BB Eurocargo Manual - UK1

EUROCARGO
EURO 4-5
BODYBUILDER INSTRUCTIONS
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EDITION 2006
Produced by:
B.U. TECHNICAL PUBLISHING

Iveco Technical Publications
Lungo Stura Lazio, 15/19
10156 Turin - Italy
Publication Edited by:

Technical Application
Strada delle Cascinette, 424/34
10156 Turin - Italy
Publication Nr. 603.93.431 - 1st Edition
Printed in Italy - 07.06
Foreword
This publication provides the data, features and instructions for vehicle fitting and modifications.
It is intended for qualified, skill personnel. The body builder is responsible for designing the fitting, its modifica-
tion and execution, and will have to ensure compliance with the provisions both of this publication and the
law regulations in force.
Prior to carrying out any work, make sure you have the publication of the vehicle model on which you are
about to work. Also make sure that all the accident-prevention equipment such as, for instance, goggles,
helmet, gloves, boots, etc. as well as the working, lifting and handling equipment are available and in good
working order. Finally, make sure that you operate on the vehicle in such conditions as to ensure maximum
safety.
The execution of the work by strictly complying with the above provisions, as well as the use of the compo-
nents shown, ensure that the work is carried out correctly and safely.
Any change, modification or fitting not covered by this manual and not expressly authorized in written by
IVECO will relieve the latter of any responsibility and make, in particular, the vehicle guarantee null and void.
IVECO is available to provide all and every explanation required to carry out the work and also help you han-
dle the cases not dealt with in this publication.
After every single intervention, the functioning, efficiency and safety conditions established by IVECO shall
be restored. Contact the IVECO service network for vehicle set-up, if necessary.
IVECO shall not be responsible for any change, modification or fitting concerning the vehicle.
The data and information contained in this publication may not be updated due to the changes made by IVE-
CO, at any time, for technical or commercial reasons, or to make the vehicles comply with the law regulations
in force in the different countries.
In case of disagreement between the provisions included herein and the actual vehicle make-up, contact IVE-
CO prior to carrying out any work.
Symbols - Warnings
Danger for persons

Missing or incomplete observance of these prescriptions can cause serious danger for persons’
safety.
Danger of serious damage for the vehicle

Partial or complete non observance of these prescriptions can cause serious damages to the ve-
hicle and sometimes guarantee lapse too.
General danger
! It includes the dangers of above described signals.
Environment protection
It indicates correct behaviour in order that vehicle use is environmentally friendly as much as pos-
sible.
Foreword
Page header and footer interpretation
Section number -
Vehicle type Section title
page number
Basic edition -
Print number Chapter title
month year
Foreword
EUROCARGO EURO 4 - 5
Contents
SECTION
GENERAL SPECIFICATIONS 1
CHASSIS MODIFICATIONS 2
BUILDING AND MOUNTING THE STRUCTURES 3
POWER TAKE-OFFS 4
SPECIFIC INFORMATION AND INSTRUCTIONS 5
SPECIAL INSTRUCTIONS FOR EUROCARGO -SCR- 6
Contents
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EUROCARGO EURO 4 - 5
Contents
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EUROCARGO EURO 4 - 5 GENERAL SPECIFICATIONS 1-1
1 GENERAL
SPECIFICATIONS
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1-2 GENERAL SPECIFICATIONS EUROCARGO EURO 4 - 5
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Index
1 General specifications
1.1 Aim of bodybuilders instructions 1-5
1.2 IVECO “no objection” for changes and fitting 1-5
1.3 Liabilities 1-5
1.4 Guarantees 1-6
1.5 Request for a “no objection” 1-6
1.6 IVECO technical documents available by means of computer 1-6
1.7 Trademarks and Logos 1-6
1.8 Legal Provisions 1-7
1.9 Prevention of accidents 1-7
1.10 Choice of material to use: Ecology - Recycling 1-7
1.11 Vehicle delivery 1-8
1.12 Vehicle names 1-9
1.13 Conventions 1-10
Index
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Index
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1.1 Aim of bodybuilders instructions
Aim of bodybuilders instructions
The purpose of these instructions is to permit modifications and/or fitting genuine IVECO parts while
safeguarding the operation, safety and reliability of the vehicle and its components.
1.2 IVECO “no objection” for changes and fittings
Changes shall be made according to the criteria described in the following directives. The modifications
below can only be made after a “no objection” has been given by IVECO:
- wheelbase modifications, whereby the value of the newly obtained wheelbase does not fall within the
minimum and maximum values available within the IVECO range for the same vehicle;
- work carried out on the braking system;
- work carried out on the suspension system;
- steering wheel modifications;
- changes to the stabiliser bars and suspensions;
- changes to the cab, cab supports, locking and tipping devices;
- engine intake and exhaust system modifications;
- engine cooling system modifications;
- power unit and driving component modifications;
- work carried out on front and rear axles;
- fitting additional axles;
- fitting decelerator brakes;
- fitting power take-offs;
- changing the tyre dimensions;
- coupling device (hooks, fifth wheels) modifications;
- electric/electronic unit modifications.
The other modifications of fittings covered by the following standards and made in compliance with the same do
not require specific approval from IVECO. Any modification or fitting not covered by these standards shall, on
the contrary, be authorized by IVECO in advance.
1.3 Liabilities
The authorizations issued by IVECO concern solely the technical/conceptual feasibility of the
modification and/or fitting to be made on a genuine IVECO vehicle.
The bodybuilder is responsible for the:
- project of the modification or fitting;
- choice and features of the products used;
- workmanship of the modification or fitting;
- compliance of the project and its implementation with all the instructions provided by IVECO;
- compliance of the project and its implementation with all the current regulations in the
country where the vehicle is registered;
- operation, safety, reliability and generally the good handling of the vehicle as well as the effects
the modifications and fitting may have on the performance and specifications of the vehicle.
Aim of bodybuilders instructions

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1.4 Guarantees
Guarantees
The bodybuilder/chassis converter who has built the body or who has modified the chassis must guarantee
that the work was undertaken in a professional manner in full compliance with the specifications contained in
this manual. IVECO reserves the right to declare void its own warranties for the vehicles where:
- These specifications have not been adhered to or where unauthorised equipment was installed, or
unauthorised modifications were carried out.
- The chassis was used in a way which is not suitable for the equipment or for the intended purpose of the
vehicle.
- The specifications, standards or instructions issued by the Manufacturer for the flawless execution of the
operations have not been heeded.
- Original spare parts or components which the Manufacturer has made available for specific interventions
were not used.
1.5 Request for a “no objection”
The requests for a “no objection” or support to carry out work or make modifications or fittings shall be
forwarded to the IVECO marketing offices in charge.
To obtain a “no objection”, the body builder shall provide adequate documents that illustrate the anticipated
implementation, utilization and conditions of use on the vehicle. The drawings shall highlight any item differing
from the instructions contained in this manual.
The body builder shall submit the modification and/or fitting to the competent authorities for the “no objection”.
1.6 IVECO technical documents available by means of computer
The following technical documents are available on the Internet at www.thbiveco.com:

- directives for transformation and equipping of vehicles;
- technical cards;
- chassis cab diagrams;
- chassis diagrams;
- other specifications concerning the vehicle range.
The body builder shall submit the modification and/or fitting to the competent authorities for the “no objection”.
1.7 Trademarks and Logos
Trademarks, nameplates and denominations must not be modified or displaced in relation to the original
design. The appearance of the vehicle must not be changed or modified.
The application of trademarks tied to the transformation or trim levels must be authorised by IVECO. They
must not be applied near to the IVECO tradenames or logos.
IVECO reserves the right to withdraw the tradenames and logos if the fitting or conversion fails to conform with
requirements. The bodybuilder accepts all responsibility for the entire vehicle.
Guarantees
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1.8 Legal Provisions
Legal Provisions
On completing the vehicle, the bodybuilder/chassis converter must check the work (modifications, body
+ equipment etc.) to ensure that the legal provisions required in the country of registration are observed (e.g.
weights, dimensions, braking, noise, emissions etc.). Information regarding these matters may be obtained from
the competent Authorities or the IVECO Area Network.
The vehicles manufactured at our plant (except some versions for Extra-European countries) comply with the
EC directives. Converted vehicles must also comply with these directives. The only permissible exception is
granted where local type approval differs from EC homologation.
1.9 Prevention of accidents
The structures and devices fitted to the vehicles must comply with the current
regulations concerning the prevention of accidents and safety regulations in force in
the countries where the vehicle is to be used.
All the precautions dictated by technical awareness must be adopted to prevent malfunction and functional
defects.
Compliance with these regulations will be the responsibility of the manufacturers of the structures and devices.
1.10 Choice of material to use: Ecology - Recycling
Increasingly greater attention should be paid, at the study and design stage, to the choice of materials to
be used. This is especially the case as regards the aspects connected with ecology and recycling in the light
of domestic and international regulations that are constantly being developed in the sector.
In this connection:
- Everyone must be aware of the prohibitions on using harmful or potentially hazardous materials, such as
ones containing asbestos, lead, halogen additives, fluorocarbons, cadmium, mercury, hexavalent chrome,
etc.
- Use materials whose processing produces limited waste and that permit easy recycling after their first use.
- With composite synthetic materials, use components that are compatible with each other, envisaging also
their possible utilization with the addition of other salvaged components. Affix the markings required in
compliance with the current regulations.
In order to comply with EC directive 2000/53 (ELV), IVECO S.p.A. prohibits fitting
parts containing lead, mercury, cadmium and hexavalent chrome to vehicles (except
for the departures referred to in Attachment II of the above directive).
Legal Provisions
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1.11 Vehicle delivery
Vehicle delivery
Prior to delivering the vehicle, the body builder shall:

- verify that the work has been made correctly;
- perform vehicle and/or equipment set-up;
- check the operation and safety of the vehicle and/or equipment;
- prepare and deliver the necessary instructions for service and maintenance of the fitting and any additional
units to the end customer;
- write the new data down on the special tags;
- confirm that the work carried out complies with the indications provided by the vehicle manufacturer and
with all the legal requirements for the country of registration;
- carry out the checks included in the ”IVECO Pre-Delivery inspection” list (available from the IVECO
network) with regard to the items affected by the work carried out;
- provide a guarantee for the modifications made;
- if for any reason bolted components have to be temporarily removed from the vehicle, when refitted new
fixing hardware must be used. When riveted components are removed these must be refitted using flanged
head bolts and nuts. Use grade 10.9 hardware for high-stress components e.g. spring hanger brackets etc.
The bolt torque must be checked after the vehicle has been driven approximately 500 to 1000km;
- after 1 hour of the vehicles arrival check the battery charge status and enter the results on the Vehicle
On-board Maintenance Form 1
Iveco Standards permit the following actions depending on the state of charge.
- Battery Charge Status ≥ 12.5v - Battery is OK
- Battery Charge Status between 12.1v and 12.49v - battery requires slow charge
- Battery Charge is lower than 12.1v then
If Midtronics equipment is available ;
- Verify Results and Test Code using the above equipment.
- If the Midtronics test and diagnosis results confirms then request a replacement battery from Iveco
Warranty Department*
- Otherwise follow the Midtronics diagnosis to recharge the battery or other actions
If Midtronics equipment is not available
- Request a replacement battery from Iveco Warranty Department *
* Any requests for battery replacement must be certified by completion of the Battery Check Form, held
by the bodybuilder and retained for the period of time as stated in the bodybuilders Quality Manual
Procedures for document retention and be compliant with the ISO 9000/2000 Standard.
Vehicle delivery
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1.12 Vehicle names
Vehicle names
IVECO vehicle commercial names do not match with the approval name. Below are two examples of
commercial names, with the meanings of the abbreviations used:
Range Model Cab Engine power Version Suspension
M L 1 5 0 E 2 8 R S F P
M L 8 0 E 1 8 D K
GVW
R
Engine
MODEL ÷ 10 TONNE K S
E
ML Power D /P
E.G. 150 ÷ 10 EL
R-sw /FP
(HP x 10) W
= 15 TONNE
E.G.
28x10=280HP
EXTERNAL NAMEPLATE ON 1 5 O E 2 8
VEHICLE
RANGE/CAB VERSION SUSPENSION
ML = EuroCargo EURO 4-5 R = Drawbar S = Mechanical

E = Standard cab (short, long, 6+1) K = Tipper /P = Rear air
EL Distribution chassis (short, long) D = 6+1 cab for ML /FP = Full air
R-sw = Sweeper
W = 4x4
1.13 Conventions
In these bodybuilders instructions, the wheelbase is taken as the distance between the centreline of the first
steering axle and the centreline of the first rear axle (driven or non-driven). This definition differs from the
definition of wheelbase in the CE Directives. The rear overhang is taken as the distance between centreline
of the last axle and the rear end of the chassis runner. For dimensions A, B and t of the frame and subframe
section please refer to the figure below.
Figure 1.1
91473
Vehicle names
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Vehicle names
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EUROCARGO EURO 4 - 5 CHASSIS MODIFICATIONS 2-1
2 CHASSIS
MODIFICATIONS
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2-2 CHASSIS MODIFICATIONS EUROCARGO EURO 4 - 5
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Index
Index
2 Chassis modifications
2.1 General instructions for chassis modifications 2-7
2.2 Painting and Protection against Rust 2-8
2.2.1 Original components 2-8
2.2.2 Added or modified painted parts 2-10
2.2.3 Precautions 2-11
2.3 Drilling the Chassis 2-12
2.4 Screws and nuts 2-13
2.5 Characteristics of the material to be used when modifying the chassis 2-13
2.6 Stresses on the chassis 2-15
2.7 Welding the Chassis 2-15
2.8 Modifying the Wheelbase 2-18
2.8.1 General Specifications 2-18
2.8.2 Approval 2-18
2.8.3 Effects on the steering 2-19
2.8.4 Effect on braking 2-19
2.8.5 Recommended procedure 2-20
2.8.6 Chassis Stress Level 2-21
2.8.7 Cross Members 2-21
2.8.8 Modifying the Drive Line 2-22
2.8.8.1 Maximum permitted lengths 2-22
2.8.8.2 Determining Driveshaft Positions 2-24
2.9 Modifying the Rear Overhang 2-27
2.9.1 Authorisation 2-27
2.9.2 Reducing the Overhang 2-27
2.9.3 Increasing the Overhang 2-27
2.10 Installing a Towing Device 2-29
2.10.2 Choosing a Hook 2-29
2.10.3 Increasing the Towable Weight 2-31
2.10.4 Lowered Rear Cross Member 2-32
Index
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2.10.5 Centre Axle Trailers (Rigid Towbar) 2-34

2.10.5.1 Towing cross member in lowered and forward positions (short coupling) 2-40
2.10.5.2 Reinforcement of Standard Rear Cross Member 2-40
2.10.5.3 Tow hooks for Central Axle Trailers 2-41
2.11 Installing a Supplementary Axle 2-42
2.11.2 Chassis Frame Reinforcement 2-42
2.11.3 Fitting a rear or central axle on models ML150 and ML180 2-43
2.11.4 Installing a Rear Supplementary Axle 2-43
2.11.5 Installing an Intermediate Supplementary Axle 2-44
2.11.6 Steering Axles 2-45
2.11.7 Components and Suspension 2-45
2.11.8 Stabilisers 2-45
2.11.9 Connection to the Chassis Frame 2-46
2.11.10 Braking System 2-46
2.11.11 Raise Device 2-47
2.12 Changes to the Suspension 2-48
2.12.1 Change from mechanical to pneumatic suspension 2-48
2.13 Modification to the Engine Air Intake and Exhaust System 2-49
2.14 Modification of the Engine Cooling System 2-51
2.15 Installation of a Supplementary Heating System 2-52
2.16 Installation of an Air Conditioning System 2-53
2.17 Cab Modifications 2-54
2.17.2 Roof Panel Modifications 2-54
2.17.3 Installation of a Spoiler or a Top-sleeper 2-55
2.17.4 Crew Cabs 2-55
2.18 Changing the Size of the Tyres 2-57
2.19 Modifications to the Braking System 2-58
2.19.2 Brake Pipes 2-58
2.19.3 Vehicles with ABS 2-67
2.20 Taking Air from the System 2-68
Index
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2.21 Changes to the electrical system 2-69

2.21.1 General Information 2-69
2.21.2 Modifying the electrical system 2-70
2.21.3 Additional circuits 2-71
2.21.4 Installing additional equipment 2-73
2.21.5 Additional equipment power supply 2-78
2.21.6 Additional Batteries and Alternators 2-78
2.21.7 Drawing off power 2-81
2.21.8 Harness Modifications due to Changes to Wheelbase or Overhang 2-86
2.21.9 Power Draw-off at a Voltage Different from that of the System 2-86
2.21.10 Battery Main Isolation Switch (optional equipment) 2-86
2.21.11 Side marker lights 2-86
2.22 Repositioning Parts and Mounting Auxiliary Assemblies and Equipment 2-87
2.23 Transporting Dangerous Cargo 2-89
2.24 Retarder insulation 2-89
2.25 Alterations to the rear protection bar 2-90
2.26 Front protection (FUP) 2-91
2.27 Rear view mirrors 2-91
2.28 Rear mudguards and wheel boxes 2-92
2.29 Mudflaps 2-92
2.30 Side guards 2-93
2.31 Chocks 2-94
Index
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Index
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General instructions for chassis modifications
2.1 General instructions for chassis modifications
Particular attention must be given to the following points:

- Welding to the bearing structures of the chassis is explicitly prohibited (with the exception of
the items described at points 2.7, 2.8 and 2.9);
- Holes in the flanges of the side members are not permitted (except for the items described at point
3.4.);
- Where riveted connections exist and can be modified as explained below, these can be replaced by
flanged-head screws and nuts of min. class 8.8 or by hex screws of the next greater diameter and self locking
nuts. Screws greater than M14 must not be used (max. diameter of hole 15 mm) unless otherwise specified.
- In cases where the original joints were detached and rejoined with bolts it is forbidden to reuse the same
bolts. In this event and when rivets are replaced with bolts, the bolt torque must be checked after the vehicle
has been driven approximately 500 - 1.000 kms.
- when carrying out welding, drilling, milling or cutting operations in the vicinity of the braking system pipes,
particularly those made of plastic, and electric cables, always take the necessary precautions to
protect the pipes and cables, if necessary removing them first (following the indications given in points 2.7,
2.19 and 2.21).
Figure 2.1
91444
General instructions for chassis modifications

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Protection against Rust and Painting
2.2 Painting and Protection against Rust
2.2.1 Original components
Table 2.1 details the operations for protecting and painting the components of the original vehicle (Table 2.2
for painted parts, Table 2.3 for non-painted or aluminium parts).
Table 2.1 - Protection classes

Class Features of the part Examples of the type of part
A Parts in direct contact with atmospheric agents Cab, rear view mirrors, cab fixing components
Chassis and related parts, including fixing components and parts
B Parts in direct contact with atmospheric agents with mostly under the hood
structural characteristics,
characteristics directly visible
B1 Rear and front axles
Parts in direct contact with atmospheric agents, not directly
C Engine and related parts
visible
D Parts not in direct contact with atmospheric agents Pedals, seat frames, fixing components, internal cab pillars

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Table 2.2 - Painted parts

Classes
Description of the cycle phase
A B (5) B1 C D
Mechanical surface cleaning (including the Sand blasting - yes • - yes • yes •
removal of burrs / rust and cleaning of
modified parts) Brushing yes •
Sanding
Degreasing - - - yes • yes •
Phosphate degreasing
Pre-treatment
Phosphating of the heavy iron yes •
Phosphating of the zinc yes
High thickness (30-40 μm) yes (1) yes (4) • - yes (6) • yes •
Cataphoretic
p treatment Low thickness (15-25 μm) yes (2)
Acrylic to finish (>35 μm) -
Bicomponent (30-40 μm) - yes (7) -
Anti-rust
Monocomponent (30-40 μm) - yes
Chip-resistant base Mono (130 °C) or bicomponent (30-40 μm) yes (2) - - - -
Mono (130 °C) or bicomponent (30-40 μm) yes (1) yes • - yes • yes •
Powders (50-60 μm) yes (3) yes
Paint
Monocomponent at low temperature - - yes
(30-40 μm)
(1) = Cycle for two-coat preparation.

