. 2 800 drawings for EURO 5

Technical data chassis

EURO 4 and EURO 5 drawings are with AdBlue tank and SCR catalytic converter.

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Content area MBAS-Web in the BB-Information Portal

Some Euro 4/5 drawings are not yet in the MBAS-Web, however, will be made available until the end of 2006. These drawings are mainly about: Â&#x192;

Actros Euro 5: 4151 4-axles (all-wheel dumper/dumper)

Â&#x192;

Actros Euro 4/5: to all 25.. 6x2/4 V6 all L = air-suspended and LS = air-suspended artic

If you do not yet have your own registered access authorization to the Bodybuilder Information Portal/MBAS-Web, please register by entering your company details in the Bodybuilder Information Portal.

If a member of your staff is already registered under the Mercedes-Benz Bodybuilder Information Portal, please contact him or her directly. He or she will be able to create a personal access profile.

In the event of any queries or problems with the Bodybuilder Information Portal, please contact our hotline: E-Mail: bb-infoportal@daimlerchrysler.com Phone: +49-(0)711-17-33322

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7. Modification of Euro 4/5 Components Note: The following information shall give you a technical overview of the possible modifications, however, this is not a modification instruction for our vehicles. Changes on the mentioned processes and contents may occur. Please consider that we cannot give any guarantee for the information.

Solely the information and instructions given in the body mounting directives are applicable. These are updated in a regular manner. Please take the detailed and type-specific instructions to the possible modifications of the Euro 4/5 components from the next version of the body mounting directives which will be published during this year: Î http://bb-infoportal.mercedes-benz.com Î Content area MBAS-Web Î Body Mounting Directives

7.1 Displace the AdBlue tank The following drawings show basic steps concerning the displacing of an AdBlue tank: The AdBlue tanks basically have four pipe connections:

AdBlue supply- and return pipe

Engine cooling water supply- and return pipes for heating the AdBlue system.

Drawings of connections on the AdBlue tank:

Hotwater return green

Hotwater supply green

AdBlue supply and vent (return) blue.

Scheme AdBlue tank with tubes

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Schematic drawing of AdBlue tank and pipe system before the pipe extension:

AdBlue tank Heating-circuit water to AdBlue tank AdBlue to supply unit

chassis frame

supply unit

AdBlue return and vent

Heating-circuit water to cooling circuit

AdBlue to metering

After production run

Schematic drawing of AdBlue tank and pipe system with connected pipe extension:

chassis frame supply unit

AdBlue tank

Heating-circuit water to AdBlue tank

AdBlue to supply unit

1

2

AdBlue return and vent Cutting site after moving the AdBlue tank 1.

AdBlue to metering

Only straight couplings have to be used on the cutting site.

2.

Heating-circuit water to cooling circuit

Use the same couplings for the AdBlue tank on the accesses and exits of the AdBlue tank as for delivery.

After moving the AdBlue tank

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Displace the AdBlue tank AdBlue tank position in production run

Disconnect AdBlue- and hot water tube from AdBlue tank.

If couplings are with 90° angle, they have to be removed.

Open connection from AdBlue tank to chassis.

Mount straight couplings in the tube, if necessary.

Displace AdBlue tank (production run)

AdBlue tank on the new position

Mount the AdBlue tank in the new position on the chassis frame.

Put the four couplings into the respective tubes.

Lay the extended tubes into the chassis in a straight line and insulate them in the best possible way.

Put the couplings into the AdBlue tank.

Displace AdBlue tank (new position)

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Important requirements for laying of the AdBlue tubes:

The insulation has to include all tubes and all couplings at the AdBlue tank and supply unit, this is necessary to avoid frozen AdBlue.

The AdBlue- and water tubes have to go in a straight line to the AdBlue tank.

Do not bend the tubes.

The AdBlue capillary rise is maximum 0, 5 meter between bottom of tank and supply unit.

The tubes from the AdBlue tank to the supply unit must be laid without bends above and below of the max. capillary rise of the tank.

The maximum length of AdBlue tubes between AdBlue tank and supply unit are 5 meters.

The tube insulation against freeze has to be as good as possible.

Position AdBlue tank to supply unit: The AdBlue capillary rise has to be not higher then Intake AdBlue at supply unit

0, 5 m.

The

AdBlue bottom line „low level“

definition

dimension

is

of

this

from

the

lowest level in the AdBlue tank to the AdBlue input on the

supply

unit

(max.

capillary rise).