(2) = Cycle for three-coat preparation.
(3) = Alternative to the mono or bicomponent paint, only for cab parts (windscreen wipers, rear view mirrors, etc.)
(4) = Excluding parts that cannot be immersed in pre-treatment and paint baths, due to their geometry (air tanks), their large size (castings) or where
this would compromise their functionality (mechanical parts).
(5) = For ferrous steel or pre-coated fuel tanks, refer to Table 2.3.
(6) = Only parts fitted on the engine.
(7) = Parts that cannot be treated cataphoretically (4).
• = Alternative products and cycles for the same class, as long as they are compatible with
the part being treated.

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Table 2.3 - Various unpainted and/or aluminium parts and components

Class
Type of protection
A B — B1 C D
Stainless steel yes - - -
DAC 320/8/PL
Dacromet DAC 320/5 - -
DAC 500/8/PL
Fe/Zn 12 III - - yes yes
Zinc treatment Fe/Zn 12 V - yes - -
Fe/Zn 25 V - - -
Anodizing yes yes yes yes
Aluminium
Painting yes
2.2.2 Added or modified painted parts
All parts of the vehicle (cab, chassis, bodywork, etc.) which are added or subjected to modification must
be protected from rust and corrosion.
There must be no unprotected areas on ferrous materials.
Table 2.4 (painted) and Table 2.5 (unpainted) show the minimum treatments required for modified or added
components when it is not possible to provide the same protection as that used on IVECO original components.
Different treatments are allowed on condition that the same level of protection against rust and corrosion is
guaranteed.
Never use powder enamels directly after degreasing.
Parts in light alloy, brass and copper must not be protected.
Table 2.4 - Added or modified painted parts

Class
Description of the cycle phase
A - B - D (1)
Mechanical surface cleaning (including the removal of burrs / rust and
Brushing/sanding/sand blasting
cleaning of modified parts)
Pre-treatment Degreasing
Anti-rust Bicomponent (30-40μm) (2)
Paint Bicomponent (30-40μm) (3)
(1) = Modifications to rear axles, front axles and engine (Classes B1 and C) are not allowed.
(2) = Preferably epoxy.
(3) = Preferably polyurethane.
Table 2.5 - Added or modified unpainted and/or aluminium parts

Class
Type of protection
A — B (1) D
Stainless steel -
yes
Dacromet -
Zinc treatment - yes
(1) = Modifications to rear axles, front axles and engine (Classes B1 and C) are not allowed.

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2.2.3 Precautions
Suitable precautions must be taken to protect those parts whose preservation and operation could be
damaged by paints such as:
- Rubber or plastic pipes for the air and hydraulic installations;
- Gaskets, parts in rubber or plastic;
- Flanges of the transmission shafts or power take-offs;
- Radiators;
- Shock absorber and hydraulic or air cylinder rods;
- Drainage and bleeder valves (mechanical components, air tanks, cold starting heater plug pre-heating tanks etc.);
- Fuel sediment filter;
- Nameplates and logos.
With particular regard to the engine and its electric and electronic components, adequate precautions shall be
taken to protect:
- on the whole engine and vehicle wiring, including earth contacts;
- on all connectors on sensor/actuator side and wiring side;
- on all sensors/actuators, on flywheel, on flywheel rev sensor bracket;
- on the whole diesel fuel system pipes (plastic and metallic);
- on complete diesel fuel filter base;
- on control unit and control unit base;
- on the whole soundproofing cover inner side (injectors, rail, pipes);
- on common rail pump including regulator;
- on vehicle electric pump;
- on tank;
- on front belt circuit and relevant pulleys;
- on power steering pump and relevant piping.
If the wheels are removed, protect the contact surfaces on the hubs, avoid increasing the thickness and
especially avoid the build-up of paint on the connecting flanges of the wheel disks and contact points of the fixing
nuts. Ensure that the disc brakes are adequately protected. The electronic components and modules must be
removed.
When the painting operation is to be completed by oven drying (max. temp. 80ºC),
all parts which may be damaged by exposure to heat (e.g. all electronic control units),
must be removed.

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Drilling the Chassis
2.3 Drilling the Chassis
When it is necessary to mount assemblies or auxiliary units on the chassis, as a general rule, the existing
holes made at the factory should be used.
Under no circumstances should the flanges of the supporting member of the vehicle be drilled
unless in compliance with the indications given in point 3.4.
In those cases (installation of shelves, brackets etc.) where it is necessary to drill new holes, they must be drilled
on the vertical web of the side member and must be carefully deburred and reamed.
Position and Size

The new holes must not be made in areas of high stress (such as supports for springs) and at variance with
the cross-section of the side member.
The diameter of the holes must be proportional to the thickness of the steel. Under no circumstances must
this exceed 15 mm unless otherwise specified. The distance from the centre of the hole to the edges of the
side member must not be below 40 mm. The centres of the holes must never be located at a distance of less
than 45 mm from each other or in relation to the existing holes. The holes must be staggered as shown in
Figure 2.2. When moving spring or crossbeam supports, always maintain the original boring diagrams.
Figure 2.2
91445

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2.4 Screws and nuts
In general, use fixings of the same type and class as those for similar fixings on the original vehicle (Table 2.6).
As a general rule, materials of class 8.8 are recommended.
Class 8.8 and 10.9 screws must have been hardened and tempered.
For applications of diameter 6mm, stainless steel parts are recommended.
Approved finishes are Dacromet and zinc coating, as detailed in Table 2.3.
A Dacromet finish is not recommended if the screws are to be subjected to welding.
If space allows, use screws and nuts with flanged heads. Use self-locking nuts. Nuts must be tightened using a
torque wrench set to the correct torque setting for the fixing.
Table 2.6 - Classes of resistance for screws

Class of
Usage Tensile strength (N/mm2) Yield point (N/mm2)
resistance
4 Non-load bearing screws 400 320
5.8 Low resistance screws 500 400
Medium resistance screws (cross mem-
8.8 800 640
bers, cleat plates, brackets)
High resistance screws (spring supports,
10.9 1000 900
stabilizer bars and shock absorbers)
2.5 Characteristics of the material to be used when modifying the chassis
When modifying the chassis of the vehicle, and in applications which reinforce the side members directly, the
material used must correspond in quality (Table 2.7) and thickness (Table 2.8) to that of the original chassis.
Should it not be possible to source materials of the thickness indicated, the next superior standard thickness may
be used.
Table 2.7 - Material to be used to modify the chassis

Tensile strength Yield point
Steel name A5 elongation
(N/mm2) (N/mm2)
IVECO
FeE420
Europe
S420MC
530 420 21%
Germany
QStE420TM
UK
50F45

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Revi - June 2007
Table 2.8 - Chassis section and thickness measurements

Thickness wheelbase (mm)
AxB
Model
(mm) 2700 3105 3330 3690 4185 4455 4815
ML60E, ML65E,
172.5 x 65 4 4 4 4 4 4 5
ML75E, ML80EL
ML80E, ML90E,
195.5 x 65 - 4 4 4 5 5 5
ML100E
AxB Wheelbase (mm)
Model
(mm) 3105 3330 3690 4185 4455 4590 4815 5175 5670 6210 6570
ML110EL,
195.5 x 65 5 5 5 6 6 - 6 - - - -
ML120EL
ML120E, ML130E 240 x 70 5 - 5 5 6 - 6 6.7 6.7 - 6.7
ML150E 240 x 70 5 - 6 6 6 - 6.7 6.7 6.7 - 7.7
ML180E 262.5 x 80 - - 6 7.7 - 7.7 7.7 7.7 7.7 7.7 7.7
ML190E 262.5 x 80 - - 6 7.7 - 7.7 7.7 7.7 7.7 7.7 7.7
AxB Wheelbase (mm)
Model
(mm) 3240 3690 3915
ML100EW 5 5 -
240 x 70
ML140EW 6 6 6

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Revi - June 2007
Stresses on the chassis
2.6 Stresses on the chassis
Do not exceed the following stress values under static conditions:
Table 2.9
Permitted static stress on the chassis
Range
(N/mm2), σ amm
Heavy duty
on road
(e.g. tipper and off-road)
EuroCargo 120 80
When prescribed by national regulations, the bodybuilder must check that the stress limits are not exceeded.
Welding activity will cause a deterioration in the characteristics of the material. Therefore, when checking the
stresses in thermically-modified zones, consider a reduction of approx. 15% of the resistance characteristics.
2.7 Welding the Chassis
Welding operations must only be carried out by specialist, trained personnel, using
suitable equipment to ensure high quality workmanship.
Welding is permitted:
- when joining the sidemembers to extend or shorten the wheelbase or rear overhang.
- for the application of reinforcing L section flitch on a side member that is to be modified as detailed below
(v. Figure 2.3).
Figure 2.3
91448
If electric welding has to be done on the vehicle, isolate the system, disconnect the control unit connectors,
remove the power lead from the battery positive terminal and connect it to the chassis earth.
Do not touch the electronic control unit connector pins.
Should it be necessary to carry out welding operations close to a control unit, disconnect the control unit itself
and remove it from its position.

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Revi - June 2007
During welding earth the welding equipment directly to the piece that is to be welded in order to protect the
electrical equipment (alternator, batteries). Ensure that the negative pole of the battery has been disconnected.
On the inner side, reinforcing L-section flitches should be applied. These should be made of steel and have the
same characteristics as the steel used for the chassis. The minimum dimensions are given in Figure 2.3
The reinforcements must only be fixed to the vertical web of the side member using welding beads, plug welds,
bolts or rivets (Huck rivets may also be used).
The cross-section and the length of the weld bead, the number and distribution of the plug welds, bolts or rivets
must be adequate to transmit the bending and shearing moment of the section.
Operations before welding

The instructions given below should be followed to ensure that welding is carried out correctly.
- The surfaces of the leaf springs and air springs must be protected against weld splashes during welding. As
part of the procedure it will be necessary to remove the paint and deoxidise the parts of the chassis that
are affected by the welding operation as well as those parts which may have to be covered by possible
reinforcements. When work has been completed, the modified part must be protected with adequate
rustproofing (see point 2.2).
- Cut the side members with a diagonal or vertical cut. We recommend that the diagonal cut be used
particularly for the section between the wheelbase. Cuts are not permitted in areas in which the profile of
the side member as well as the chassis width change or in those where there is a high concentration of
stresses (e.g. spring brackets). The cuts must not be made through the holes present in the side member
(v. Figure 2.4).
Figure 2.4
NO
NO
YES
YES 91446
- on the inner side of the side member give the parts that are to be joined a V-shaped chamfer of 60º along
the entire length to be welded (v. Figure 2.5).
Figure 2.5
91447

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If arc welding has to be done, in order to protect the electrical parts and the electronic power units, follow the
mandatory instructions that follow:
- Before disconnecting the power cables, check that there are no electric devices in operation.
- If there is an electric battery isolation switch, wait for the cycle to stop.
- Disconnect the negative power pole.
- Disconnect the positive power pole without connecting it to the earth; DO NOT short-circuit it with the
negative pole.
- Disconnect the connectors from the electronic control unit , proceed with caution, taking care to avoid
touching the control unit connector pins.
- Should it be necessary to carry out welding operations close to the control unit, remove it from the vehicle.
- Earth the welding equipment directly to the piece that has to be welded.
- Plastic pipes must be protected from heat sources and splashes of material; if necessary, these parts should
be removed.
- The surfaces of the leaf springs and air springs must be protected against weld splashes during welding. Do
not let the electrodes or pliers come into contact with the spring leaves.
- archweld in stretches using carefully dried basic electrodes. Diameter of the electrode is 2.5 mm, current
intensity approx. 90A (max. 40A for each millimetre of diameter of the electrode).
Using MIG-MAG welding use a welding rod with the same characteristics as the material to be welded
(diameter 1-1.2 mm). Avoid current overloading. Welding must be free from marginal cuts and waste material.
- Repeat the operation on the reverse side by welding as detailed above.
- Allow the side members to cool slowly and uniformly. Cooling by air, water or other means is not permitted.
- Remove excess material resulting from the welding operations by grinding.
Operations on the system which do not comply with the instructions provided by
IVECO or made by non qualified personnel can cause severe damage to on-board
systems, affect driving safety and good operation of the vehicle and cause
considerable damage which is not covered by warranty.
Closing of existing holes

If, when making new holes, the existing holes are found to be too close (see Figure 2.2), these may be closed
up by welding. To ensure the success of this operation the outer edge of the hole should be chamfered and copper
plate used for the inner part.
For holes with a diameter of over 20 mm, chamfered plugs may be used, welded on both sides.

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Revi - June 2007
Modifying the Wheelbase
2.8 Modifying the Wheelbase
2.8.1 General Specifications
As a rule, for each vehicle, modification to the wheelbase must be carried out on the standard wheelbase,
above or closer to the new wheelbase required. The measurements given in the written authorization will apply
in all cases particularly for extensions made to the longest standard wheelbase.
On vehicles with a parallel chassis and constant-section side members, the wheelbase should be modified by
repositioning the rear axle (or axles) when the internal reinforcements and their connections to the chassis
permit it. The suspension supports must also be repositioned ensuring that they are positioned where there are
crossmembers in compliance with the points detailed in 2.3. In other cases the chassis may be cut following the
instructions given in point 2.9.
Whenever permitted by the body size, wheelbases should be made equal to those equal to those planned in our
production. This enables the original transmission shafts and previously defined crossmember positions to be
used. When extending a wheelbase beyond the planned production longest, the vehicle used must have the
longest production wheelbase to ensure the correct thickness side members are used. Particular care must be
taken to comply with the limits set by national regulations particularly with regard to the limits for the overall
dimensions (where specified).
2.8.2 Approval
The alteration of the wheelbase is permitted without specific approval by IVECO in the following cases:
- if the wheelbase is to be lengthened and the new value is still within the standard range of length with the
same side member section and material as the original (see Table 2.8);
- if the wheelbase is to be shortened without falling below the standard minimum values established for each
model.
The chassis converter carrying out the operations must provide sufficient technological and quality control
guarantees (qualified personnel, adequate operating procedures, etc.).
Operations must be carried out in compliance with these directives, using suitable adjustments and adaptations
when required, and taking all the necessary precautions (e.g. arrangement of exhaust pipes, respecting the
minimum kerb weight on the rear axle, etc.), foreseen for the corresponding original wheelbases.
Modifying the Wheelbase

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Revi - June 2007
2.8.3 Effect on the steering
Generally, lengthening the wheelbase has a negative effect on the steering.

Whenever national regulations require it, the limits on the overall dimensions must be observed as well as the
limits concerning the effort applied on the steering wheel and the relevant operation times (e.g. ECE - R 79/01
standard or current EC Directive).
The Table 2.10 gives the maximum wheelbase for the various models, for vehicles with standard steering, the
maximum permitted load on the front axle and approved tyres.
Table 2.10 - Steering, maximum permitted wheelbase

Maximum wheelbase
Model
(mm)
ML60, ML65E, ML75E, ML80EL ML80E, ML90E, ML100E, ML110EL,
5670
Ml120EL
ML120E, ML130E, ML140E, ML150E, ML160E 6570
Ml180E, ML190EL 6700
ML100EW, ML140EW 4500
If longer wheelbases are required for certain types of body, specific approval must be obtained from IVECO
and all necessary measures must be taken to improve the steering characteristics, such as a reduction of the
maximum load allowed on the front axle, or the use of tyres and wheels with a smaller wheel offset.
The option of using a supplementary pump must be approved by IVECO and the pump must be fitted by a firm
specialising in this type of operation.
2.8.4 Effect on braking
Generally, shortening the wheelbase has a negative effect on braking characteristics. Table 2.11 gives the
wheelbase limits. Check with IVECO for the conditions (brake cylinder, minimum kerb weight, chassis section,
technically permitted weights, tyres, height of centre of gravity) under which these values are permissible.
Table 2.11 - Braking, wheelbase alteration limits

Wheelbase
Model
Minimum (mm) Maximum (mm)
ML60E, ML65E, ML75E, ML80EL 2700 4815
ML80E, ML90E, ML100E 2700 5670
ML110EL, ML120EL 3105 5670
ML120E, ML130E, ML 140 E, ML150E, ML160E 3105 6570
ML180E 3690 6570
ML100EW 3240 3690
ML140EW 3240 4150
If longer wheelbases are required for certain types of body, specific approval must be requested from IVECO
and measures must be taken to improve the braking characteristics, such as the reduction of the maximum load
limit on the front axle, changing the brake cylinders or using tyres and wheels with lower loaded radius values.
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Revi - June 2007
2.8.5 Recommended procedure
To ensure the success of the conversion proceed as follows:

- Arrange the vehicle so that the chassis is perfectly level, using the appropriate stands.
- Disconnect the propeller shafts, the braking system pipes, the wiring harness and any equipment that might
prevent the work being carried out correctly.
- Identify the reference points on the chassis (e.g. pilot holes, suspension supports).
- Mark the reference points with a light line of punch marks on the top flange on both side members after
ensuring that their joining line is perfectly at right-angles to the longitudinal axis of the vehicle.
- When re-positioning the spring hanger brackets, identify the new position using the reference marks made
previously.
Check that the new measurements are identical between the left and right sides. Differences no greater than
2 mm should emerge from diagonal checking of the lengths less than 1,500 mm.
Unless another tool is available, make new holes by using the supports and gussets of the cross members
as a template.
Fix the supports and cross members with rivets or bolts. If using bolts, fix the supports by reaming the holes
and using class 10.9 calibrated bolts with nuts equipped with a device that prevents them from working loose.
When space permits it use flanged-head screws and nuts.
- If cutting the chassis, make a second line of reference points so that the area affected by the modification
is included between these and the previous points (in any event ensure a distance of not less than 1500 mm.
measured when the work has been completed). Inside these two reference lines make points to mark out
the area of the cut then proceed as indicated in point 2.7.
Before welding, ensure that the side members, including any added portion, are perfectly aligned and take
measurements on both sides and diagonally to check, as previously described. Fit the reinforcements as
instructed at point 2.7.
Further indications
- Protect the surfaces from oxidation as described in point 2.2.

- Restore the electrical and braking systems as described in points 2.19 and 2.21
- For work on the drive line follow the instructions given in point 2.8.8.
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Revi - June 2007
2.8.6 Chassis Stress Level
When lengthening a wheelbase, in addition to local reinforcement on the side member joint, the bodybuilder
must provide sufficient reinforcements to achieve the section moduli of the side member section no lower than
that designed by IVECO for the same wheelbase or for next size up. Alternatively, when permitted by local
regulations, larger subframe sections can be used.
The body builder must verify that the stress is not greater than the chassis with the original wheelbase, assuming
an evenly distributed load and the chassis being considered as a beam resting on the suspension supports. In
all cases, more restrictive limits (if any) set by the national standards must be complied with.
When extending out from the longest original wheelbase the reinforcements must depend on the length of the
extension, the type of body built and the use to which the vehicle is to be put.
2.8.7 Cross Members
The necessity of applying one or more cross members depends on the extent of extension, the location of
the transmission shaft support, the welding area, the introduction points of the forces produced by the body and
the condition under which the vehicle is to be used.
Any supplementary cross members must have the same features as those already existing (flexural strength,
torsional strength, quality of the material, connection to the side members, etc). Figure 2.6 shows an example
of the application. A cross member is mandatory for any extension over 600 mm.
As a general rule the distance between the two cross members must not be greater than 1,000 to 1,200 mm.
The minimum distance between two cross members must not be less than 600 mm, particularly for heavy-duty
and off-road use; this limit does not apply to the ”lightweight” transmission support cross member.
Figure 2.6
91449
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Revi - June 2007
2.8.8 Modifying the Drive Line
Following the modification of the wheelbase, work on the transmission, as a general rule, is carried out on
the basis of the transmission of a similar vehicle with approximately the same wheelbase. The maximum value
of the inclinations of the propeller shafts used for standard production vehicles is to be retained. This rule must
also be applied when any modifications to the suspension and rear drive axles are made.
In cases of particular difficulty, the assistance of the Company may be sought. A diagram giving the length and
inclination of the proposed new transmission must accompany the request.
The technical instructions given in the drive line manufacturer’s manuals can be used to make and install the
shafts.
The purpose of the specifications contained in this manual is to ensure the proper functioning of the
transmission, to limit its noise and to avoid the build-up of stress transmitted from the engine assembly. In no
way does this diminish the responsibility of the bodybuilder for the work he has completed.
2.8.8.1 Maximum permitted lengths
The maximum working lengths possible, both for the intermediate sections Lz and the sliding ones LG (see
Figure 2.7), can be determined based on the external diameter of the tube already existing on the vehicle and
the maximum working revolutions (see formula), and they are indicated in Table 2.13.
For the propeller shaft length specified in Table 2.13, when the tube diameter is not sufficient, a new shaft
section with the same characteristics as the existing shafts must be used. As an alternative, in some cases the
transmission shaft with a larger diameter tube can be used. The tube diameter required can be determined
in compliance with the required length and the maximum rotational speed, directly from Table 2.13.
Figure 2.7
Total length
Total length
Total length
91505
LZ Intermediate sections
LG Sliding sections
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Revi - June 2007
As far as sliding shafts are concerned, length LG shall be assessed between the spider centers, with the sliding
stub in its intermediate position.
As regards single-stub shafts, check both branches LG and LZ.
The maximum working revs number shall be obtained from the formula below:
n max
nG =
i G ⋅ iV
nmax = maximum number of engine revolutions (rpm) for transmission calculation, see Table 2.12
iG = gear ratio in fastest gear, see Table 2.12
iV = transfer box minimum ratio, 0.95 for EuroCargo 4WD and equal to 1 if absent or for shafts
upstream of transfer box.
Table 2.12 - EuroCargo, maximum no. of engine revolutions

n max
nG =
i G ⋅ iV
Engine Engine Code Nnom (rpm) Nmax (rpm Gear iG
ZF S5-42 0,77
E14 F4AE3481C*P 2700 3000
2855B.6 0.78
derss
ZF S5-42 0,77
ylinde
E16 F4AE3481D*P 2700 3000

2855B.6 0.78
4 cyl
ZF S5-42 0,77
E188 F4AE3481B*P
3 8 2700
700 3000 2855B.6 0.78
2870B.9 1
2865B.6 1
E22 F4AE368B*P 2700 3000
2870B.9 1
ers
cy nder
FSO 5206 B 0,79

6 cylin
E25 F4AE3681D*P 2700 3000

2895B.9 1
E28 F4AE3681E*P 2500 3000 2895B.9 1
E30 F4AE3681A*P 2500 3000 FS8309 A 1
Table 2.13 - Obtainable propeller shaft characteristics

Maximum no. of revolutions
Tube diameter x
2500 2700 2900 3300 3800
thickness
Maximum length
90x3 2060 1960 1900 1760 1635
100x3 2170 2100 2000 1850 1710
120x3 2420 2350 2220 2070 1850
120x4 2420 2360 2220 2070 1900
The maximum possible lengths given above refer to the original shafts; plan for
! shorter lengths (-10%) for segments obtained for transformation.
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Revi - June 2007
The greater thickness of the tube depends on the class, i.e. on the torque that the original shaft has to transmit
and on the design of the driveline (torque, ratios of kinematic chain, power axle load).
A reference value for the thickness of the tube of a general validity cannot be given. When, for example, a tube
of a larger diameter is to be used, its thickness should theoretically be reduced until the torsional strength of the
original tube is achieved. It should however be noted that, to determine the thickness of the tube, the following
points are to be taken into account: the size of the male element of the fork, the possible necessity of adapters
and the sizes of the tubes available.
Therefore the thickness of the tube should be agreed upon as each occasion arises with the workshops
authorised by the manufacturers of the transmission shaft depending on its dimensions (i.e. size of the universal
joint).
The minimum operating length (from flange to flange) must not fall below 800 mm for the sliding sections and
700 mm for the intermediate sections.
2.8.8.2 Determining Driveshaft Positions
In the case of drive line which consist of several segments, the individual shafts must all be approximately of
the same length. As a general rule, the difference in length between a non sliding and a splined shaft (see Figure 2.8)
must not exceed 600 mm. The difference in length between the shafts must not be more than 400 mm. A margin
of at least 25 mm must be left so that the sliding joint can travel when the splined shaft is closed. When fully
extended the shaft sliding sleeve should cover the splined stub for a length that should be about twice the diameter
of the splined stub itself.
When the required length of the drive line exceeds the permissible length, an additional driven shaft must be
provided as illustrated in Figure 2.8.
Figure 2.8
From 0°
to ±1°
91451
1 Engine, clutch, gearbox axis

2 Intermediate shaft (non sliding)
3 Intermediate shaft support
4 Propeller shaft with sliding end
5 Inclination of rear axle case (static load)
6 Inclination of rear axle case (max. compression)
7 Inclination of rear axle case (unladen)
8 Intermediate shaft and axle case axis must have the same inclination
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Revi - June 2007
The intermediate shaft and the inclination of the rear axle case must be aligned accurately.
The difference in their inclination relative to the engine-clutch-gearbox axis must not vary more than 1°. This
can be achieved by fitting wedges between the rear axle and the springs, or by adjusting the rear axle reaction
bars. The inclination of the rear axle must not exceed 5°30’.
When, with a loaded vehicle, the rear axle flange is at a level which is lower than that of the gearbox flange,
care must be taken to ensure that the inclination of the differential housing and of the driven shaft are greater
than the inclination of the engine-gearbox axis. On the other hand, if, with a loaded vehicle, the rear axle flange
is at a level which is higher than that of the gearbox flange, the inclination of the differential housing and of the
driven shaft must be less than the inclination of the engine-gearbox axis.
When the lengthening of the wheelbase is substantial, it may become necessary to employ a supplementary
intermediate shaft as shown in Figure 2.9. In this case it is necessary to ensure the same inclination in the
engine-gearbox axis, the second intermediate shaft and the axis of the bridge case on static loading of the vehicle.
Figure 2.9
91452
1 Engine, clutch, gearbox axis

2 1st intermediate shaft
3 Intermediate shaft support
4 2nd intermediate shaft
5 Propeller shaft with splined end
6 Inclination of rear axle case (static load)
7 Inclination of rear axle case (max. compression)
8 Inclination of rear axle case (unladen)
9 Gearbox, 2nd intermediate shaft and rear axle case axis must have same inclination.
Elastic supports shall be applied with the aid of supporting plates, at least 5 mm thick (see. Figure 2.10),
connected to cross-members having the same characteristics as those specified by IVECO.
When reducing the wheelbase it is recommended that the intermediate shafts be removed if the length of the
splined shaft is less than approximately 800 mm.
Print 603.93.431 Base - July 2006

Revi - June 2007
Figure 2.10
91453
1 Intermediate shaft
2 Support bracket
3 Backing plate
4 Support of intermediate shaft
If the drive line consists of a single shaft (articulated), the inclination of the axle housing must be the same as
the inclination of the engine-gearbox axis.
For these modifications it is recommended to use genuine drive lines made by IVECO or by the Manufacturers
who originally equipped the vehicle.
Modifications to the universal joints are not permitted.
Whenever the transmission or part thereof, is modified, each modified section must be subjected to careful
dynamic balancing.
Since transmission is important to vehicle driving safety, it should be borne in mind
! that any modification to it must bear maximum operational guarantees. Only very
specialised and transmission manufacturer-certified companies should therefore be
employed to carry out work of this kind.
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Revi - June 2007
Modifying the Rear Overhang
2.9 Modifying the Rear Overhang
In modifying the rear overhang it must be borne in mind that such modification entails changes in the
distribution of the payload on the axles relative to the loads established by IVECO. The limitations established
by national laws must also be respected as well as the maximum distance from the rear edge of the body and
the ground clearance prescribed for the tow hook and the underrun bar. The distance from the extremity of the
chassis to the rear edge of the body must not, as a general rule, exceed 350 to 400 mm.
Should the bolted rear cross member be re-positioned, the same standard type of connections should be
maintained (i.e. number of screws, dimensions, class of resistance).
When re-positioning rear cross members originally fastened by rivets, these can be replaced by flanged nuts
and bolts with same diameter or by class 8.8 hexagonal-headed screws with the next largest diameter. Use
self-locking nuts (do not use bolts with a diameter larger than M14).
When the installation of a tow hook is planned an adequate distance (approximately 350 mm) must be left from
the rear cross member to the next nearest cross member for mounting and removing the tow hook wherever
necessary.
If the modifications are carried out competently and in compliance with the specifications contained in this
manual, the towable weight originally established may be retained. In any case responsibility for the work rests
with those who have carried it out.
2.9.1 Authorisation
The extension of the overhang at the rear of the chassis employing body overhang values up to 60% of the
wheelbase and shortening down to the minimum serial value of each model require no specific approval by IVECO
on condition that the operations are carried out in compliance with these instructions.
2.9.2 Reducing the Overhang
When reducing the length of the rear overhang of the chassis (e.g. in the case of tippers) the last cross member
must be moved forward.
If, when reducing the length of the overhang, the rear cross member is found to be located too near to an
existing cross member, the latter must be removed if it does not affect the suspension supports.
2.9.3 Increasing the Overhang
Various methods of increasing the length are given in Figs, 2.11 and 2.12.
The connection of the added section is to be carried out in compliance with the specifications given in point
2.2.4.
The frame may also be cut straight. The minimum dimensions of the reinforcements that are to be applied to
the modified section are indicated in Fig. 2.5.
Fig. 2.11 shows a typical method of extension for increases of 300 to 350 mm. In this case the reinforcing L-bars,
which also serve to connect the cross member and the chassis frame, must be of the same thickness and width
as the original gusset plate. The connection of the cross member and the plates, originally achieved with rivets,
may be made with class 8.8 bolts with the next larger diameter.

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Revi - June 2007
In those cases where the joint between the cross member and the gusset plate is made by means of a weld,
it is permissible to join the gusset plate to the reinforcement by welding (see Figure 2.11).
When the increase exceeds 350 mm, Figure 2.12 shows the procedure to be used.
Figure 2.11
91454
1 Added portion
2 Reinforcing runner
3 Reinforcing runner (alternative solution)
4 Original rear cross member
Figure 2.12
91455
1 Added portion
4 Supplementary cross member (if necessary)
When the extension reaches a certain dimension, it will be necessary to examine on a case by case basis, the
feasibility of installing a supplementary cross member to give the frame sufficient torsional rigidity. Adding a
supplementary cross member with the same properties as the standard production cross member is necessary
whenever the distance between two cross members is greater than 1,200 mm.

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Installing a Towing Device
2.10 Installing a Towing Device
Without prior authorisation, the installation of a tow-hook is permissible only on those cross members which
are intended for that use and on those vehicles which IVECO has intended for towing a trailer.
The subsequent installation of a tow hook in vehicles for which the installation of a tow hook was not originally
contemplated, must be authorised by IVECO.
In trailers with one or more axles close together (centre axle trailers), considering the stress resulting in
particular from the vertical dynamic load to which the rear cross member is subjected, the instructions given
in point 2.10.5 must be taken into account.
The tow hook must be suitable for the permissible load and be of a type approved by National Requirements.
2.10.2 Choosing a Hook
The hook must be chosen based on the following characteristic values:

- for towing gear which is not suitable for transmitting vertical loads, the D value is defined by the following
formula:
D =g ⋅ T ⋅ R = (kN)
(T + R)
- for towing gear for trailers with a centre axle, the Dc, S and V values are defined by the following formula:
(T+S) ⋅ C
Dc = g ⋅ = (kN)
(T + S)+C
2
V = a ⋅ X2 ⋅ C (kN)
l
D = representative value of the class of jaw (kN). This is defined as the technical reference force for the horizontal force between the towing vehicle
and the trailer;
g = acceleration due to gravity (m/s2);
T = maximum weight (in tonnes) of the towing vehicle;
T+S = maximum weight (in tonnes) of the towing vehicle + the vertical load of a trailer with a centre axle;
R = maximum weight (in tonnes) of the trailer;
S = value of the static vertical load (in tonnes) which, in static conditions, is transmitted to the point of attachment.
S must be ≤ 0,1 ⋅ R ≤ 1000kg;
C = sum of the maximum axle loads (in tonnes) of the trailer with a centre axle at maximum load. It is equal to the maximum weight of the trailer
with a centre axle less the static vertical load (C = R - S);
V = value V of the intensity of the theoretical dynamic vertical force;
a = for the equivalent acceleration at the point of attachment, as a function of the rear suspension of the towing unit, use the following values:
- a = 1.8 m/s2 for air suspension;
- a = 2.4 m/s2 for other suspension types;
X = length of the load surfaces (m);
l = theoretical length of the drawbar (distance between the centre of the drawbar towing eye and the centre line of the trailer axle (m));
X2/ l2 ≥ 1 if the result is less than 1, use the value 1.

Print 603.93.431 Base - July 2006
Revi - June 2007
Example of calculation of class of coupling device for semitrailers
Consider a new EuroCargo ML120E25R/P vehicle of maximum weight 12t that has to tow a conventional
trailer of maximum weight 8000 kg.
From the following data
1. T = 12 t
2. R = 8t
we obtain:
D = 9.81 · (12 · 8) / (12 + 8) = 47.0 kN
Example of calculation of class of coupling device for central axle trailers
Consider a new EuroCargo ML120E25R/P vehicle of maximum weight 10t that has to tow a central axle trailer
weighing 9t with load surface length 8m and theoretical drawbar length 7m.
Thus, from the following data
1. S is 0.9, i.e. lower than values 0.1⋅R = 0,9 t and 1 t
2. C = R - S = 9 - 0.9 = 8.1t
3. (T + S) = 10 + 0.9 = 10.9t
4. X2 / l2 = 64 / 49 = 1.3
we obtain:
Dc = 9.81 · (10.9 · 8.1) / (10.9 + 8.1) = 45.6 kN, e
V = 1.8 · 1.3 · 8.1 = 18.9 kN

Base - July 2006 Print 603.93.431
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Since tow hooks are important to vehicle driving safety (in some countries they must
! be specifically certified) they must not be modified in any way.
When mounting the tow hook to the cross member, the specifications of the hook manufacturer as well as
the limitations imposed by current standards - such as minimum space required for the brake and electrical
connections the maximum distance between the swivel hook axis and the rear edge of the body - must be
respected.
Should the dimensions of the hook coupling flange not match the holes on the rear cross member of the vehicle,
in some case drilling may be authorised on the cross member after mounting adequate reinforcements.
2.10.3 Increasing the Towable Weight
For those vehicles which IVECO regards as suitable for towing a trailer, a request may be
submitted to evaluate the possibility of authorising a towable mass exceeding that which is
normally permitted.
Such authorisation will include the conditions that must be complied with and, where necessary,
specifications concerning modifications and work to be carried out on the vehicle.
These include possible reinforcements to the standard cross member (see Figure 2.18), the
instructions for installing a reinforced cross member when available, and specifications for the brake
system.
The tow hook must be suitable for the new use. Its connecting flange must match that of the cross
member.
To fasten the cross member to the chassis frame, preferably use flanged head nuts and bolts or
hex head screws of minimum class 8.8. Use self-locking nuts.

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Revi - June 2007
2.10.4 Lowered Rear Cross Member
If the type of trailer used requires that the tow hook be positioned lower than originally intended, IVECO
may issue authorisation for the original cross member to be lowered or for an additional cross member (of the
original type) to be fitted in a lower position. Figure 2.13 and Figure 2.14 give some examples of how this is done.
The installation of the new cross member in its new position must be carried out in the same manner as the
existing crossmember, using the same type (diameter and class) of bolt.
Figure 2.13
91456

2 Gusset
3 Upside-down gusset
4 Connecting angle piece
The thickness of the outer reinforcing angles must not be less than the thickness of the side members of the
vehicle. They must cover a length which is at least 2.5 times the height of the side member itself (maximum 600
mm) and be made of material with the properties indicated in point 3.3.1. The angles are to be attached to the
web of the side members using all the bolts joining the cross member to the frame, integrating them with the
other bolts so that, as a result of their number and location, they will take into account the greater moment
transmitted. As a general rule, when the cross member is lowered by an amount equivalent to the height of
the side member, the number of bolts is increased by about 40%.
When an additional cross member is installed (see Figure 2.14) a central joining plate with a thickness
commensurate with that of the cross members, must be employed.
A device to prevent the bolts from loosening must be adopted for the joints.