Position AdBlue tank to supply unit

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Extension tubes: Supply pipes for AdBlue and water Coupling water flows to cutting site

Clamps not shown

Coupling AdBlue flows to cutting site

Watertube (green) to AdBlue tank

AdBlue-tube (blue) from AdBlue tank to cutting site in front of supply unit

Coupling water supply on AdBlue tank

Connection AdBlue supply pipe on AdBlue tank

AdBlue and watertube from isolation A 002 546 94 30 encased

Supply pipes for AdBlue and water

Extension tubes: Return pipes for AdBlue and water Coupling AdBlue return and supply tube on AdBlue tank

Clamps not shown AdBlue return and supply tube (blue) from cutting site to AdBlue

Coupling AdBlue return and supply tube to cutting site

Coupling hotwater return on AdBlue tank

Hotwater (green) return from AdBlue tank to supply unit

Coupling hotwater return tube from AdBlue tank to cutting site to supply unit

AdBlue and watertube with A 002 546 94 30 insulating tubes.

Return pipes for AdBlue and water

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This information is up to date concerning the latest technical developments. Due to the permanent product improvement technical modifications may occur which may have an impact on the parts which have to be used. Please order the necessary parts as early as possible at a Mercedes-Benz branch or a contractual partner and check according to the vehicle ID No. whether the technical condition of the respective vehicle corresponds to this instruction.

Parts Parts for AdBlue tube extension:

AdBlue tube A 930 476 00 01 EPDM (grey) with diameter 7.5 mm and 3.75 mm wall.

Clamp A 000 995 62 35.

Straight coupling A 005 997 18 89.

Straight coupling A 004 997 92 89 and elbow coupling A004 997 94 89.

Supply unit coupling A 003 997 23 89.

Parts for water tubes extension:

Water tube A 930 501 00 82 EPDM (black) with diameter 9.0 mm and 3.25 mm wall.

Clamp A 000 995 65 35.

Straight coupling A 004 997 62 89.

Straight coupling A 003 997 24 89, A004 997 44 89 and elbow coupling A004 997 75 89.

Parts for extension Fastener versions for AdBlue Straight coupling A 005 997 18 89

Straight coupling

Clamp A 000 995 62 35

Clamp

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Coupling versions for AdBlue Coupling for AdBlue tank

Coupling for supply unit

Elbow coupling A 004 997 94 89

Straight coupling A 004 997 92

Coupling A 003 997 23 89 only for supply unit (beware of mistake)

Coupling

Coupling

Supplier number:

Supplier number:

Normaquick S NW 5/16“-06- 0°

Normaquick S NW 5/16“-7.3. 90°

Coupling versions and connecting parts for heating-circuit water Coupling A 004 997 62 89

Coupling

Clamp A 000 995 65 35

Clamp

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Coupling versions for heating-circuit water Straight coupling A 003 997 24 89 and A 004 997 44 89

Angle coupling A 004 997 75 89

Straight coupling water

Straight coupling water

Supplier number PS3 NW 08-10-0°

Supplier number PS3 NW 08-10-90°

The mentioned parts can be ordered as usual at the Mercedes-Benz spare parts centre.

7.2 Displace the muffler

The position of the muffler is covered by the engine and noise certificate.

For receiving the engine and noise certificates certified stainless steel pipes with special high temperature insulation have to be used.

Displacing up to 3.000 mm is possible (maximum length 3.900 mm from cutting site engine to muffler).

Muffler

The catalytic converter composition can be modified by the bodybuilder himself. Please consider the body mounting directives. ___________________________________________________________________________________________ - DaimlerChrysler AG -

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Example of a possible new clamp for the muffler

Clamp of the muffler

The available clamps are listed in the interface parts catalogue of the Bodybuilder Information Portal.

It is also allowed for the bodybuilder to fix a clamp himself.

Possible displace by CTT Code KKAX:

The dimensions listed below describe the various options of the displacing of a catalytic converter by means of special control.

KG1 (175 ltr.)

KG2 (225 ltr.)

KG3 (307 ltr.)