Base - July 2006 Print 603.93.431
Revi - June 2007
Figure 2.14
Version for chassis with long overhangs
Version for chassis with short overhangs
91457

2 Connecting angle piece
3 Connecting plate
4 Gusset plate
5 Pressed steel channel sections (same size as chassis)
6 Space for rear sprung support
Assurance should be given that the movements between the tow bar and vehicle conform to current
regulations. As a general rule, the original towable mass can be confirmed by IVECO. In any event the
responsibility for the work carried out will rest with the bodybuilder.
The vehicle must be presented for inspection if local government regulations require it.

Print 603.93.431 Base - July 2006
Revi - June 2007
Figure 2.14 shows an example of a lowered supplementary cross member.

When this solution is applied to vehicles with a short rear overhang, the external connecting plates must
conform to the arrangement described in Figure 2.14. Should the brackets of the underrun bar be modified,
following the lowering of the rear cross member, the new version will be equivalent to the original in terms
of attachment, strength and stiffness and the positioning of the lights checked for compliance with the standards
(local standards where applicable).
2.10.5 Centre Axle Trailers (Rigid Towbar)
The use of trailers with centre axles (rigid tow bar trailers with single or tandem axles), with respect to
articulated tow bar trailers, entails an increase in bending stress on the rear chassis overhang as well as an
increased torsional stress of the rear towing cross member resulting from the vertical static and dynamic loads
which the tow bar exerts on the hook (for example when braking or on bumpy roads).
On those vehicles on which the towing of trailers is permissible within the values established for each model
by IVECO, the mass that may be towed with the centre axle trailer and the vertical loads on the cross member
may be authorised on the basis of the dimensions of the flange located on the vehicle cross member.
The value of the maximum (static + dynamic) vertical load transmitted by the trailer to the hook can be
determined more accurately through the following ISO formula:
Fv = a ⋅ x2/l2 ⋅ C ⋅ 0,6 + S
Fv = Max vertical load (static + dynamic) transmitted by the trailer to the tow hook (kN).
a = Vertical acceleration in the drawbar/towing hook coupling area; depending on the rear suspension of
the tractor for semitrailer, use the following values:
- a = 1.8 m/sec2, for vehicles with pneumatic suspension (or equivalent)
- a = 2.4 m/sec2, for vehicles with other suspension types
x = Total length in mms of the loading area of the trailer (m).
l = Length of the trailer wheelbase (distance between drawbar towing eye centre and axle centre or trailer
axle centre line) in m.
C = Total weight of trailer, R, minus the static load applied S (all values expressed in tons).
S = Static support load (kN).
0,6 = Deceleration factor.
In addition to this, where the overhang is relatively long, it may be necessary to fit an auxiliary frame with
longitudinal runners larger than those normally planned (see Table 2.14).
If central axle trailers are to be used, the connection of chassis frame to subframe will be carried out from the
rear overhang to the front support on the rear suspension with cleat plates or by strengthening the existing
connections with shear-resistant reinforcing (see Figure 2.15).

Base - July 2006 Print 603.93.431
Revi - June 2007
Figure 2.15
Chassis reinforcement for central axle trailers adopting

the combined reinforcement solution (fig. 3.29).
102183
1. Combined reinforcement
3. Auxiliary frame longitudinal runner
2. Shear resistant connections
4. Vertical load on tow hook
Use profiles with a higher section modulus, if required by the body structure. On each occasion, check whether
it is necessary to fit a towing cross member and tow hook.
For towing central axle trailers, especially on vehicles with a long rear overhang, we recommend fitting a suitable
towing cross member in a lowered, forward position, next to the rear suspension rear supports.

Print 603.93.431 Base - July 2006
Revi - June 2007
Table 2.14
Section modulus Wx of subframe member (cm3)
R = Maximum trailer weight (kg)
Whe- Rear S = Static vertical load (kg)
Chassis
Ch i t el-ba- over- R≤4500 R≤6500 R≤9500 R≤10500
Model profile
p (mm) S≤450 S≤650 S≤950 S≤1000
se hang
A B (mm)
AxB ( ) (mm) (mm) Yield point of material used (N/mm2)
240 360 240 360 240 360 240 360
3105 1313 A A 16 A
60EP
3330 1830 A A 19 16
3105 1313 A A 16 A
65EP
172,5 x 65 3330 1830 A A 19 16
3105 1313 16 A 16 A
75EP
3330 1830 16 16 22 16
75E 2700 1290 A A A A
4 3105 1313 A A 16 A 16 A
80EP
3330 1830 16 A 19 16 26 16
3105 1313 A A 16 A 16 16
90EP 3330 16 A 19 16 29 16
195 x 65 1830
3690 29 16 32 19 58 35
3105 1313 A A 16 A 19 16
100EP 3330 19 16 22 16 29 16
1830
3690 32 19 58 35 87 52
Section modulus Wx of subframe member (cm3)

R = Maximum trailer weight (kg)
Whe- Rear S = Static vertical load (kg)
Chassis
Ch i el-ba- over- R≤4500 R≤6500 R≤8500 R≤9500 R≤10500
t
Model profile
p S≤450 S≤650 S≤850 S≤950 S≤1000
(mm) se hang
A B (mm)
240 360 240 360 240 360 240 360 240 360
2700 1290 A A A A 16 A
3105 1313 A A 16 A 16 A
4 3330 16 A 19 16 26 16
80EL 1830
3690 30 16 33 23 58 35
4185 2145 44 23 72 44 88 65
172,5 x 65 5 4815 2505 58 22 88 40 - 58
3105 1313 16 A 19 16 19 16
3330 16 16 26 16 29 19
4 1830
80ELP 3690 32 19 58 35 72 52
4185 2145 44 32 72 52 104 65
5 4815 2505 58 22 87 40 - 58
3105 1313 A A A A 16 A 16 A
5 3330 16 A 16 16 26 16 26 16
1830
120EL 3690 44 19 58 26 87 35 87 40
110EL 4185 2145 72 22 87 29 104 40 122 52
6 4455 2280 72 26 104 35 122 52 - 58
4815 2505 104 40 122 52 - 65 - 72
195 x 65
3105 1313 A A 16 A 16 16 19 16
5 3330 19 16 26 16 29 16 32 19
1830
120ELP 3690 58 22 72 35 104 52 104 52
110ELP 4185 2145 72 22 87 29 122 40 122 52
6 4455 2280 87 22 104 40 122 52 - 52
4815 2505 104 32 122 52 - 65 - 69

Base - July 2006 Print 603.93.431
Revi - June 2007
Table 2.14 (continued)

Strength modulus Wx of subframe member (cm3)
R = Maximum trailer mass (kg)
Whe Rear S = Static vertical load (kg)
Chassis
Ch i el- over- R≤6500 R≤9500 R≤12000 R≤14000 R≤16000 R≤18000
t
Model profile
p S≤650 S≤950 S≤1000 S≤1000 S≤1000 S≤1000
(mm) base hang
A B (mm)
AxB ( ) (mm) (mm) Yield point of material used (N/mm )2
240 360 240 360 240 360 240 360 240 360 240 360
3105 1313 A A A A 16 A 16 A
120EP
3690 1740 22 16 29 16 32 16 32 19
3105 1313 A A A A 16 A 16 A
130EP 240 x 70 5
3690 1740 26 16 32 16 44 16 58 22
3105 1313 A A A A A A 16 A 16 A 19 A
150EP
3690 1740 32 19 58 22 82 26 82 35 99 40 99 52
262,5 x 80 6 3690 1133 16 A 19 A 22 16 22 16 26 16 26 16
180EP (217,55 x 80
(217
rear) 6,7 4185 1313 73 22 82 26 99 26 99 29 117 29 117 29

Chassis
Ch i el- over- R≤6500 R≤9500 R≤12000 R≤14000 R≤16000
t
Model profile
p S≤650 S≤950 S≤1000 S≤1000 S≤1000
(mm) base hang
A B (mm)
240 360 240 360 240 360 240 360 240 360
3105 1313 A A A A A A A A
5 3690 1740 29 16 44 19 58 19 72 22
4185 2055 44 19 82 32 99 44 117 52
4455 2190 44 19 82 26 99 29 117 40
140E 6
4815 2460 87 26 117 40 136 52 157 65
5175 2685 104 26 136 44 178 58 200 73
6,7 5670 3000 117 40 200 73 - 82 - 87
6570 3605 200 82 - 117 - 140 - 178
240 x 70
3105 1313 A A 16 A 16 A 16 A
5 3690 1740 29 16 44 19 58 22 73 26
4185 2055 44 19 82 32 99 40 117 52
4455 2190 44 16 82 26 99 26 99 35
140EP 6
4815 2460 72 22 99 32 117 40 136 52
5175 2685 82 26 117 29 157 44 157 58
6,7 5670 3000 117 29 157 44 178 58 200 82
6570 3605 159 58 - 82 - 99 - 117

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Revi - June 2007
Table 2.14 (continued)

Chassis
Ch i el- over- R≤6500 R≤9500 R≤12000 R≤14000 R≤16000
t
Model profile
p S≤650 S≤950 S≤1000 S≤1000 S≤1000
(mm) base hang
A B (mm)
240 360 240 360 240 360 240 360 240 360
5 3105 1313 A A A A A A 16 A 16 A
3690 1740 40 16 44 19 58 22 82 22 82 26
6 4185 2055 73 22 99 26 117 40 136 44 157 52
4455 2190 82 26 117 40 136 52 157 58 178 78
160E
4815 2460 99 29 140 44 178 58 200 73 - 82
67
6,7
5175 2685 136 40 178 73 200 82 - 99 - 117
5670 3000 178 44 - 82 - 99 - 117 - 136
77
7,7
6570 3605 - 99 - 136 - 178 - 200 - -
240 x 70
5 3105 1313 A A 16 A 16 A 16 A 19 A
3690 1740 44 19 58 22 73 22 89 26 99 26
6 4185 2055 73 22 99 26 117 35 117 40 140 52
4455 2190 82 26 117 35 136 44 136 52 157 73
160EP
4815 2460 99 26 136 40 157 44 178 58 178 73
67
6,7
5175 2685 117 29 157 58 178 73 200 82 - 87
5670 3000 136 32 178 58 200 82 - 82 - 99
77
7,7
6570 3605 200 73 - 99 - 117 - 136 - 157

Chassis
Ch i el- over- R≤6500 R≤9500 R≤12000 R≤14000 R≤16500 R≤18000
t
Model profile
p S≤650 S≤950 S≤1000 S≤1000 S≤1000 S≤1000
(mm) base hang
A B (mm)
240 360 240 360 240 360 240 360 240 360 240 360
6 3690 1133 16 A 16 A 16 A 16 A 16 A 16 A
4185 1313 58 19 58 19 73 22 82 22 82 26 82 26
4590 1650 82 26 117 29 122 29 136 40 140 44 157 52
190E 4815 1853 117 29 136 32 140 44 157 44 178 58 178 73
180E 7,7 5175 2123 157 44 157 58 200 73 200 82 243 82 243 99
5670 178 73 221 82 243 99 - 99 - 117 - 136
2235
6210 221 82 243 117 - 117 - 136 - 136 - 157
262 5 x 80
262,5 6570 2775 - 117 - 136 - 157 - 178 - 200 - 200
(217,55 x 80
(217 6 3690 1133 16 A 19 A 22 16 22 16 26 16 26 16
rear)
4185 1313 58 19 82 22 82 26 82 26 99 26 99 26
4590 1650 99 26 117 29 117 29 136 40 140 32 157 44
190EP 4815 1853 117 26 117 29 136 32 157 44 157 44 178 58
180EP 7,7 5175 2123 136 29 157 44 178 58 200 73 200 82 221 82
5670 157 44 178 73 200 82 221 82 243 99 243 99
2235
6210 178 73 221 82 243 99 243 99 - 117 - 117
6570 2775 221 82 - 117 - 136 - 136 - 157 - 157
A = the subframe profile specified for the body structure is sufficient;

The values showed apply for both short and long cab versions (where present).
For special fittings or conditions requiring lower w values, on short cab vehicles, as well as for configurations not included in the table, send a special request to IVECO.

Base - July 2006 Print 603.93.431
Revi - June 2007
Should it be necessary to reduce the height of the runner profile using shear resistant connections, combined
section runner profiles can be used instead of the specified channel profiles (moment of resistance shown in
Table 2.14). Combined section runner profiles can be used as shown in Table 2.15 providing the flange width and
thickness are not smaller than the corresponding values tabulated in the runner profile section table e.g. box body.
In all cases the structure / application that requires the larger Wx value must be used e.g. body Wx = 36, crane
Wx = 46 then the runner / runner profile must not be less than 46cm2.
Table 2.15- Combined section reinforcement runner profiles (see Figure 2.16)
Engine A B C D
R0,2 (N/mm2) (1) 320 320 360 360
Maximum runner profile height reduction (mm) 40 60 100 120
LV (see Figure 2.15) 0.5 Lu 0.5 Lu 0.8 Lu 0.85 Lu
Lh (see Figure 2.15) 0.6 Lu 0.6 Lu 0.95 Lu 1.0 Lu
Example of combined section as alternative to 250x80x8 (mm) channel 150x50x8+ 130x50x8+
210x80x8 190x80x8
section angle section angle section
Actual height reduction (mm) 40 52 92 104
Figure 2.16
Normal box section profiles Gradual change from box
section to open section
Version ”A”
Version ”B”
Version ”C” Special combined section Version ”D”

profiles
Chassis/subframe connecting an-

gle plates of same thickness as
subframe profile
91506
The continuity of combined reinforcement runners can be interrupted only in special cases and is subject to
authorisation. Similarly, when it is difficult to apply an external reinforcing L section (items C and D see
Figure 2.16)- owing to the presence of suspension mountings or air spring connection brackets - and the recessing
to be performed could excessively reduce the section’s resisting capacity, the adopted solution will require special
authorisation.

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Revi - June 2007
2.10.5.1 Towing cross member in lowered and forward positions (short coupling)
Vehicles designed to tow central axle trailers for which a final cross member located in a lowered and forward
position (next to the rear suspension rear mountings or air springs) is evisaged, do not require particular chassis
reinforcing devices. For the subframe, the runner profile dimensions indicated for the different types of equipmen
t (e.g. see Table 3.6 standard bodies) will be sufficient. The bodybuilder will accurately work out the size and
position of the chassis connection structure (see items 2.3 and 2.10.4)and make use of a suitable cross member
and an appropriate towing hook.
The tow hook position will be such to permit any movement between tractor and trailer drawbar according
to the various conditions of use, to comply with the required safety margins and the standards and legal
regulations in force (where applicable). In these cases the standard underrun bar cannot be used, and the
bodybuilder will investigate the possible permitted changes from specifications or the specific solutions to adopt
(e.g. underrun bar of the tilt type).
2.10.5.2 Reinforcement of Standard Rear Cross Member
When it is necessary to reinforce the standard cross member and when original cross members are not
available, the bodybuilder will provide suitable reinforcements for which he shall be responsible.
These reinforcements may consist of C-sections mounted on the inside of the cross member. Care must be
taken to ensure that the connections between the cross member and the side members are also reinforced
following the procedures recommended below, whenever stronger enforcements are required:
1) The mounting of a channel section on the inside of the cross member and joining it to the vertical web
of the side member or to the following cross member of the chassis, if it is situated in close proximity,
in compliance with the procedures illustrated in Figure 2.17.
Figure 2.17
91459
1 Original cross member

2 Reinforcing rail
3 Connecting angle pieces or plates

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2) Mounting a box section of suitable dimensions underneath the cross member, anchored at the
extremities to the vertical web of the side members and joined at the centre of the cross member as
shown in Figure 2.18.
In vehicles having a short rear overhang and a subframe, the box section can be fitted within the subframe
sections, above the cross-member, and connected to it by means of a plate (as shown in Figure 2.14).
Should box-section assembly require modification to underrun bar plates the original requirements for
fastening, resistance and stiffness must be met (comply with local government regulations if any).
Figure 2.18
1) Original cross member

2) Box section
3) Gusset plate
4) Connecting plate
91460
1 Original cross member

2 Box section
3 Gusset plate
4 Connecting plate
2.10.5.3 Tow hooks for Central Axle Trailers
The use of central axle trailers implies the use of tow hooks suitable for this purpose.
The values of the trailer loads and of the permissible vertical loads are contained in the technical documentation
of the manufacturer of the tow hook or on the production data plate
There are also tow hooks with special type approval, whose values are greater than the ones mentioned in the
above standards. These hooks may in any case be subjected to restrictions depending on the trailers used (e.g.
drawbar length). In addition this can imply that the rear cross member should be further reinforced and a
subframe runner of larger size be fitted.
Remarks about the Payload
It should be ascertained that the static drawbar load does not cause the allowable load on the rear axle or
axles to be exceeded and that the required minimum load acting on the front axle is adhered to (see 3.2.3).

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Installing a Supplementary Axle
2.11 Installing a Supplementary Axle
On certain models IVECO may authorise, upon request, the installation of a supplementary axle and,
consequently, an increase in the total weight of the vehicle.
The modification must respect the weight limitations and the conditions imposed by IVECO as well as all other
conditions that may be imposed by national laws and such that are necessary to ensure the safety and proper
functioning of the vehicle.
Diagrams of the installation procedure may be submitted for inspection. These proposals must indicate the
parts necessary to connect the axle to the chassis as well as the reinforcements to, and modifications of the
chassis. It is also necessary to submit diagrams showing the changes made to the systems.
Follow the instructions in the previous paragraphs for alterations to the chassis.
In view of the increased stresses due to the increase in permissible load, and in consideration of the different
phases of the dynamic stresses in operation as a result of the different reactions on the chassis when the axle
is added, it is necessary to provide appropriate reinforcements to the chassis.
These reinforcements must in all cases satisfy all provisions of local applicable laws. The chassis that has thus
been modified must not be subject to flexural stresses greater than those of the original chassis in the
corresponding sections.
2.11.2 Chassis Frame Reinforcement
Figure 2.19 illustrates possible ways of modifying the chassis. The reinforcements must be continuous and
must span the length of the entire frame of the vehicle up to the driver’s cab. For their attachment to the side
member - when using L-bars - class 8.8 reinforcement bolts must be used and their diameter and distribution
must be such to enable the section iron to provide the required strength.
Figure 2.19
91461
1 Bracket
2 Plate
3 Screws, rivets or dia. 20 to 30 mm holes to be filled with welding.

Base - July 2006 Print 603.93.431
Revi - June 2007
Where an auxiliary frame is required as reinforcement, (see section 3.3.2) the body mounting brackets on the
chassis (if any) should be used for the attachment. An alternative method of attachment is shown in section
3.4.1 and those that follow it.
We recommend using a shear resistant connection in the area of the rear overhang up to approximately the
mid wheelbase (in any case up to no more than 2 m from the front axle) (see Figure 2.20).
The fitting of reinforcing plates directly onto the flanges of the side members, using holes filled with welded
material is not permitted. This is to avoid affecting the strength of the original sections caused by poor welding.
This procedure is only permitted in special cases with specific IVECO authorization when there are proven
difficulties in subsequent body applications.
The reinforcement on the chassis can be omitted provided the following static stress values are not exceeded:
Permitted static stress on the chassis
Range
(N/mm2), σ amm
Heavy duty
on road
(e.g. tipper and off-road)
EuroCargo 120 80
Any limitations, imposed by national laws must be complied with.

If the installation is unavoidable, because of the deterioration of the material’s properties due to the welding
process, in checking the load-effects acting on the various sections, it is advisable to assume a reduction of ca
15% in the strength of the material.
As a general rule the thickness of the reinforcing plate must not exceed that of the flange of the original chassis.
The mounting must be carried out by skilled personnel and the bodybuilder will be responsible for any damage
to the frame resulting from poor workmanship.
2.11.3 Fitting a rear or central axle on models ML150 and ML180
The following modifications are obligatory when installing a third rear or centre axle on the ML150 and ML180:
- replacement of ABS 3-channel control unit with ABS 4-channel control unit;
- addition of ABS solenoid valve, bringing total number of solenoid valves to 4: two on the front axle and two
on the rear axle;
- adoption of suitable brake cylinders on rear axle for parking brake;
- adaptation of braking system.
One of the two rear axle ABS solenoid valves must control the right wheels of the drive and additional axles
and the other the left wheels.
ML150E and ML180E models have optional No. 4667, for the installation of a third rear axle. With this option,
the three conditions stated above are already complied with. In any event, the third axle must be installed in
accordance with the technical standards, available on request from the local IVECO office that approves the
installation.
If the additional axle is being installed in a central position, take particular care to ensure that the axle does not
interfere with the propeller shaft.
2.11.4 Installing a Rear Supplementary Axle
The installation of a rear supplementary axle generally implies that the chassis overhang should be lengthened,
the extension must be carried out in compliance with the specifications given in point 2.9. relating to the
modifications of the chassis, leaving the reinforcements mentioned above unaffected.
When an additional axle is added to the overhang with a section depth smaller than the depth within the
wheelbase area the adjustment of the section to give a higher value could be a solution towards reducing the
stress arising from the conversion.

Print 603.93.431 Base - July 2006
Revi - June 2007
Figure 2.20 shows an example of the installation of a rear axle with an extension of the rear overhang.
Figure 2.20
91539
1 Added supplementary axle

2 Extension to the overhang
3 Reinforcements for the modification of the chassis
4 Connections
2.11.5 Installing an Intermediate Supplementary Axle
The installation of an additional axle in front of the rear drive axle may require a possible reduction in the rear
overhang (see point 2.9) in order to obtain the correct axle loading (see. Figure 2.21).
Figure 2.21
91540
1 Added supplementary axle

3 Connections
4 Reduction in the rear overhang

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2.11.6 Steering Axles
Steering axles can be installed both intermediately and at the rear. They can be of the self-steering or
power-steering types and be designed and installed in such a way that the required dependability and road safety
are guaranteed. The self-steering axles must be fitted with a device controlled from the driver’s seat which is able
to render them rigid when reversing.
The installation of an axle whose power-steering is obtained by means of the original steering system of the
vehicle requires specific authorisation from IVECO in relation to the suitability of the original components for
the conversion in question. In this case, it will be necessary for diagrams of the supplementary system to be
submitted for our inspection.
2.11.7 Components and Suspension
Manufacturing quality of all components used (axle, suspension, braking units, systems etc.) must be ensured
in order to guarantee driving safety and good vehicle operation.
Particular care and attention must be paid to the designing and construction of the suspension in consideration
of its importance for the proper performance and handling of the vehicle on the road.
The designed suspension may be either of the mechanical leaf-spring type, pneumatic with air actuated springs
or of a mixed type. Whatever type is used it must not negatively affect the handling characteristics of the vehicle
and its components in terms of driving quality, comfort, road holding, working angle of the transmission and
its working space in the case of an intermediate supplementary axle.
The use of a compensating suspension, in particular off-road vehicles whether constant total or partial, is to
be preferred because of its ability to maintain the load distributed to the two rear axles. Thus ensuring that
both axles are able to react to both static and dynamic load in the manner contemplated by the builders and
in compliance with the regulations in force where applicable.
Where the additional axle has its own independent suspension, the suspension characteristics must be
proportional to those of the original rear suspension in relation to the static loads applied to the two axles.
2.11.8 Stabilisers
When pneumatic suspension is used for the added axle, depending on the solution adopted, it may be further
necessary to fit an antiroll bar in particular when a body with a high centre of gravity is used.
Similar devices must be adopted with mixed suspensions on supplementary axle installations to ensure stability
when tipper bodies are fitted and it is important that the specifications detailed in section 3.4 are followed.

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Revi - June 2007
2.11.9 Connection to the Chassis Frame
The connections of the added axle to the chassis must be such as to be able to withstand all longitudinal and
transverse stress forces without transmitting them to the drive axle.
At the points in which the forces are introduced (spring supports, air spring brackets etc.), appropriate cross
members or suitable frame reinforcements must be provided.
Ensure that the added axle is at right angles and aligned properly in relation to the longitudinal axis of the vehicle
and the live axle. Check using the appropriate equipment available in the market.
2.11.10 Braking System
The braking system, considering its importance relative to the active safety of the
! vehicle, must be extremely well developed and constructed.
Braking units, hoses and joints of the same type as on the original vehicle must be used.
The auxiliary axle must be equipped with the same brake components as those provided for the front axle.
Use flexible pipes to form the connection between the fixed parts (chassis) and moving parts (axles).
The braking torque must be proportional to the static and dynamic loads in order to provide an even
distribution of the braking action to all the axles of the vehicle.
The total braking capacity of the modified vehicle must, as a general rule, be proportional to that of the original
vehicle, allowing for the different total weight that is now applicable. The performance of the braking system
(service, emergency and parking) must in all cases satisfy the current government regulations in terms of
deceleration, behaviour when hot, response time, efficiency of engine braking and so forth.
If the Technical Control Authority demands that the technical documentation regarding the braking system be
submitted (e.g. adhesion curves, compatibility range diagram) this must be provided by the company in charge
of the conversion or the manufacturer of the auxiliary axle.
Upon request, technical documentation with characteristics and attainable performances of the braking system
of the original vehicle may be made available.
For the construction of the braking circuit for the additional axle it is advisable to employ equipment and circuits
specially provided for each single model by the Manufacturer of the equipment in use on the original vehicles.
It should be established that the capacity of the air reservoir(s) is adequate for the size of the additional brake
cylinders, if necessary additional air reservoir(s) must be added.
Local government regulations in force at the time regarding emergency and parking brakes must be respected.
We recommend that the parking brake is also fitted to the additional axle.

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Revi - June 2007
Arrangements are permitted whereby the direct connection is achieved between the braking sections of the
added axle and that of the live axle. It should be ascertained that the capacity of the air reservoir is adequate
to the size of the additional brake cylinders. If necessary an additional air reservoir should be installed.
Current government regulations regarding emergency and parking brakes must be respected. We recommend
that the parking brake be constructed to act on the added axle as well.
For instructions of a general nature concerning the braking system, see the
! instructions given at point 2.19.
For the electrical system, the instructions given at point 2.21 must be complied with.
2.11.11 Raise Device
The additional axle may be equipped with a raise device and may also be used in specific cases where permitted
by government regulations, to increase the adhesion of the drive axle to the ground under certain conditions
(starting uphill, slippery or snow/ice covered roads) provided that:
- this modification is made conditional to the issue by IVECO of a permit in which the maximum permitted
load on the overloaded axle is specified.
- this modification is made conditional to the issue by IVECO of a permit in which the maximum permitted
load on the overloaded axle is specified.
Some national regulations permit the use of the lifting device even during normal vehicle travel, provided that
the max. type-approval load specified for the drive axle and admissible speed limits are not exceeded.
In such cases the indications given in point 3.2.2 should be heeded concerning the centre of gravity of the body
plus the payload.
Approval of and Responsibility for the Operations Carried Out
Following conversion, the vehicle will be submitted to local authority technical control
! for approval (e.g. single inspection or type approval).
The authorisation given by IVECO to install an auxiliary axle and the passing of the approval inspection do not
free the bodybuilder/converter from responsibility for the conversion in question, or its effect on the vehicle.
For the added assemblies, the required service or maintenance operations with relevant schedule, consistent
with the operations and relevant schedule planned for the original vehicle must be defined and entered in the
specific documentation.

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Revi - June 2007
Work on the Suspension
2.12 Changes to the Suspension
Company authorisation must be obtained to re-work the suspension systems and

! springs (e.g. additional spring leaves, different cambering etc.) since these are
important components for the operation of the vehicle.
As a general rule no modification of the parabolic springs is permitted. On vehicles equipped with these springs,
installation of elastic rubber components may be authorised for special versions or uses in order to increase
the stiffness of the suspension. In very specific cases, and for specific uses, the possibility of adding an extra leaf
to the parabolic spring may be evaluated. This operation should be carried out by a specialised firm following
approval by IVECO.
It is not possible to use a parabolic spring on one side of an axle and a semi-elliptic type spring on the other
side of the same axle.
2.12.1 Change from mechanical to pneumatic suspension
Modifications of this kind are generally authorised for the rear axle only. Modification proposals presented
by bodybuilders to the Company may be examined upon submission.
The responsibility for the dimensions of the air actuated springs and their installation, for the torsion bars, the
effectiveness of the suspension and their effect on the behaviour of the vehicle and the pneumatic supply system
rests solely with the firm that has carried out the modification. Suspension and anchoring components are very
important to vehicle safety so that the firm carrying out the modification must undertake the necessary design
and testing.
The air tank for the suspension must be connected to the circuit of the vehicle in compliance with the
instructions given in point 2.20.
Work on the Suspension

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Modification to the Engine Air Intake and Exhaust System
2.13 Modification to the Engine Air Intake and Exhaust System
Modification which would alter the characteristics of the air intake and exhaust systems may not be carried
out without prior IVECO authorisation.
Any modifications must not alter the existing vacuum values of the intake or the exhaust back pressure shown
in the table.
Table 2.16 - Maximum back-pressure permitted at rated speed and full load
Maximum exhaust back Maximum intake back
Engine Engine Code
pressure (kPa) pressure (kPa)
E14 F4AE3481C
E16 F4AE3481D
10 63
6,3
E18 F4AE3481B
E19 F4AE3481A
E19 F4AE3681C
E22 F4AE3681B
E25 F4AE3681D 28
8 6,3
E28 F4AE3681E
E30 F4AE3681A
The routing of the tubing must be as even as possible. Bends must not have an angle of less than 90º and the
radii should not be lower than 2.5 times the external diameter. Avoid kinks and use cross-sections which are
no smaller than those corresponding to the original system. Any connections on the intake duct must guarantee
resistance of the tube to penetration by water or dust and absence of sharp edges or welding burrs inside the
tube.
Sufficient clearance should be maintained (min. 150 mm) between the exhaust pipe and the electrical system,
plastic hoses, the spare wheel, the plastic fuel tank, etc. Lower values (e.g. 80 mm) may be permitted if suitable
sheet metal shielding is used. Further reductions require the use of heat insulation and the substitution of the
plastic tubes with steel pipes.
Any work done on the exhaust system of the vehicle requires that the vehicle be homologated again with regard
to noise and smoke wherever government regulations require it.
The air intake must be positioned to avoid the intake of hot air from the engine and/or of dusty air or snow
and rain. The apertures for the intake of air which may have to be made in the bodies of vans, must have a
working surface of not less than twice that of the master hose located upstream of the filter and in any case
not less than the original one. These apertures (e.g. openings in the grill) must be of such a dimension that they
do not become obstructed.
It is not permissible to modify or substitute the original air filter; the silencer body cannot be altered.
Modifications to the equipment (injectors, engine control unit etc.) are not permissible as this may alter the
correct functioning of the engine and adversely affect the emissions of gases from the exhaust.

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Revi - June 2007
Vertical Exhaust
Apart from the general matters discussed in the above point, ensure that:
- The exhaust is far enough away from the inlet area.
- A suitable supporting structure duly braced and fixed to the vehicle chassis, is made for the vertical section
of the pipe.
- A section of flexible hose is fitted to free the silencer elastically from the rest of the added pipe.
- Arrangements are made to prevent the direct entry of water into the end part of the pipe.
For further informations about SCR see chapter 6.

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Modification of the Engine Cooling System
2.14 Modification of the Engine Cooling System
The proper functioning of the original system, especially in connection with the radiator, the free surface
of the radiator and hoses (dimensions and layout) must not be tampered with. In any case, whenever
modifications must be made that entail work on the engine cooling system (e.g., modifications to the cab), the
following points must be considered:
- The useful area for the passage of air for the cooling of the radiator must not be less than that which is
available on vehicles with the standard cab. Maximum venting of air from the engine compartment must be
ensured and care must be taken - possibly using shields or baffles - to avoid stagnant air pockets or back
flow of air. The performance of the fan must not be altered.
- If it is necessary to re-position the hoses this must be done without affecting the complete filling of the system
(which must occur at a continuous flow. without forming blockages at the mouth) or the normal flow of
water. The maximum stabilising temperature of the water must not be altered even under the most severe
operating conditions.
- Hoses must be located so that no air pockets are formed (i.e avoiding air and providing appropriate bleeding
points) that could hinder the circulation of water. Check that the water pump primes immediately on starting
the engine and operates with the engine idling (accelerate a few times, if necessary) even when the circuit
is not pressurized. In addition to this check that the delivery pressure of the water pump, when the engine
is running under no load and at maximum RPM, is not lower than 1 bar.
- Always reinstall the radiator anti-clogging protection after making alterations to the engine cooling system.
Modification of the Engine Cooling System

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Installation of a Supplementary Heating System
2.15 Installation of a Supplementary Heating System
When the installation of a supplementary heating system is deemed necessary, it is advisable to use the types
recommended by IVECO.
For vehicles on which IVECO has not anticipated the use of supplementary heaters, the installation should be
carried out in compliance with the supplier’s instructions (i.e. heater arrangement, piping, electrical system etc.)
and following the directions given below.
All national rules and regulations relevant to the matter should be adhered to (i.e. inspections, particular
installation for dangerous cargo transportation etc.). The supplementary heating system must not make use of
the equipment that is specific to the vehicle which is subject to approval if the use is liable to impair or alter the
performance of the equipment.
Furthermore:
- Ensure correct operation of the vehicle components and equipment (i.e. cooling system).
- Check the electrical system to ensure that the battery capacity and alternator output is sufficient for the
higher current requirements (see point 2.21). Provide the new circuitry with a protection fuse.
- Connect the intake of the newly added fuel system to the reservoir connected to the engine fuel return line.
Direct feed from the vehicle fuel tank is permitted only if this is independent from the engine fuel system
and the new circuit is perfectly leakproof.
- Trace pipe and cable paths, the location of brackets and hoses bearing in mind that the overall dimensions
and heat affect the various units on the chassis. Avoid runs and arrangements that could lead to hazards when
the vehicle is running. Use shields or armouring if necessary.
- When installing a water heater, original vehicle heating and engine cooling circuits are involved (see point
2.14), it is advisable to follow the instructions listed below to ensure reliability of the heating system and
safe operation of the original system:
- special care must be taken when defining the connections between the supplementary equipment and
the vehicles system; refer to IVECO, if necessary.
- determine a rational arrangement for piping, avoid neckings and siphoning;
- install proper venting valve (bleeding points) to ensure proper filling of the system;
- supplementary plugs should be installed to ensure draining of the system, if necessary;
- proper insulation should be used to prevent heat dissipation.
- When air heaters are used and when the installation is to be made directly in the cab, make sure that the
engine exhaust system does not touch the added installation (to prevent combustion gas circulation inside
the vehicle) and have the correct warm air distribution by avoiding direct air flows.
- The complete installation should be designed to ensure good accessibility for quick and easy servicing.
Installation of a Supplementary Heating System

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Installation of an Air Conditioning System
2.16 Installation of an Air Conditioning System
When the installation of an air conditioning system is deemed necessary, it is advisable to use the types
recommended by IVECO.
If this procedure is not applicable, the installation must be carried out in accordance with the supplier’s
instructions and the following points:
- The installation must not interfere with the correct operation of the vehicle components and of equipment
which may be connected with the installation.
- Check the electrical system to ensure that the battery capacity and alternator output is sufficient for the
higher current requirements (see point 2.21). Provide the new circuitry with a protection fuse.
- With the agreement of IVECO, establish a method for installing the compressor, if fitted on the engine.
- Trace pipe and cable paths, the location of brackets and hoses bearing in mind that the overall dimensions
and heat affect the various units on the chassis.
Avoid runs and arrangements that could lead to hazards when the vehicle is running. Use shields or
armouring if necessary.
- The complete installation should be designed to ensure good accessibility for quick and easy servicing. At
vehicle delivery, the bodybuilder will supply all service and maintenance instructions which are deemed
necessary.
Furthermore, according to the system operations:
a) Equipment installed inside the cab
- The condenser should not impair the original engine cooling system features (reduction in the radiating area
of the engine radiator).
- The best arrangement is for the condenser not to be combined with the engine radiator but in a separate
compartment, suitably ventilated.
- The arrangement of the evaporator-blower unit in the cab (if not anticipated by IVECO) should be designed
to make sure that the accessibility control and operating equipment is not impaired.
b) Equipment fitted on the cab roof
- When the equipment (condenser, evaporator, blower) is fitted on the cab roof, make sure that its weight
is not higher than that permitted for roof installation. Furthermore, the bodybuilder should provide for
proper reinforcement to the roof frame if necessary, in relation to the weight of the unit and the extent
of the modification introduced.
- For specific applications with compressors not supplied by IVECO (e.g. fridge box), contact the IVECO
offices in charge.
Installation of an Air Conditioning System

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Cab Modifications
2.17 Cab Modifications
Any work on the driver’s cab must be authorised previously by IVECO.