800 / 850 / 900mm

800mm

800 / 850 / 900 / 1000/ 1050mm

1200mm

900 / 950 / 1000 / 1050mm

1400 / 1450 / 1500 / 1550 / 1600 / 1650 / 1700 / 1750 / 1800mm

1500 / 1450 / 1500mm

1350mm

1750 / 1800 / 1850mm

1600 / 1650 / 1700 / 1750 /

2050mm – Degree X

1800 mm 2050mm – Degree X

2050mm – Degree X

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7.3 Extend the exhaust gas tube Collective number A 932 490 04 10 Certification number RA 2000 or RA 2001 Parts for engine BR 900:

Straight tube A 932 490 02 10 - length 1 meter

Straight tube A 932 490 03 10 - length 2 meter

Elbow pipe A 932 490 01 23 - 90°

Insulation cramp A 005 997 29 90

Parts for engine BR 450/ 500:

Straight tube A 932 490 00 10 - length 1 meter

Straight tube A 932 490 01 10 - length 2 meter

Elbow pipe A 932 490 00 23 - 90°

Insulation cramp A 005 997 14 90

The following picture report describes the basics of an exhaust pipe extension: Engine BR 900: tube diameter with isolation 130 mm Engine BR450/BR500: tube diameter with isolation 140 mm

Starting

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The example demonstrates how to shorten a 1 meter tube to 750 mm.

Mark the 750 mm position for example with a cramp or with a flexible board.

Set a second mark 10 mm offset (at 740 mm) from the 750 mm mark.

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Cut the tube at the 750 mm mark with a cut-off wheel.

Cut the stainless foil at the second mark with a plate shears.

Cut the isolation with a knife.

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Compress the insulation 10 mm up to max. 20 mm under the stainless foil.

Press the stainless foil tight onto the tube with a hammer and flat pliers.

Press the foil with the stainless cramp on the tube.

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The stainless tubes have to be welded with WIG-or MAG-procedure.

WIG-procedure: - Diameter Wolfram-needle: 2,4 mm - Amperage: 30 Amp - Filler metal: Diam. 1,6 mm – W 18 8 Mn = 1.4370 - Nozzle: Diam. 11mm / 11 Liter/min - Welding gas: Argon – 4, 8 - Preparation: cleaning with stainless rotation brush MAG-procedure: - Inert gas M 12 (97,5 Ar / 2,5 Co2 ) - Nr. B1878102520 - Non-arc-carrying welding filler: Ø 1 mm/ 15 kg - Coil / SG-X (15Cr Ni Mn 18 8)

Important requirements to extend the exhaust tubes:

Tube diameter 120 mm: outer diameter 140 mm

Isolation with certification number : RA 2000

Tube diameter 90 mm: outer diameter 130 mm

Insulation with certification number : RA 2001

At least one certification number has to be on every tube piece

Minimum of insulated length: 80 %

Maximum angle for the extended tube : 270°

Maximum tube extension allowed: 3000 mm

Distance of tube clamps: maximum1100 mm

In the direct area of a weld seam (a bracket has to be fixed)

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8. Offers of Mercedes-Benz Custom Tailored Trucks (CTT) Mercedes-Benz Custom Tailored Trucks is the central contact point concerning the fulfillment of expert solutions and individual special requests of our international commercial vehicle customers.

CTT allows for these custom-made vehicle modifications through a production expert network with competent internal and external partners. CTT acts as general contractor concluding the order to the ideal partner.

Please find below a brief list of the Mercedes-Benz Custom Tailored Trucks (CTT) offers concerning BlueTec®:

Dislocation of a catalytic converter to the rear side

Installation of the KH7 catalytic converter instead of K68 on a four-axle truck

Installing catalytic converter deeper/higher

Displacing Ad-Blue tank to the front side behind front axle fender

Displacing Ad-Blue tank between 1. and 2. front axle

Displacing Ad-Blue tank to the front/rear side

Displacing Ad-Blue tank: higher/lower

Displacing Ad-Blue tank to the left

Offers are made always according to individual requests of the bodybuilders.

For further question please do not hesitate to contact the CTT (Actros, Axor, Atego) sales support: Hotline:

0049 (0) 180 500 35 38

Fax number:

0049 (0) 180 500 35 39

E-Mail:

CustomTailoredTrucks@daimlerchrysler.com

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9. Future Outlook Emmision control for Euro 4/5 – Current status for Germany

Euro 2 particulate

Euro 3 particulate

EURO 4 particulate

matter value

matter value

matter value

For vehicles with

For vehicles with

For vehicles with

EURO 1 and DPF*

EURO 1 and DPF

EURO 2 and DPF

EURO 2

EURO 2 + PM-KAT

EURO 3 and DPF

EURO 3

EURO 4 and 5

*diesel particle filter

A resolution of the German government. Further steps concerning the legal validity of this law are not yet concluded.

On-Board-Diagnosis Today, all BlueTec® trucks are already equipped with an extensive diagnostic system, and from October 2007 they will have NOx sensors as well.