Modifications must not prevent operation of the control devices located in the area affected by the modifications
(e.g. pedals, linkages, switches, pipes etc) or alter the strength of the load- bearing elements (uprights,
reinforcement sections etc.). Due care must be taken when carrying out work that may affect the cooling system
and air inlet pipes of the engine.
The variations in the weight of the cab as well as its different depth must be considered when positioning the
payload, in order to ensure correct distribution of the permitted weights on the axles (see point 3.2).
For operations that require the removal of sound deadening panels or internal protective elements (panelling,
padding) restrict the removal to the absolute minimum, taking care to restore the protective elements to their
original condition, ensuring the previous operating capability.
Controls and equipment (power take-off engagement control, external operating cylinder control etc.) may be
fitted in the cab provided that:
- They are positioned rationally, properly and are easily accessible to the driver.
- Safety, control and warning devices are fitted which meet the requirements of use and safety of the vehicle
and its equipment as well as the requirements of national legislation.
Ensure that the pipes and wires are correctly positioned particularly when the cab is tilted. Use the necessary
fixings taking care to observe the appropriate distances from the engine, heat sources and moving parts.
Provide the necessary protection from corrosion for all modifications to the structure (see point 2.2).
Ensure that the seals are fitted correctly and apply sealant to those areas which require it.
Ensure that a perfect seal is provided against the infiltration of water, dust and fumes.
The bodybuilder must check that after modification, the cab satisfies legal requirements regarding both the inside
and outside of the vehicle.
2.17.2 Roof Panel Modifications
Installation and modification work to achieve specific refurbishments must be carried out with great care
to safeguard the strength of the cab and ensure that its operation and protection are maintained.
When fitting assemblies or systems onto the roof (e.g. air conditioning systems, spoilers, top- sleepers), check
that the weight of the appliance does not exceed that permitted for the cab. These limits will be provided upon
request depending on the assembly or system to be fitted.
The cabs are provided with anchorage points along the roof sides (8 points on the day cab and 10 points on the
sleeper cab) having threaded holes M8xI protected by plastic plugs. Should it be necessary to make an opening
to form a roof compartment, ensure that
- The connection radii are not less than 50mm
- Do not modify any ribs that may be present
- Do not change the curvature of the roof.
Cab Modifications
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2.17.3 Installation of a Spoiler or a Top-sleeper
Upon request, the various versions designed by IVECO can be delivered with relevant instructions for
installation. It is recommended that these versions are used as they are specifically checked.
The installation of other versions will be carried out in the same way as prescribed for the original ones by using
the anchorage points placed on the roof sides resting on devices of adequate dimensions. Moreover, the
instructions of the manufactures of the add-on assemblies are also to be met.
Their positioning must not impair the correct operation of the engine air intake system.
Whenever national regulations require it, these installations will be inspected by the responsible agencies.
2.17.4 Crew Cabs
When making crew cabs, cabs for special vehicles, for municipal use, fire fighting etc. check whether the cab’s
suspension requires uprating due to the increase in weight, also taking into account any extra seating
arrangements made. Before work of this type can be started on tilting cabs, IVECO’s approval is required to
confirm whether the original suspension, tilting and locking devices are suitable.
As a rule, solutions equivalent to those designed by IVECO for similar versions may be adopted.
In order to help preserve the integrity and rigidity of the cab, we recommend that, as far as possible, the rear
structures are kept intact. The cut may be made at the side, taking care that the door opening remains intact.
The bodybuilder must make the necessary connections to the load- bearing structure, comprising the longitudinal
runners and uprights and connect the new floor to the existing structure. Provide inspection panels if necessary.
Take particular care when preparing the surface of the elements to be welded by applying a zinc primer, taking
the necessary precautions to ensure that the primed surface is properly prepared for subsequent painting (see
point 2.2).
Whenever the cab has to remain of the tilting type, the following points will be taken into consideration depending
on the increase in cab weight:
- Modify the tilting devices.
- Restore the cab locking devices.
- Decrease the tilting angle.
- Adapt the suspension.
For the cab tilting system, a cylinder of greater capacity with relevant resting devices can be installed or a
supplementary one fitted taking care to maintain the required clearance from the adjacent components.
The area affected by the thrust of the hydraulic devices must be such to avoid an excessive concentration of stress.
For this purpose ensure that:
- The lifting points are positioned as far back as possible.
- There are suitable anchorage points both on the cab floor and vehicle chassis.
Cab Modifications
Print 603.93.431 Base - July 2006
Revi - June 2007
If the tilting cab exceeds the upper point of equilibrium, ensure that the added hydraulic device enables the cab
to be held in the end-of travel, if it does not, fit a safety cable.
Adopt the necessary measures to ensure that the cab locks properly on lowering.
The original cab safety lock and warning light arrangement must remain unaltered.
The cab suspension system must be adjusted to suit the added weight and new dimensions. This must be done
rationally without affecting the normal movements of the cab.
When working out a suitable cab suspension system, the following points must be observed:
- The cab’s attitude, designed for the standard vehicle, must not be altered.
- The added part with its weight must not affect the original portion of the cab with its suspension.
- Ensure normal oscillation of the cab along the vertical, longitudinal and transverse plane.
If the cab has to be converted to a fixed cab, use similar suspension systems as those used on tilting cabs. Take
care to provide a removable cowling, hatches and panels to enable inspection and maintenance work on the parts
underneath.
To ease workshop operations we recommend that a rear anchorage point be provided for lifting, or that it should
be possible to fit a safety bar.
A cab modification may affect components such as the air inlet and filter. Using standard parts fitted to other
models such as sleeper cab variants may offer a good solution and enable legal requirements to be met.
Modifications of this type influence the operation and safety of the vehicle
! (suspension, tilting operations) which means that they must be carried out carefully
and undertaking all the necessary steps to ensure safety.
The cab suspension system must be adapted according to the additional weight and
to the increased lenght. This should be done so that the normal movements of the
cab are not compromised.
Cab Modifications
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Changing the Size of the Tyres
2.18 Changing the Size of the Tyres
IVECO’s approval must be sought prior to replacing the tyres with others of a different size or load capacity
from those which were approved at the time the vehicle was homologated.
Changing the size of the tyres may involve replacing the wheels with others of a correspondingly greater loading
capacity. In this case check whether the spare wheel carrier needs to be changed.
Mounting tyres of different sizes or types of construction on the same axle is prohibited.
Changing the size of the tyres may affect the ground clearance of the rear underrun guard, therefore compliance
with the national legal requirements must be verified.
The use of larger tyres always necessitates verification of the safety margins for the mechanical parts, wheel arches
etc., under all dynamic conditions of steering and bump travel. In certain cases the use of wider tyres may entail
a check on the axles to assess the space required for the suspension components and the length of wheel studs
etc.
In all cases care must be taken to remain within the limits set for the overall width by the various government
regulations.
The use of tyres with a different outside diameter affects the performance of the vehicle in terms of speed,
maximum gradability, pulling force, braking power etc. The tachograph must be recalibrated by an authorised
workshop. The load capacity and the relative reference speed must always be compatible with the performance
of the vehicle. When the tyres with a load capacity or speed limit are chosen for a given vehicle, the permissible
loads of the vehicle or its performance, must be reduced accordingly. On the other hand, the use of tyres with
a greater load capacity does not automatically increase the maximum permissible load on the axles.
The size and load capacity of the tyres are established on the basis of international and national norms (ETRTO,
DIN, CUNA etc.) and are listed in the manuals of the respective tyre manufacturers.
Specific performance characteristics may be established by government regulations for special use in the case of
fire-fighting vehicles, vehicles for winter duty, airport tankers, buses etc.. Whenever so required by government
regulations the vehicle must be presented to the respective government agency for inspection of the parts that
have been replaced and entry of the respective modifications in the vehicle documents.
Changing the Size of the Tyres

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Revi - June 2007
Modifications to the Braking System
2.19 Modifications to the Braking System
The braking system with its components represents an element of crucial

! importance to vehicle safety.
It is prohibited to make changes to units such as the brake control system, distributor,
brake cylinders, valves, etc, which are rated as safety components.
Any modification to the braking system (modification of pipes, fitting additional

operating cylinders, etc.) must be authorised by IVECO.
For new equipment we recommend the same make as those fitted to the original vehicle.
When required by national regulations, the vehicle must be submitted for testing to the respective authority.
In the event of the regulating valves, air drier etc., being moved, reinstate the same type of installation as originally
envisaged, verifying correct operation. In addition, operations carried out on the air drier must not affect cooling
of the air supplied by the compressor.
If the drier has to be repositioned, of if the body reduces the drier ventilation or intake lines (i.e. from the
compressor), then the drier intake temperature (measured at the section of intake hose next to the drier) must
never be more than 65 °C in all vehicle use conditions. Hoses must not be lungthened in a manner that will create
a siphoning effect. The length of the original intake hose is to be taken as the minimum length.
Do not place on the chassis, equipment that could hamper the replacement of the
! drier cartridge.
2.19.2 Brake Pipes
Pipes must never be welded.

!
When the wheelbase or rear overhang of the chassis are modified, the brake pipes concerned must be
replaced by a single length of new pipe. Where this is not possible the connectors used must be of the same
type as those used originally on the vehicle. When replacing observe the minimum internal dimensions of the
existing pipes.
The new pipes must have the same characteristics and be of the same material as those used originally on the
vehicle. The installation must be carried out so that the piping is protected and the correct function of the system
ensured.
For the supply and fitting of material we recommend that you contact our Parts Centres or specialised
workshops.

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Metal Pipes
For the hydraulic system pipes and those between the air compressor and adjustment units, any additions
and replacements must be as follows:
- Brake pipes (material, size, connectors) : according to ISO 4038 Standard
- Compressor pipes (material, size, connectors) : according to DIN 3901
- Curvature radii (referred to pipe centreline) : minimum 2 x outer dia.
- Tightening torque
brake pipe dia. 6x4 (connectors M 12x1) : 20 Nm
Compressor pipes dia. 19x15 (connectors M26x1.5) : 90 Nm
Plastic Pipes
When fitting new pipes or replacing others, plastic must not be used for the following:
- in areas where the temperature reaches more than 80°C (e.g. within 100 mm of the engine exhaust system)
- between fixed and moving parts, in this case special hoses are to be used
- on the hydraulic lines.
During modification the following must be observed:
- Material and dimensions : Standard DIN 74324 (Iveco Standard 18-0400)
(max. operating pressure 11 bars)
- Radii of curvature : min. 6 x outer dia.
(referred to the pipe centreline)

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Revi - June 2007
Preparation and installation (Iveco Standard 17-2403)

Cut the pipe at right angles (max. permissible variation 15°) using the correct tools to avoid flaws which could
impair tightness.
Mark the portion of the length L (see Figure 2.22) to be inserted in the connector with indelible ink or adhesive
tape to ensure tightness. Mark the pipe to avoid confusion while it is being installed for subsequent modifications.
The Voss connector configurations are as shown in drawing 504225097.
Figure 2.22
End of stroke mark
d (mm) L (mm)
Marking 6 19.8
8 20.5
10 24
12 25
16 27.1
91463

Base - July 2006 Print 603.93.431
Revi - June 2007
Figure 2.23 - Configuration of the new connectors

VOSS - SV214/GE (SV208/G)
pipe SW Connector VOSS IVECO GENERAL NOTES

Type screwing
∅ key reference reference Possible couplings with other connectors
thread
16 M10 x 1 5214005000 504148941

18 M12 x 1,5 5214005100 504148950 90° connector
6 IVECO No. 504149122 pipe ∅ 6
22 M16 x 1,5 5214005200 504148962
28 M22 x 1,5 5214006300 504148965
See
Fig. 2.24
18 M10 x 1 5214005300 504148948
18 M12 x 1,5 5214005400 504148956 90° connector
8 IVECO No. 504149132 pipe ∅ 8
22 M16 x 1,5 5214005500 504148963
28 M22 x 1,5 5214005600 504148966
90° connector
IVECO No. 504149133 pipe ∅ 6
IVECO No. 504149136 pipe ∅ 8 See
M12 x 1,5 5214005700 504148959 Fig. 2.24
IVECO No. 504149139 pipe ∅ 12
22
45° connector
IVECO No. 504149148 pipe ∅ 1
L-connector See
M16 x 1,5 5214005800 504148964 IVECO No. 504149170 - 2 for pipes ∅ 12 Fig. 2.26
SV 214/GE
12 T-connector
(SV 208/G) IVECO No. 504149174 - 2 for pipes ∅ 12
Pressure control tap

IVECO No. 504149345
Adapter with inner thread for use M16 x 1.5
IVECO No. 504149369 See
28 M22 x 1,5 5214005900 5041489016 Fig. 2.27
IVECO adapter
No. 504149374 reduction to pipe ∅ 6
IVECO adapter
No. 504149384 reduction to pipe ∅ 8
18 28 M22 x 1,5 5208007700 504151545 Special connector series SV208/G

Print 603.93.431 Base - July 2006
Revi - June 2007
Figure 2.24 — Configuration of the new connectors

VOSS - SV214/W
Type pipe ∅ coupling VOSS reference IVECO GENERAL NOTES

∅ reference Possible couplings with other connectors
Straight connector ∅ 6
IVECO No. 504148941 with thread M10x1
IVECO No. 504148950 with thread M12x1.5 See
6 6 5214010000 504149122 IVECO No. 504148962 with thread M12x1.5 Fig. 2.23
IVECO No. 504148965 with thread M22x1.5
Intermediate connector ∅ 6 - 6 See
IVECO No. 504149318 Fig. 2.25
IVECO No. 504148948 with thread M10x1
8 8 5214010200 504149132 IVECO No. 504148963 with thread M16x1.5 Fig. 2.23
Intermediate connector ∅ 8 - 8 See
IVECO No. 504149327 Fig. 2.25
SV 214/W
6 5214010700 504149133 Straight connector ∅ 12
IVECO No. 504148959 with thread M12x1 See
IVECO No. 504148964 with thread M16x1.5 Fig. 2.23
8 12 5214010900 504149136 IVECO No. 504149016 with thread M22x1.5
Intermediate connector ∅ 12 - 6/8/12 See

12 5214011100 504149139 IVECO No. 504149332 Fig. 2.25

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VOSS - SV214/GV SV214/GE
SW pipe Receptacle VOSS IVECO GENERAL NOTES

Type connector
key ∅ reference reference Possible couplings with other connectors
thread
90° connector ∅ 6
6 5214012000 504149318 IVECO No. 504149122 coupling ∅ 6
See
Fig. 2.24
8 5214012100 504149327 IVECO No. 504149132 coupling ∅ 8
IVECO No. 504149133 coupling ∅ 12
90° connector ∅ 6 See
IVECO No. 504149136 coupling ∅ 12 Fig. 2.24
12 5014012200 504149332
SV 214/GV IVECO No. 504149148 coupling ∅ 12 See
L connector ∅ 12 Fig. 2.26
T connector ∅ 12
22 (2x) 8 m16 x 1,5 5214006400 504140020
M18 x 1.5 90° connector ∅ 6

(with sealing IVECO No. 504149133 coupling ∅ 12 See
taper seat 90° connector ∅ 8 Fig. 2.24
24 12 5214006200 504149022 IVECO No. 504149136 coupling ∅ 12
with pipe ∅
16) on one 90° connector ∅ 12
side IVECO No. 504149139 coupling ∅ 12
(2x) L connector ∅ 12
28 M22 x 1,5 5214006000 504149021 IVECO No. 504149170 coupling ∅ 12
12
SV 214/GE M22 x 1.5 See
Fig. 2.26
(inner thread T connector ∅ 12
28 12 5214006100 504149026 IVECO No. 504149174 coupling ∅ 12
M16 x 1.5) on
one side

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VOSS - SV214/W VOSS - 214/L VOSS - 214/T
Type pipe ∅ VOSS reference IVECO reference GENERAL NOTES

Possible couplings with other connectors
5214011600 504149148
SV 214/W
IVECO No. 504148964 with thread M16x1.5 Fig. 2.23
12 5214011200 504149170
Receptacle connector ∅ 12
SV 214/L IVECO No. 504149021 with thread M22x1.5 Fig. 2.25
5214011300 504149174
SV 214/T

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Figure 2.27 - Configuration of the new connectors VOSS - SV214

Lock nut - Pressure control tap - Adapters - Orienting ring nut
Type SW key coupling pipe Thread M VOSS GENERAL NOTES

∅ ∅ reference Uses with other connectors
Receptacle connector ∅ 8
22 M16 x 1,5 5814001100 504149179 IVECO Nr. 504149020
Receptacle connector
24 M18 x 1,5 5814000500 504149188 ∅ 12 See
IVECO Nr. 504149022 Fig. 2.25
Receptacle connector
∅ 12
28 M22 x 1,5 5810750700 504149103 IVECO Nr. 504149021
SV 214/SKM IVECO Nr. 504149026
Pressure tap connector

To be used on connectors
12 5214011500 504149345 with ∅ 12 coupling to check
the pressure or use it
SV 214/G
Adapter connector
M16 x 1.5 To be used on connector
22 12 5814011400 504149369 with ∅ 12 coupling to screw
(inner) an element
M16 x 1.5
SV 214/G
6 5814010800 504149374
Adapter connector
To be used on connectors
16 12 with Ø 12 for choosing to
reduce tube to Ø 6 or Ø 8
8 5814011000 504149384
SV 214/G
17 Ring nut Ring nut

inner seat for To be used on all connectors
5814000600 504149387 VOSS SW 214/GE SW 214/L Fig.See
2.24
connector SW 214/T to enable
fitting orientation
SV 214/VDS

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As a rule quick coupling connectors should be used. We recommend that the same makes present on the original
vehicle be used. When necessary (e.g. near bends), connectors with metal inserts may be used. Before inserting
the pipe into the connector the latter must be screwed into its threaded seat on the component (e.g. pneumatic
valve) adopting the tightening torques indicated below:
Table 2.17
Thread Tightening torque (Nm ± 10%)
M 12 X 1.5 mm 24
M 14 X 1.5 mm 28
M 16 X 1.5 mm 35
M 22 X 1.5 mm 40
Insert the portion of the length L, previously marked, of the pipe into the connector applying force for 30 to 120
N depending on the dimension of the pipe.
The replacement of the components (valves etc.) is made possible since the coupling and connector may be
internally rotated while screwing or unscrewing.
Should piping be replaced:
! 1. If the connectors are of the Raufoss P5 type, use new connectors.
2. If the connectors are of the Voss 214 type, disassemble them using the special
pliers, then re-fit them on the new piping.
Installing pipes on vehicle

New pipes must be thoroughly cleaned inside before use (e.g. by blowing through with compressed air).
Pipes must be fixed in their correct position. The fixing clips must go right round the pipe. They may be of plastic,
metal or rubber.
Observe adequate distances between the various fixing elements. As a rule a maximum distance of 500 mm for
plastic pipes and 600 mm for metal pipes is applicable.
For plastic pipes, in order to prevent distortion and tension on the connectors when fitting them, take the
necessary precautions when working out the run and fitting the fixing brackets onto the chassis. Correct fitting
of the fixing brackets will ensure that the pipes do not rub against the fixed parts of the chassis.
Observe the necessary safety distances from moving parts and heat sources.
When a pipe has to pass through the chassis frame (side or cross members) appropriate precautions must be
taken to avoid damage.