Legal situation: From October 2007, under EU law, every new truck must be fitted with a NOx sensor. If certain limit values are exceeded, the truck’s torque must be reduced by up to 40% by means of engine electronics.

Objective: Monitoring of the emissions characteristics of trucks while in operation.

Affected: All trucks, regardless of whether they have EGR or SCR. Euro 6 There will be no alternative to the SCR technology for Euro 6 in the future. The Euro 6 limit values have not yet been determined by the EU, however, the limit values for NOx and particles will be tightened again considerably. Mercedes-Benz Trucks will inform you about this topic in time. ___________________________________________________________________________________________ - DaimlerChrysler AG -

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10. FAQ LEGISLATION Q: What is EURO 4?

A: EURO 4 is the next level of the European emission limits following the current EURO 3 limits for heavy commercial vehicles. Compared to the current EURO 3 standard it means a reduction of nitrogen oxides by 30% and a reduction of diesel particles by 80%. EURO 4 becomes effective for all vehicles in 10/2006. EURO 4 must be met by all trucks > 3.5t gross vehicle weight. Under this level, EU standards for passenger cars apply.

Q: What additional requirements do EURO 5 stipulate?

A: EURO 5 differs from EURO 4 only in the nitrogen oxide emission limits, not in diesel particulate emission limits. The nitrogen oxide emission limits are a good 40% lower than EURO 4 and 60% lower than EURO 3. EURO 5 becomes effective in 10/2009, for new model lines one year earlier.

Q: Is the EURO emission legislation compatible with Japanese and US standards?

A: In the USA and Japan there are national standards. Here too, diesel particulate and nitrogen oxide issues emissions are the focus. However, other emission limits and test methods apply. Moreover, there are other times for deployment. Furthermore, customers have other requirements, e.g. in terms of fuel economy and maintenance. For this reason, globally operating truck manufacturers such as DaimlerChrysler must develop specific solutions for these regions of the world. An effort is being made to secure uniform standards.

TECHNOLOGY – GENERAL Q: What is DaimlerChrysler doing to comply with EURO 4 and Euro 5 in the commercial vehicle sector?

A: DaimlerChrysler is introducing the BlueTec® diesel technology in all European commercial vehicles above 6 tons as well as for vans and busses in order to meet EURO 4 and Euro 5.

Q: What is BlueTec®?

A: Fundamentally the new BlueTec® diesel technology DaimlerChrysler is introducing is based on a comprehensive further development of the engines in order to achieve maximum efficiency and emission treatment on the basis of SCR technology. SCR stands for Selective Catalytic Reduction and is a technology to reduce nitrogen oxides in the exhaust gas. This technology has been widely used for decades, for example in the process for NOx removal in stationary power plants. For application in ___________________________________________________________________________________________ - DaimlerChrysler AG -

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commercial vehicles the engine is being optimised towards low emission of diesel particulates and low fuel consumption. By adding a reduction agent (AdBlue), nitrogen oxides occurring on combustion in the engine are converted into the two harmless substances nitrogen and water. The SCR catalytic converter additionally has the effect of further lowering particulate emissions.

Q: What is new about the engines?

A: Extensive further development has been made on all our successful commercial vehicle engines, with the objective of increasing efficiency and thus fuel economy, with at least the same durability.

Thus the compression ratio and firing pressure increase. Many improvements of hardware, starting with new materials for the engine block (vermicular graphite cast iron) right up to a new sealing and mounting concept, are deployed here. New injection nozzles and injection pressures up to 2,200 bar contribute to a further optimisation of the combustion process. The result is higher combustion efficiency with less particulate emissions in exhaust gas, with fuel economy being improved at the same time. In the Actros V8 there will also be a power gain of between 7 hp and 20 hp and up to 100 Nm. The launch of a new V6 engine in the 480 hp outputs class will round off the engine range. For the Actros components of between 320 hp and up to 600 hp will be available. For the lower and medium engine ranges, there are also numerous power gains. With the 256 hp there is also a new engine output class for the Atego and Axor. For the Mercedes-Benz truck brand, engines between120 hp and 600 hp will be available.

Q: Why does DaimlerChrysler opt for BlueTec® and SCR technology?

A: DaimlerChrysler – like other European commercial vehicle manufacturers – applies the SCR technology to comply with EURO 4 and 5, in order to offer customers a drive system concept for the future which sets new standards combining economy, power and respect for our environment.

Compared to other potential EURO 4 technologies BlueTec® offers our customers a range of benefits:

considerably improved fuel economy

unchanged reliability

does not require additional maintenance

operation across Europe with all currently available diesel fuels

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Q: How is the BlueTec® diesel technology housed in the truck?

A: The AdBlue reducing agent is mostly accommodated in a separate tank on the right side of the vehicle. The ceramic catalytic converter is located in the silencer casing in stainless steel. The overall BlueTec® system also consists of an AdBlue supply unit, a compressed air distributor, a metering unit, the electronic control and the sensor system.

Q: What are the differences in BlueTec® diesel technology across the Mercedes-Benz series (Actros, Axor, Atego)?

A: The basic design of the BlueTec® system is the same in all Mercedes-Benz trucks. AdBlue supply unit, compressed air distributor, metering unit, electronic control and sensor system are similar or common parts and are accommodated in similar installation locations in the truck. Naturally enough, the AdBlue tanks have different sizes. Thus the Actros longdistance haulage V6 has an 85-litre AdBlue tank which allows AdBlue ranges of up to 7,000 kilometres. A light Atego 815 for short-radius distribution has a 25-litre tank, perfectly suitable for typical Atego applications. The silencer casings also are of difference sizes. This relates to the necessary area for the catalytic converter. A BlueTec® 5 Actros has a silencer volume of 225 litres and an Atego 815 with BlueTec® 4 a volume of 95 litres.

After all, the tank and the silencer/catalytic converter are the only two elements in the BlueTec® system in which there are material size variations across the individual series.

Q: What impact does BlueTec® have on payload and bulk volume?

A: The additional components do have a certain weight and take some space. From a series production configuration, the Mercedes-Benz customer will be able to select from a range of AdBlue tanks that differ in size, thus designing his vehicle for maximum range and optimum payload.

Depending on the configuration, e.g. the size of the AdBlue tank selected, the extra weight on a full tank in Actros and Axor can be between 115 kilograms and 210 kilograms, and in the Atego between 80 and 95 kilograms (AdBlue tank empty). Part of this extra weight is compensated for by other technical innovations, such as the Super Single tiring. The AdBlue tank and silencer do take up a certain bulk volume. Measures have been taken at Mercedes-Benz to minimise the resulting restrictions. The integral rear in the Actros is an example of this. Here space has been created on the left for the larger silencer and for additional diesel tanks. The air filter has been displaced on the right of the Actros V6. It is now accommodated under the cab, creating space for the AdBlue tank. Our aim is to allow all bodies and special equipment available today also for BlueTec® vehicles, across all series.

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Q: How does the SCR system in BlueTec® vehicles react at temperatures well below freezing point?

A: The freezing point of the AdBlue reducing agent is approximately minus 11 degrees Celsius, i.e. at lower temperatures it gradually crystallises and later solidifies. For this reason the entire system is heated via the engine’s coolant circuit. Extensive tests in practice have demonstrated the high levels of reliability and robustness, even in the Finnish winter at temperatures under -30°C. Q: Which components in the SCR system are heated in BlueTec® vehicles?

A: The overall AdBlue system is heated via the coolant circuit of the engine, i.e. AdBlue tank, AdBlue wiring, AdBlue supply unit and AdBlue metering unit.

Q: From when are the SCR components heated with the engine coolant?

A: The SCR components are heated when the coolant reaches a temperature of 65°C Celsius.

Q: Is it possible to operate BlueTec® vehicles with biodiesel and other diesel fuels?

A: As the BlueTec® system does not contain any sensitive components, e.g. rare metal coatings, BlueTec® vehicles can be operated with all currently available diesel fuels. This also applies to military fuels (F34, F43) and biodiesel (RME). In terms of deployment areas and emission limits, the same restrictions apply as Mercedes-Benz also has for EURO 3.

Q: Why is it that diesel which contains sulphur does not damage diesel BlueTec® vehicles?

A: The ceramic catalytic converter does not have any metal coatings which could be destroyed by sulphur. As a result it is no problem to operate vehicles with fuels containing sulphur, which is often the case in South and South-East Europe.

TECHNOLOGY – NEW OPERATING FLUID “ADBLUE” Q: What operating fluid is also necessary?

A: The SCR reaction needs ammonia as a reduction agent. Ammonia, being a harmful substance, cannot be used in large amounts for on-road applications. This is why an aqueous solution called AdBlue is used in the BlueTec® truck. In the hot engine exhaust gas, it is converted into ammonia at volumes in line with requirements. AdBlue is carried in a separate tank in the vehicle.

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Q: What is AdBlue?