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A solution which can be used as a bulkhead connection for a straight or angled run is given in Figure 2.28:
Figure 2.28
91464
1. Pipe
2. Bulkhead connector
3. Chassis
After completing any work either on the system or the equipment, the braking
! system must be checked to ensure its efficiency.
For air systems, build up the pressure to its maximum value. Check for leaks in the
areas affected by the work carried out.
2.19.3 Vehicles with ABS
When modifying the wheelbase, the ABS modulators must be kept in their original position with respect
to the rear wheel axle. The electrical wires between the sensors on the rear axle and the control unit and
between the unit and modulators must be modified accordingly by using new wires or extensions with
appropriate connectors should there be insufficient length in the originals. Brake pipes upstream of the
modulators must be similarly modified.

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Taking Air from the System
2.20 Taking Air from the System
Small quantities of air may be removed from the service tank to actuate auxiliary devices (such as a power
take-off), provided that a control pressure value of 8.5 bar and limited return, which does not permit the
drawing of air below that pressure, is inserted in the new take-off.
Take the air directly from of the 4-way safety valve on the service line (outlet 24) located by the air reservoirs.A
T-connector (e.g. IVECO detail n° 98420917) can be used for this purpose (see Figure 2.29).
Figure 2.29
91507
If additional pneumatically powered units are installed, the demand on the compressor must not exceed 50% of
its operating time.
If larger quantities of air are required, a supplementary air tank must be fitted. However, in this case it will be
necessary to verify that the standard air compressor is capable of filling the brake system tank in the specifically
prescribed times.
A compressor of greater capacity may have to be installed if necessary.
Taking Air from the System

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Operations on the electrical system
2.21 Changes to the electrical system
2.21.1 General Information
The vehicles operate on a 24v electric system for normal requirements and the chassis is an earth return. This
acts as a current return wire between relevant components, such as battery and alternator. All component
negative terminals are connected through the chassis in the absence of an insulated return wire.
Installation of auxiliary equipment or circuits added by the bodybuilder must take into account the instructions
given below. Depending on the complexity of the modification, suitable documentation (e.g. electrical diagram)
must be provided for inclusion with that relating to the vehicle.
Use colours and/or codes for wires and connectors equal to those used on the original vehicle makes the
installation more consistent and facilitates repair work.
Note:
For more detailed information on the vehicle’s electrical system, please refer to the specific Workshop
Manuals.
The vehicles are equipped with sophisticated electrical/electronic systems controlling their operation.
Work on the system (e.g. removing wiring harness, making additional circuits,
! replacing equipment, changing fuses, etc.) that is not done in conformity with IVECO
instructions or is carried out by unskilled personnel can severely damage the systems
(control units, wiring, sensors, etc.), jeopardizing safety and operation of the vehicle
besides causing significant damage (e.g. short-circuiting with the risk of fire and
destruction of the vehicle) that is not covered by warranty.
It is absolutely prohibited to make any changes or connections to the line linking the
! ECU’s (CAN line), which cannot be tampered with, under any circumstances. Any
fault diagnosis or maintenance work can only be done by authorized personnel with
IVECO approved equipment.
Always disconnect the batteries before commencing any work on the electrical system. First disconnect the
negative and then the positive power cable.
Use fuses with the required capacity for their specific function. Never use fuses of higher capacity. Change them
only after eliminating the problem with keys and ancilliaries disconnected.
Restore the original conditions of the wiring (routing, guards, and binding, preventing the cable at all costs from
coming into contact with metal surfaces of the structure that may impair its integrity).

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2.21.2 Modifying the electrical system
Alternator, electrical/electronic components
In order to protect the vehicle components, take the following precautions at all times.
Never disconnect the batteries from the system or open the main current switch
when the engine is running.
Never disconnect the connectors from the control units when the engine is running or when the control
units are powered.
Never power components interlocked by electronic modules with the rated voltage of the vehicle through
wander cables.
Control units equipped with metal sheathes have to be earthed through a screw or bolt unless otherwise
specified.
Do not tow-start the vehicle.
Do not start the engine without connecting the batteries permanently.
Should it be necessary to quick charge the batteries, disconnect them from the vehicle circuit. Starting will have
to be carried out only with the external battery trolley, ensuring correct polarity.
Checking the earth connections
As a general rule the original earth connections of the vehicle must not be changed. If it is necessary
to move these connections or to implement further earth points use the existing holes on the
chassis as far as possible and:
- Remove the paint, either by filing and/or using a suitable chemical product, on both the chassis
side and terminal side, ensuring that the anaphoretic paint is completely removed from the
chassis and a support surface is created with no indentations or ridges;
- Apply appropriate high conductivity paint between the cable terminal and the metal surface.
Connect the earth cables within 5 minutes from the application of the paint.Do not use the
standardised (engine and chassis earth connection) points for the earth connections for control
switches (e.g. sensors or low absorption devices).
Figure 2.30 D
B C
A
B
C
A
--0 4972 86686 4974

+0.5
EARTH CONNECTIONS: WIRE ATTACHMENT: WIRE CONNECTED TO EARTH
A. EFFICIENT EARTH POINT A. SCREW
B. INEFFICIENT EARTH POINT B. WIRE TERMINAL
C. WASHER
D. NUT

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The negative wires connected to the system earth points must be as short as possible and interconnected
with a ”star” connection.
Figure 2.31
2231
--0
+0.5 2603
2.21.3 Additional circuits
These must be separated from the vehicle’s main circuit and protected with a fuse.
Additional electric wires must be connected to the original electrical system with the same type
of sealed connectors as the original ones. They must be protected with sheaths (not PVC) or
ducted in corrugated pipes fixed with fasteners, shielded from impact and heat sources.
The wires must be at minimum distances of:
- 150 mm from major heat sources (turbine, engine, exhaust manifold, ...)
- 50 mm from containers of chemical agents (batteries, etc...)
- 20 mm rom moving parts
Take great care to prevent the wires rubbing against other components, especially against sharp edges on the
bodywork.
Wherever possible, wire routes must be secured with fasteners and dedicated clips, set close together (about
350 mm apart) to prevent sagging, making it possible (and obligatory) to route them in the same way after repairs/
fitting work.
When the wires pass through holes or along the edges of panels, etc. they must be shielded with protective
conduits (in addition to the corrugated piping). It is forbidden to drill through the chassis for wire passages.

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The corrugated piping must protect the whole wire completely and connected to the rubber grommets on the
terminals (with heat-shrink fasteners or tape). The clips on the corrugated pipe (when cut lengthwise) must not
deform the pipe and the wires must not stray out of the piping or come into contact with sharp pipe edges.
All (+) terminals for wires must be protected with rubber grommets, (hermetically sealed in zones exposed to
atmospheric agents or where water collects).
The wires must be attached to the terminals (both positive and negative) in such a way as to prevent slackening.
Tighten with a torque wrench where possible and using radial crimpers for multiple connections (to be avoided
where possible).
Where possible it is recommended that different runs are used between wires (looms) with high intensity
absorption signals (e.g. electric motors, solenoid valves) and those with low intensity absorption signals (e.g.
sensors) to avoid any interference between them. All should be kept as close as possible to the metal structure
of the vehicle.
When making chassis-tiltable cab connections, the position of the wire bundle must be checked with the cab both
closed and open, in order to detect and put right any possible obstructions or stretching.
Use fuses and wires of suitable cross-section, depending on current levels, as shown
! in the table. The fuse must be installed as close as possible to the current drawing
point.
Table 2.18
Max continuous current 1) Wire cross-section
(A) (mm2)
4 0.5
10 1
20 2.5
25 4
35 6
50 10
70 16
90 25
120 35
150 50
1) For use periods longer than 30 seconds.
According to the position as well as the temperature that might be registered inside the storage compartment
choose fuses that can be charged up to 70% - 80% of their total maximum capacity.
When grouping several wires together, remember that there will be a reduction in their intensity as compared
to the rated value of a single cable due to reduced heat dissipation.
On vehicles where the engine is frequently started up, with power drawn off and limited engine speed (e.g.,
vehicles with cold storage), periodically charge the battery to keep it effective.
Plug connections and terminals must be shielded and resistant to atmospheric agents, using the same type of
components as on the original vehicle.

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2.21.4 Installing additional equipment
When fitting additional equipment, where necessary, diodes must be fitted to provide protection against
any induction current peaks.
The earth signal originating from analogue sensors must only be wired to a specific receiver. Additional earth
connections could result in false output signals being emitted from these sensors.
The wiring looms for the electronic components with low intensity signals must be arranged in parallel to the
metal datum plane i.e. it must adhere to the chassis/cab structure in order to reduce the parasite capacity. It should
be spaced from additional wiring looms as far as possible.
Additional equipment should be connected to the system earth with the utmost care (see point 2.21). The relative
wiring must not be fitted alongside the existing electronic circuits in order to avoid electromagnetic interference.
The wiring of the electronic systems (length, conductor type, arrangement, clamping, connecting shield braids
etc.) must follow the original IVECO standards. Carefully reset the original system after carrying out any work.
We recommend that electrical, electro-mechanical and electronic devices which comply with the
following immunity requirements for electromagnetic emissions, both irradiated and conducted
are used:
The level of electromagnetic immunity of the electronic devices equipping the vehicle, at a distance of 1 metre
from the transmitting aerial must be:
- 50V/m immunity for secondary devices, for frequencies ranging from 20 MHz to 1 GHz
- 100V/m immunity for primary devices, for frequencies ranging from 20 MHz to 1 GHz.
The maximum admissible variation in transient voltage for units powered with 24 V is ¦80V, as measured at the
terminals of the artificial network (L.I.S.N.) during bench tests; otherwise, if the measurements are made on the
vehicle, the variation must be determined at the most accessible point in the proximity of the device generating
the disturbance.

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Maximum radiated and conducted emission levels are:
Table 2.19
Acceptable disturbance limits in dBμV
Type of Type of Type of Type of (normal unit of measurement at CISPR for measurement of emissions)
disturb
disturb- transducer band detector
ance 150 KHz 530 KHz 5.9 MHz 30 MHz 70-108 MHz, 144-172 MHz
300 KHz 2 MHz 6.2 MHz 54 MHz 420-512 MHz, 820-960 MHz
Radiated Aerial at a Broadband Quasi-peak 63 54 35 35 24
di t
distance off 1
Radiated metre Broadband Peak 76 67 48 48 37
Radiated Narrowband Peak 41 34 34 34 24
Conducted LISN Broadband Quasi-peak 80 66 52 52 36
Conducted d 50 ohm/
h / Broadband Peak 90 76 62 62 46
5 μH / 0,
0 1 μF
Conducted Narrowband Peak 70 50 45 40 30
Use electrical/electronic equipment in compliance with the EC Directives on electromagnetic compability, i.e use
suitable components for vehicle applications ”e..” marked (the EC marking is not sufficient).
If in any doubt, call the IVECO Service Network.
These levels are granted only if the system comes from ”IVECO Spare Parts” or it has been certified as per ISO,
CISPR, VDE international regulations. In case of systems which use the primary or secondary civil electric network
(220V AC) as a supply source, the relevant characteristics have to comply with the IEC regulations.
Transceiver System (C.B., 2 metres and cellular telephone)

To fit CB units (27 MHz), 2m amateur units (144 MHz), cellular phones (GSM) and satellite navigators (GPS),
use the power supply system already fitted to the vehicle, connect directly to terminal 30 (and terminal 15, if
necessary), through an extra fuse.
These units must be type-approved according to the applicable legal requirements and must be of the fixed type
(non portable) type.
The use of non type-approved receiver-transmitter units or supplementary amplifiers might affect the correct
operation of standard on-board electrical/electronic devices, with adverse effects on vehicle and/or driver safety.
The most frequent applications include:
- amateur receiver-transmitter units for CB and 2M bands.
- receiver-transmitter units for cellular telephones.
- GPS receiver and satellite navigation units.

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HAM and 2m radio system installation

HAM (27 MHz) and 2m (144 MHz) radio systems must be installed using the power system provided in the
vehicle. Connect to terminal 30 via a supplementary fuse. The systems must be legally type-approved and fixed
(not portable). Install the transmitting part in a flat, dry area separate from the electronic components of the
vehicle, away from humidity and vibrations.
The antenna must be installed outside the vehicle, possibly on a large metallic base as vertically as possible with
the connection wire leading downwards. Follow the instructions and the manufacturer’s warnings for assembly.
Selecting the right type of antenna and installing it correctly is crucial for ensuring maximum performance of the
device. The antenna must be of good quality and it must be installed with care. Installation is very crucial as this
determines the performance and, consequently, the range of the radio.
The are two options concerning the type of installation: fixed (i.e. permanent) or on drip moulding (or other type
of support). The second option is more practical and avoids the need to drill the vehicle body.
Install at a distance which is no less than 1/2 lambda (wave length) from other antennas. The middle of the roof
is the best position because the mass plane is proportional in all directions. With assembly on a side or in any
other part of the vehicle, the mass plane will be proportional to the mass itself.
Follow the precautions below when connecting and arranging the wires:
- Use a top-quality, low-loss coaxial antenna cable with the same impedance as the transmitter and the
antenna.
- The coaxial cable run must be at a suitable distance (minimum 50 mm) from pre-existing wiring (TV, radio,
telephone, amplifiers and other electronic devices) to prevent interference and malfunctioning. Ensure the
minimum distance from the metallic structure of the cab. Cable installation on the left or right-hand side
is preferable.
- Clean the lower part of the hole made in the body for installing the antenna in fixed position so that the
antenna support is perfectly connected to the vehicle earth.
- The coaxial cable connecting the antenna to the radio must be fitted with the utmost care. Avoid curves
or bends which can pinch or distort the cable. Avoid tangling. Shorten the wire as much as possible.
Remember that any imperfections in the coaxial cable will cause severe interference for the radio
transmitter.
- Use existing holes for routing the cable. Take all the necessary precautions for protecting the body if
additional hole have to be drilled (use anti-rust paint, sheath, etc.).
- Ensure a good connection with the vehicle earth both at the base of the antenna and at the device fixing
to ensure maximum power transfer.
Radio transmitters are typically fitted on the dashboard in the gear lever area or in the header rail above the driver.
If the equipment uses a 12v power supply, a suitable 24-12V DC/DC converter will have to be fitted (if not already
provided). The power cables for the converter must be as short as possible with no coils and maintaining the
minimum distance from the reference plane.

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Notes for drip moulding fitting

No special procedures are required for fitting vehicle antenna supports. Follow the instructions provided
with the drip mould support.
After assembly make sure there is a good earth connection between the vehicle and the metal support; check
with the radio disconnected from the antenna cable. Check also that there is a good connection between the
metal support and the body.
It is important that the cable is suitably protected from deterioration regarding the drip moulding assembly and
if the cable is routed between the door frame and the door.
IVECO recommends the fixed antenna installation is used in preference to the drip moulding type.
Cellular telephone system installation

Cellular telephone systems must be installed using the power system provided in the vehicle. Connect to
terminal 30 via a supplementary fuse.
The devices must be legally type-approved and fixed (not portable). Install the transmitting part in a flat, dry area
separate from the electronic components of the vehicle, away from humidity and vibrations.
The antenna must be installed outside the vehicle, possibly on a large metallic base as vertically as possible with
the connection cable facing down. Follow the instructions and the manufacturer’s warnings for assembly.
The ideal location of the antenna is on the front of the cab roof at a distance no less than 30 cm from other
antennas.
- Use a top quality cable particularly as concerned to the protective shielding.
- The cable route must be at a suitable distance (minimum 50 mm) from pre-existing wiring. Ensure the
minimum distance from the metallic structure of the cab. Avoid excessively pulling or pinching the cable.
Installation on the left or right-hand side is preferable.
- Never shorten or extend the coaxial antenna cable.
additional hole have to be drilled (use anti-rust paint, sheath, etc.).
- Ensure a good connection with the vehicle earth both on the base of the antenna and at the device fixing
Cellular telephones are typically fitted on the dashboard in gear lever area or in the header rail above the driver.

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GPS antenna cable and navigation system installation

Correct and careful assembly of GPS antennas in the vehicle is extremely important for correct operation
and maximum performance.
The antennas should if possible be fitted in a concealed position where they cannot be seen.
Arranging the GPS antenna is a delicate matter. The power of the signal received from the satellite is very weak
(approximately 136dBm), so any obstacle can effect quality and performance of the receiver.
The GPS antenna must be installed in a position ensuring maximum visibility of the sky.
The minimum angle of visibility must be 90°. Sky visibility must not be obscured by objects or metallic structures.
The installation position must be horizontal.
The ideal location for the GPS antenna is under the plastic dashboard in the middle and at the base of the vehicle
windscreen. Do not install the antenna under any type of metallic structure in the cab.
Position the GPS antenna at a distance which is not less than 30 cm from another antenna.
- Use a top quality cable particularly concerning the protective shielding.
- The wire course must be at a suitable distance (minimum 50 mm) from pre-existing wiring. Ensure the
minimum distance from the metallic structure of the cab. Avoid excessively pulling or pinching the cable.
Installation on the left or right-hand side is preferable.
- Never shorted or extend the coaxial antenna cable.
additional holes have to be drilled (use anti-rust paint, sheath, etc.).
- Ensure a good connection with the vehicle earth both on the base of the antenna and at the device fixing
Navigation systems must be installed using the power system provided in the vehicle. Connect to terminal 30
via a supplementary fuse.
The devices must be legally type-approved and fixed (not portable). Install the transmitting part in a flat, dry area
separate from the electronic components of the vehicle, away from humidity and vibrations.

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Warnings
When fitting devices such as:
- Retarder
- Auxiliary heaters
- Power take -off
- Air conditioning systems
- Automatic gearboxes
- Fleet management
- Anti theft devices
- Cellular phones etc
- Compressors for refrigerator systems.
which could interact with the other electrical systems already fitted to the vehicle (e.g. ABS, EDC etc.), contact
IVECO in order to optimise the installation.
Remarks
For the operations which might cause interference with the basic system, it is necessary to carry out diagnostic
checks in order to make sure that the system has been properly fitted.
These checks can be carried out using the self-diagnosis system of the on-board control units (blink-code) or
at the IVECO Service Network.
IVECO reserves the right to decline its own warranty cover on the vehicle should any work be carried out which
does not comply with the regulations of the Company.
2.21.5 Additional equipment power supply
The vehicles system is designed to provide the necessary power to all the standard equipment. Each piece
of equipment has its own specific protection for its own function and the appropriate dimensions of the wires.
Fitting of additional equipment must include the provision of suitable protection and must not overload the
vehicle’s system.
The earth connections of the additional devices must be made with a cable of an adequate size. It should be as
short as possible and permit movement of the apparatus in relation to the chassis of the vehicle.If batteries of
a greater capacity are used, due to the demand of the added loads, it is advisable to request optional batteries
or alternators with a greater capacity.
In any case we recommend that the increase in the capacity of the batteries should not exceed 20-30% of the
maximum values provided as an optional extra by IVECO so as not to damage some components of the system
(e.g. Starter motor). If greater capacities are required, use additional batteries making the necessary
arrangements for recharging as described below.
2.21.6 Additional Batteries and Alternators
Installing high power-consumption electric equipment (e.g. electric motors used frequently or for a long
time without using the vehicle’s engine, as, for example, with the tail lifts in urban applications) or a great deal
of additional electrical equipment, may require power which the vehicle’s standard system is unable to deliver.
In such cases additional batteries of the appropriate capacity must be used.