A: AdBlue is a non-toxic, colourless and odourless water-soluble substance. Some of its applications are in the agricultural, textile, cosmetics and pharmaceutical industries. The organic compound AdBlue is composed of carbon, nitrogen, oxygen and hydrogen and has the chemical formula CH4N2O. Its composition is standardised in DIN 70070. AdBlue freezes at approximately -11 degrees Celsius. From this temperature it slowly thickens and later solidifies.

Q: Is AdBlue hazardous to water?

A: AdBlue is in water hazard class 1, as is milk. Its composition is similar to a fertiliser and thus does not cause any serious damage when spilt. However, spilt AdBlue can crystallise. It forms a white coating and metallic surfaces can be attacked. However, water is sufficient to remove spilt AdBlue.

When storing AdBlue at a haulage company depot, it is not necessary to install either surface sealing or oil traps.

Q: How long can AdBlue be kept?

A: Under normal storage conditions, AdBlue can be stored for at least a year. Generally AdBlue suppliers provide quality guarantees of between 6 and 12 months under normal storage conditions.

Suppliers equip customers with suitable containers for the storage locations.

Q: How can AdBlue be stored?

A: AdBlue can be stored in cans, indoor/outdoor small filling stations (<10mÂł) or in large filling stations (>10mÂł). The relevant containers are already available from various manufacturers. These can be heated or unheated systems depending on climatic conditions and location.

Q: If the vehicle is operated without AdBlue, what EURO standards are then met?

A: From a technical point of view the vehicle can also operate without AdBlue. However, in this case nitrogen oxide is not converted in the exhaust gas aftertreatment. As a result there are nitrogen oxide emissions at the level of EURO 1 vehicles, in some cases even worse. This depends on the way the vehicle is being deployed.

Q: Can ammonia escape and is any smell perceptible?

A: As a result of its pungent smell, ammonia is easily discernable, even in very low quantities.

However, the injection of AdBlue is coordinated so precisely to the exhaust gas emission that the ammonia slippage does not occur in any operating condition. This excludes any exposure to smell. ___________________________________________________________________________________________ - DaimlerChrysler AG -

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Q: How will timely and global supply with AdBlue be secured?

A: A distinction has to be made between refilling at the customer depot and the public infrastructure, e.g. at filling stations. Even today, most customers refuel with diesel at the company depot. Bearing in mind that no large installations are required for AdBlue and that the vehicle range is up to 7,000 kilometres, then AdBlue refuelling can generally be done at the customer depot. More than 25 different AdBlue providers already offer a series of system solutions for depot refilling across Europe.

Many customers have already installed the necessary refilling equipment. Generally this takes up only one square metre or less. Of course there must be a public infrastructure, e.g. for customers who have no space for their own refilling systems or for emergency refilling en route. Currently several international oil companies are unveiling their initial infrastructure or have already done so. These include motorway filling stations or unmanned filling stations in industrial zones. In addition, AdBlue is available at some 72 Mercedes-Benz dealers in Germany and Switzerland. The stores of some AdBlue providers are available for public refilling.

Q: How much AdBlue fuel is needed?

A: In a BlueTec® 4 vehicle, AdBlue consumption ranges from 3% to 5% of the diesel consumption, depending on the use profile and external conditions. With a BlueTec® 4 Actros this is less than 1.5 litres per 100 kilometres. For an AdBlue fuel tank size of 85 litres, this would mean a range of up to 7,000 kilometres. In order to achieve lower emission levels, more nitrogen oxides are converted in BlueTec® 5 vehicles. As a result more AdBlue is required. AdBlue consumption is between 4% and 6% of diesel consumption. Thus with an AdBlue tank of the same size, the range is lower in comparison to BlueTec® 4.

TECHNOLOGY – MAINTENANCE/SERVICE LIFE Q: What are the implications of BlueTec® for the customer in day-to-day operation?

A: The SCR system in a BlueTec® vehicle needs AdBlue as an additional operating liquid. Refilling of diesel and AdBlue can take place at the same time, either at public petrol stations or customers‘ operating sites. Apart from that there is no noticeable difference to the operation of a EURO 3 vehicle.

There is no change of maintenance intervals.

Q: How practical is SCR? A: The SCR system has shown its practicality since the beginning of the nineties. In the framework of a field test supported by the Bavarian Ministry of Development and Environmental Issues, ten Mercedes-Benz commercial vehicles covered between 140,000 and 290,000 kilometres each.

Altogether they drove some 3.2 million kilometres.

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Q: Are there additional maintenance costs?

A: For the BlueTec® system only marginal additional service scopes are necessary, such as replacing AdBlue filters. This and other marginal work takes place in the framework of the usual service intervals. The necessary engine oil quality and oil change intervals are the same. The actual SCR catalytic converter does not require any maintenance.

Q: Do the oil change intervals change or is higher-quality engine oil needed?

A: BlueTec® vehicles can use the same engine oil as in EURO 3. There is no change to oil quantity and change intervals.

Q: Is the service life of a BlueTec® vehicle restricted?

A: No, in terms of service life and reliability, the engines achieve at least the high level achieved today.

The SCR exhaust gas after treatment is free of wear.

TECHNOLOGY – RETROFITTING/RECONVERSION Q: Can BlueTec® be retrofitted in EURO 3 vehicles?

A: No. This is because to install BlueTec® components, not only extensive changes have to be made on the engine but also there are extensive adjustments of component setup (i.e. Diesel tanks, air filter) on the vehicle.

Q: Is it possible to retrofit a BlueTec® 4 truck to EURO 5?

A: It is technically possible to retrofit a BlueTec® 4 truck to EURO 5. The main things that need to be done are to adjust the SCR control and enlarge the volume of the catalytic converter. However, from an economic viewpoint retrofitting makes no sense, because it is very expensive to exchange the catalytic converter. Customers who want to meet a EURO standard before it is introduced should therefore opt for BlueTec® 5 when purchasing a vehicle.

Q: Is it possible to reconvert a BlueTec® 4 or BlueTec® 5 truck to EURO 3?

A: In operation without AdBlue, a BlueTec® truck generally has nitrogen oxide emissions at the level of the EURO 1 standard, sometimes even worse. However, there are countries, e.g. in the Middle East, where EURO 4 is not required in the medium term. For this reason there will be no AdBlue infrastructure. For marketing used BlueTec® vehicles, measures are being planned to operate these trucks at EURO 3 level, without AdBlue. The relevant reconversion concepts will be provided in good time and economically. This is planned for the Actros V6 and V8 as well as the Axor with the OM 457 LA series six-cylinder. ___________________________________________________________________________________________ - DaimlerChrysler AG -

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CONTROL FUNCTIONS / DIAGNOSIS Q: How is the functioning of the SCR system examined?

A: As manufacturer, Mercedes-Benz demonstrates the proper functioning or non-functioning of the exhaust gas aftertreatment. All material components are monitored using function sensors. A possible malfunction is shown via an indicator in the cab. For example, if there is no AdBlue in the tank, and the pump or metering unit is thus not functioning, a light displays in the cab and the relevant entry in made in the fault memory. The corresponding message is displayed for other potential system faults.

From October 2007 on an extended OBD directive becomes effective. From then, the vehicle manufactures must also demonstrate the exhaust gas behaviour when the truck is in operation (inuse compliance). However, the necessary sensor system is not yet suitable for deployment in series production. For BlueTec® 4/5-vehicles, which will be registered until 09/2007 are not effected.

ECONOMIC VIABILITY Q: What changes are there is to truck operating costs with BlueTec®?

A: Using SCR technology allows optimum and more efficient combustion. This generates performance and fuel economy advantages. Increased in-engine efficiency has already resulted in the new Actros delivering excellent fuel economy. With the BlueTec® 4/5 a further considerable improvement in fuel economy will be realised. With Actros V6 and Axor this will be of the order of 2% to 3%, with V8 between 4% and 6%, and with Atego between 3% and 5%. This was proved in a lot of press tests. Of course the fuel economy benefit can vary very considerably depending on engine size and driving profile. There is no major change to general service scopes. Oil change intervals and quality are the same. With fleet delivery, the costs for AdBlue are at least offset by fuel savings. Overall, operating costs for BlueTec® are the same or even improved against EURO 3.

SPECIAL – EGR/PARTICULATE TRAP Q: What is EGR (exhaust gas recirculation)?

A: Fundamentally, EGR is another way to reduce nitrogen oxide emissions. Cooled exhaust gas is returned to the combustion chamber. The result is low nitrogen oxide emissions and high particulate emissions. The additional particulate mass must be reduced, generally using filters or catalytic converters.

Q: What are the advantages of EGR? A: The key advantage of EGR is the fact that no additional operating fluid (such as AdBlue) is necessary.

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Q: What are the disadvantages of EGR? A: EGR reduces engine efficiency, decreasing fuel economy. This was multiple proved in independent, objective press tests. The return of â&#x20AC;&#x153;pollutantsâ&#x20AC;? into the combustion chamber has another disadvantage. Acids originate in the process of cooling the exhaust gas. They can attack the mounts and gaskets. Higher pollutant levels in the engine oil can make it necessary to use highergrade oils and/or oil change intervals are reduced.

Q: What impact does EGR have on repair and maintenance?

A: Because the use of EGR increases the level of pollutants in the engine oil, there are generally higher maintenance costs. EGR producers reduce replacement intervals or increase the requirements for the engine oil.

Q: What impact does ECR have on vehicle weight?

A: Depending on the component configuration, exhaust gas recirculation weighs between 30 and 40 kilograms. Moreover, changes to vehicles necessary for EGR (e.g. cab suspension resulting from additional space requirements) can add additional weight. PM catalytic converters weigh approximately 60 kilograms more than the previous EURO 3 silencer. It should also be taken into consideration that due to fuel consumption being 5% to 7% higher than a SCR vehicle, more diesel fuel must be carried for the same range. Depending on the configuration, this can result in a weight disadvantage of another 50 kilograms.

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11. Contact For all requests to the bodybuilder support of Mercedes-Benz Trucks we provide you the following services: 1. Contact Persons Database 2. Mail Response System (MRS) 3. Bodybuilder-Hotline How to find the Mail Response System and the Contact Persons List in the Bodybuilder Information Portal? Î http://bb-infoportal.mercedes-benz.com Î Content area Partnership Î Contact Î Option: MRS or Contact Persons Database

1. Contact Persons Database The Contact Persons Database in the Bodybuilder Information Portal is at your disposal helping you to find the appropriate contact person directly. Furthermore, you have the opportunity to print the contact persons list. Please note, that the data in the portal are regularly updated.

List of topics Contact Persons database

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2. Mail Response System All requests can be sent 24h a day via the Mail Response System. Related to a key issue, your inquiries are transmitted directly to the appropriate contact person at Mercedes-Benz and will be handled quickest possible.

Request form MRS

3. Bodybuilder-Hotline In the event of any queries or problems with the Bodybuilder Information Portal, please contact our hotline: e-Mail: bb-infoportal@daimlerchrysler.com Tel.: +49-(0)711-17-33322

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12. Glossary AdBlue Brand name for watery carbamide, an element that is needed for the SCR process and which is odorless and non-poisonous.

BlueTec® BlueTec® is the new SCR diesel technology from Mercedes-Benz for heavy commercial vehicles.

Catalytic Converters (Catalysers) for Vehicles The catalytic converter for vehicles consists of a casing and a ceramic core which has a stable temperature and a large surface which the exhaust gases can flow through. It provides a sufficiently fast reduction of the exhaust emissions.

EGR-Exhaust Gas Recirculation The process used to reduce the nitrogen-oxide content in which a part of the exhaust gases is cooled and added to the engine‘s intake air.

Emission Emission is the general term used for all those substances or effects such as gases, noise, shaking, light, heat, radiation, and smells etc. which appear in the environment (and which in the sense of environmental protection are usually regarded as damaging).

Emissions Control Directives Legal requirements limiting the pollutants in exhaust gases.

Euronorm EU-wide emissions directives for vehicles mainly used on roads.

Exhaust Gas Treatment All measures which are intended to eliminate the pollutants found in the exhaust flow of an engine (Catalytic Converter, Filter).

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Nitrogen oxides (NO) are also called nitrous gases. They are nitrogen-oxide compounds which arise in everyday life when things are burned at more than 1500°C. Particle Filter Because of the increased formation of soot particles caused by EGR, the exhaust gas has to be treated with this diesel soot particle filter. Filters need servicing as they have to be cleaned or exchanged regularly.

PM catalytic converter Exhaust-gas after-treatment system consisting of platinum oxidation catalytic converter and structured catalytic-converter brackets made of metal with open ducts for soot separation and oxidation.

SCR The specific elimination of nitrogen-oxides from the exhaust gas flow of diesel engines by using AdBlue and a catalytic converter. A process which DaimlerChrysler helped to develop.

Soot Particles Soot is basically nothing but unburnt fuel. If the combustion temperature is lowered - for instance by alterations to the inside of the engine such as recirculation of the exhaust gases (EGR) - the nitrogen oxide content may sink, but there are more soot particles.

Changes may have been made to the product and the processes and contents shown in the brochure since the editorial deadline of September 2006. All information contained within this booklet is therefore accurate to the best of our knowledge but without guarantee. If you have any question please feel free to get in touch with the Bodybuilder manager in your respective market (see contact persons database on page 52).

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