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Their insertion into the vehicle’s circuits must include a separate recharging system (see Figure 2.32)
integrated with that of the vehicle. In this case it is advisable to provide supplementary batteries with the same
capacity as the batteries originally installed in order to ensure correct recharging of all batteries.
Figure 2.32
Fitting of additional batteries
91508
1 Standard batteries
2 Supplementary batteries
3 Alternator with built-in regulator
4 Starter motor
5 Starter key
6 Relays
7 Battery charging condition tell-tale
Installing additional batteries involves checking that the alternator is of a sufficient capacity to recharge. If
necessary, an alternator with larger power or an additional one must be used. In this case connect up as shown
in Figure 2.33.
When using electric motors which are activated only while the vehicle engine is running, instead of supplementary
batteries, it could be sufficient to use a larger power alternator or a supplementary one.
Such alternators have to be equipped with Zener diode rectifiers in order to avoid damaging the
electrical/electronic systems already fitted which might arise from accidental disconnection of the batteries. Also,
every alternator must have a warning light to signal when the battery is not recharging.

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Revi - June 2007
Figure 2.33
Installing an additional alternator
TO THE BATTERIES
TO THE BATTERIES
116421
Alternators for refrigeration units

Special care has to be taken when fitting refrigeration units that are driven by a second engine driven
alternator.
These generators, according to their RPM, generate a voltage between 270 to 540v in the wires that are routed
to the cooling unit on the vehicle.
The danger caused by possible electromagnetic interferences between wires from the above mentioned
alternator being to close to those already on the vehicle, can easily occur.
Such cases require highly insulated wires routed separately, yet not close to the standard wires of the vehicle.
The electromagnetic output levels previously mentioned have to be complied with for these units.

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2.21.7 Drawing off power
The information about the points from which power draw-off is possible (see Figure 2.34), the available
current and the precautions to be observed are as follows:
Precautions:
Use appropriate fuses, where necessary, fitting them near the power tap.
Protect the added cables in suitable sheaths, installing them in accordance with the instructions of point 2.21.3.
Current can be drawn from the following points:
a) from the batteries;
b) from the main current switch;
c) from the 21 pin connectors
d) connectors for side marker lights.
Figure 2.34
115553

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a) Batteries
The different types of available batteries are given in the table below.
Table 2.20
Batteries Alternator
Model
70 Ah 88 Ah 110 Ah 143 Ah 170 Ah 70 A 90 A
60 - 80EL standard - opt 567 opt 568 (1) -
80 - 120 EL - - standard opt 568 (1) -
standard opt 6315
120 -190 - - standard opt 568 opt 5031
100W - 140W - - standard opt 568 opt 5031
(1) not available for mechanical susp. 3105 wheelbase.
Figure 2.35
116423
POSITIVE CONNECTION CENTRAL UNIT (CBA)
M1. Supply from thru connector + or IGC / TGC - M2. Supply output to starter motor - M3. Output to relay Grid Heater - M4. Fuse box supply
output - M5. Special outfit supply output
Take the power through the special terminal C provided for this purpose; on the terminal board there is a special
pole for the bodybuilders.
With engine stopped: Up to 10% of the battery rating.
With engine running: A further 20% of the battery rating can be drawn, according to the alternator
power and the engine revs
When greater power is needed, uprated batteries and alternator should be fitted for frequent use with high loads
(E.G. tail lifts) higher capacity batteries (minimum 110A) with an alternator of not less than 90A should be fitted.
Additional circuits should be isolated and protected with suitable fuses, positioned
! near to the current drawing point, as specified in the Table 2.18.
Protect the additional cables by means of special sheaths or corrugated covers, and
install them in compliance with the instruction of 2.21.
NOTE:
On the ML120E.. P ML190ELmodels with automatic transmission, the only available (standard)
alternator is 90A type.

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Maxifuse and Megafuse fuses

A set of five fuse holder kits is available from any IVECO Parts Dept., to protect high power supplies.
These fuses should be positioned as close as possible to the supply terminal on the battery according to the space
available on the vehicle.
Figure 2.36
Battery box
MAXIFUSE MEGAFUSE
91511
Capacity IVECO Ref. No. Cable section Capacity IVECO Ref. No. Cable section
Kit 40A 4104 0110 KZ 10mm2 Kit 100A 4104 0112 KZ 25mm2
Kit 60A 4104 0111 KZ 10mm2 Kit 125A 4104 0113 KZ 35mm2
Kit 150A 4104 0114 KZ 50mm2
b) Battery cut-out
If the vehicle has a battery cut-out, current can be drawn from the threaded terminal (positive pole) on the
component:
Figure 2.37
Isolating cap for cables
91512

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Revi - June 2007
The chassis is the return.

The contact surfaces of the connection to the current drawing point should be sufficiently large for quantity of
current to be drawn (the maximum drawable current limit is as specified in point a: current draw-off from
batteries). For this purpose use nuts and washers to secure the draw-off points to the battery disconnector
threaded terminal.
Install a fuse downstream of the disconnector and use wires of suitable cross-section for the current level, as
specified in the Table 2.18.
The outcoming wires must be routed parallel to the reference surface, i.e. as close as possible to the chassis/body
structure. Always shield the wires with corrugated piping and isolate the contact with a wire-isolating cap of the
correct size.
Isolate the battery disconnector threaded terminal (positive pole) if no current is

! being drawn from the battery.
c) 21 pin connector (brown) : ST13

From the 21-pin connector placed in the ECU housing (under the panel on the bottom, passenger side) it
is possible to draw current from pins 11 and 21.
This current draw is protected by two fuses:
POSITION MAXIMUM LOAD DESCRIPTION
F9 10A K30
F15 5A K15
For further details see para 5.2.
d) Side Marker Light connector

In some countries, regulations (domestic or EC) require the vehicle to be equipped with side marker lights,
depending on its overall length.
EuroCargo Restyling 2004 range vehicles are fitted with a specific female, super-sealed female connector for
connecting the sidelights to the power supply.
The connections and the lighting system shall be installed by bodybuilder on the corresponding supplementary
structures (bodies, vans, etc.).
The positions of these terminals are shown below.
Leave the cap supplied by IVECO in place in order to protect the female connector
! electrical contacts over time.

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Revi - June 2007
Figure 2.38
4 8869 15 Key (5A max)

3 3331 Rh side
2 3332 Lh side (Cable Section 1 mm2)
1 0000 Ground
116424
Use unique kit: 504172783

A power supply (24 V) can be drawn from pin 4 of this connector, controlled by a key switch (+15) for use by
bodybuilders. Current input not greater than 5A.

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2.21.8 Harness Modifications due to Changes to Wheelbase or Overhang
Should it be necessary to lengthen the wires on the chassis owing to the new dimensions of wheelbase and
overhang, a watertight junction box must be used which has the same characteristics as those used on the
standard vehicle. The components used such as wires, connectors, terminal blocks, conduits etc. must be of
the same type as those used originally and be correctly fitted.
2.21.9 Power Draw-off at a Voltage Different from that of the System
If a 12 V power supply is required from a 24 V system, a suitable voltage adapter must be installed for drawing
power from the normal circuit. Power must not be drawn from one battery only due to the detrimental effects
this would have on the batteries during recharging.
2.21.10 Battery Main Isolation Switch (optional )
IGC:
This is generally located on the battery box and is manually operated. Single-pole type: when switched,
disconnects the battery from the on-board system, leaving the body computer, bunk lights, refrigerator, radio
and Webasto timer working, along with the tachograph, as required by the law.
TGC:
Switching off can be performed by opening the doors or operating a key switch, or by switching on the
overhead lights, tail lights, hazard lights, operating the electric hatch, the auxiliary heater timer, the TGC ON
key on the instrument panel.
For special bodies (e.g. for transporting fuel, dangerous goods, etc.), a specific ADR standard switch is required.

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Repositioning Parts and Mounting Auxiliary Assemblies and Equipment
2.22 Repositioning Parts and Mounting Auxiliary Assemblies and Equipment
Whenever, in the course of modifying the vehicle, it should become necessary to reposition assemblies such
as the fuel tank, batteries or the spare wheel, such relocation is permitted provided that the functioning of these
parts is not impaired and provided that the same type of connections as originally in use are re-employed. Their
transversal location on the vehicle’s chassis may not, when their weight requires it, be changed radically.
In the case of vehicles not equipped with a spare wheel carrier, and vehicles in which the spare wheel carrier must
be relocated, the spare wheel must be secured to a suitable wheel carrier which allows the wheel to be readily
removed.
To secure the spare wheel to the side of the vehicle with a support attached to the web of the side member,
it is advisable to use a reinforcing plate on the inside or outside of the side member. The size of this plate must
take into account both the weight of the wheel and the possible presence of other reinforcements on the side
member (see. Figure 2.39).
Figure 2.39
91470
In order to limit the torsional stresses on the vehicle chassis, we recommend that the plate be fitted where there
is a cross member, particularly in the case of heavy units.
A similar procedure should be adopted when fitting additional units such as tanks, compressors etc. When
positioning them, due consideration must be given to the distribution of the weights (see point 3.2). In any event,
an adequate distance of their height from the ground must be ensured with due consideration given to the use
of the vehicle.
Any holes that are necessary for the relocation must be made on the web of the side member in accordance
with the specifications given in point 2.3. Holes already present must be made use of to the greatest extent
possible.

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Fuel tank
When tank refilling is hindered by the position of the body structure, the tank mounting brackets can be
installed one drilling unit lower (45 mm), after checking that the new height complies with the minimum height
above ground level.
In the event that the fuel tank capacity is not enough, you may proceed as follows:
a) use an original IVECO tank of greater capacity. The table below illustrates the types of tanks available. Verify
that the new tank is compatible with the original vehicle configuration.
Table 2.21 - Available tanks

Fuel tanks
Vehicle models
115 l plastic 200 l plastic 280 l aluminium
60E-120EL BASE OPT. NO
120E-130E-140E BASE OPT. OPT.
150E-160E (E18-E22-E25) BASE OPT. OPT.
150E-160E (E28-E30) OPT. BASE OPT.
180E-190EL NO BASE OPT.
b) addition of a supplementary fuel tank. The most thorough solution is to fit the additional tank using the same
system layout as for the original tank, whenever possible using original elements, particularly the fuel level
indicator. A switch can be fitted to allow the two tanks to be used alternatively.
Figure 2.40
91471
The use of the above system is advisable when the added tank is located on the side opposite the original one.
When the tanks are in line on the same side it is possible to maintain fuel feed from the original tank then the
added one should be connected directly to the former through hoses. The arrangement must conform to national
rules and regulations. The tank-to-tank connecting line must be leakproof and not of a smaller internal dimension,
have the same technical characteristics as those envisaged for the original system and be properly secured.

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Transporting Dangerous Cargo
2.23 Transporting Dangerous Cargo
Vehicles used to transport dangerous Goods - for instance inflammable materials or explosives - must be
built in compliance with the safety specifications established for this type of transport by national or
international regulations.
On the assumption that the Bodybuilder is aware of, and in compliance with, the particular specifications relative
to this subject we would like to recall, nonetheless, that all vehicles crossing borders within Europe must be in
compliance with the ”European Agreement on international transport of dangerous substances on roads” (ADR),
now included in the specific EC Directive.
For EuroCargo vehicles, optional n° 2342 is available, (ADR) combined with optional n° 6899 (Daily Tacho 2
Drivers for ADR/SIM).
Optional n° 2342 consists of:
- special electric isolator on chassis
- isolator control switch in cab
- emergency switch
- protected electrical connections
- polyamide wiring harness sheathing
- ADR homologation plate
- Operating instructions
Note: when optional n° 2342 is installed the centralised door locking is not available.
2.24 Retarder insulation
A supplementary slow-down brake (e.g. of a parasite current electrical or hydraulic type) can be fitted on
the transmission (separate fitting), but this must be authorised by IVECO.
Installation on some vehicles can be carried out at our plants (as optional extra). Later installation on these
vehicles must match the original solution (as for brake manufacturer co-operation).
In the remaining cases, the brake manufacturing firm workshops must carry out the installation in compliance with
points 2.3, 2.8.8 e 2.21. of these instructions. The firm authorised to carry out the installation is responsible for
correct operation, anchoring part size, good quality of work.
The technical documentation needed for the installation can be requested from IVECO. The information on the
electrical system of each model is given in the Workshop Manuals and can be obtained from the IVECO Service
Network (see point 2.21). Quando sia necessaria l’applicazione di ripari anticalore, la loro sistemazione dovrà
essere curata utilizzando materiali con caratteristiche idonee nel rispetto delle norme vigenti, garantendone
l’efficacia.
To cool hydraulic retarders, their connection with the engine cooling system is allowed provided that this does
not entail exceeding the maximum temperature allowances for the original system coolant. Otherwise, a separate
cooling circuit must be fitted.
If it is necessary to install additional heat exchangers, their dimensions must be defined by the retarder
manufacturer. Their positioning must not alter the functioning of the original cooling system of the vehicle.
Contact IVECO to optimise the installation.

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The choice of retarder must be made based on the following formula:

ip ⋅ Cf
≅1
R’ ⋅ PTT
iP = rear axle ratio
Cf = maximum braking torque (Nm)
R’ = radius of the tyre used when loaded (m)
PTT = total ground weight (kg)
Example of calculation of retarder maximum braking torque on new EuroCargo

Consider a new EuroCargo EuroCargo ML120E18R/P, with 4.88 rear axle ratio and 265/70R19.5 tyres.
From the following data
1. iP = 4.88
2. R’ = 0.401m
3. PTT = 12000kg
We obtain:
Cf = (12000 · 0.401) / 4.88 = 986 Nm
Thus, a retarder brake of maximum braking torque 1000Nm can be applied.
2.25 Alterations to the rear protection bar
Our vehicles are fitted with a rear protection bar in accordance with EC Directives.
The maximum distance allowed by the device at the extreme rear of the body structure is 400 mm, minus the
deformation resulting from the homologation (less than 20 mm).
Whenever the chassis modifications affect the rear overhang, the underrun bar must be repositioned (in
compliance with current regulations) so as to be able to obtain the same connection with the chassis as on the
original vehicle.
When modifying the vehicles or installing special equipment (e.g. tail lifts) it may be necessary to modify the
structure of the underrun bar. Such modifications must not change original resistance and stiffness specifications
(comply with local government regulations, if any). The firm carrying out the modification must be prepared to
present the relevant documentation on the required specifications upon request.
Whenever different underrun bar must be used, check relevant current regulations. Documentation or quality
control certificates must be presented upon request from the competent authority.

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Front protection (FUP)
2.26 Front protection (FUP)
On vehicles in the New EuroCargo range fitted with this device, the Front Underrun Protection bar (FUP)
can be fixed to the frame in various positions. In this way the fitter can adjust the position of the protection,
in compliance with directive CE 2000/40, according to the set-up of the fitted vehicle, the loads on the axles
and/or the tyres fitted.
Table 2.22
Model Possible FUP bar fixing positions
60E, 65E, 75E, 80E, 90E, 100E, 110EL, 120EL 2
120E, 130E, 150E 4
180, 260EK 3
For vehicles 150E, 180E and 260EK the first cab access step is fixed to the FUP. If a fitter intends to modify the
position of the FUP he must, in this case, replace the step fixing bracket so as to guarantee that it remains in the
same position with respect to the cab itself.
The above requirements serve to optimise the front attitude angle of the vehicle should the FUP bar be found
to be too low as a result of the fitting operations.
2.27 Rear view mirrors
The dimensions of the approved rear view mirrors are given in the table, according to the width of the vehicle
and the driving position.
Table 2.23 - Arms for approved rear view mirrors
Size of arms Figure 2.41

Guide Vehicle width a x b x c (mm)
Driver’s side Side opposite driver
310 x 800 x 275 or
2300 ÷ 2400 245 x 800 x 220
310 x 800 x 285
245 x 800 x 220 310 x 800 x 275 or
2300 ÷ 2450 or 290 x 800 x 300 or
Left 204 x 800 x 200 310 x 800 x 285
2500 ÷ 2550 355 x 800 x 333
355 x 800 x 333 425 x 800 x 372 or
2500 ÷ 2600 or 390 x 800 x 386 or
317 x 800 x 308 425 x 800 x 390
245 x 800 x 220
310 x 800 x 285 or
2300 ÷ 2350 or
290 x 800 x 300
Right 204 x 800 x 200
2500 355 x 800 x 333 425 x 800 x 390
2500 ÷ 2550 317 x 800 x 308 390 x 800 x 386
91514
Front protection (FUP)

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Rear mudguards and wheel house
2.28 Rear mudguards and wheel boxes
When vehicles are supplied without mudguards, the bodybuilder must fit them using similar installations as
used by IVECO on similar vehicles. In making the mudguards, wheel arches, as well as the shape of the body,
bear in mind that:
- Ensure the wheels can turn even in the full bump condition with snow chains fitted, in compliance with the
limits shown in the documentation supplied by IVECO.
- The maximum width of the vehicle over the tyres must comply with the legal limits.
- The supporting structure should be sufficiently strong enough, avoiding any sudden variation in section.
- The connection can be made to the vertical web of the vehicle’s side members or to the longitudinal sections
of the subframe. In the first case, the connection must be made solely with screws, or directly under the
superstructure (e.g., body, van, etc.), see Figure 2.42).
If the supports are fixed the body longitudinals they can be welded or bolted.
Figure 2.42
91472
2.29 Mudflaps
If legally required, unless already fitted ex-factory, the bodybuilder must ensure that the complete vehicle
is fitted with mudflaps. When mounting them legally required distances must be complied with.
Rear mudguards and wheel house

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Side guards
2.30 Side guards
In some countries local or EEC regulations require that the vehicle be fitted with side guards. The
Bodybuilder who finishes off the vehicle must ensure compliance with the required characteristics unless it is
already equipped with them ex-factory.
On permanently fitted structures such as fixed platform bodies, vans etc, the side guards will be fitted directly
to their basic structure (floor ribbings cross members) whereas on mobile structures (such as tippers,
interchangeable equipment, removable containers), the side guards will be connected to the auxiliary frame by
way of suitable brackets or installed directly on the chassis. In the latter case, we suggest that the Bodybuilder
makes use as far as possible, of the holes already existing on the side member vertical web in compliance with
point 2.3.
According to the EEC regulation, the external protection element can either consist of a single runner whose
surface extends in the vertical direction or of several longitudinal sections with preset sizes and distances between
them.
The side guards must be connected to their own supporting structures in order to allow quick removal or tilting
should maintenance or repair work on assemblies or components located next to them be needed.
Operation of and access to the following parts must be ensured.
- Brake system equipment
- Air inlet system
- Fuel supply
- Batteries
- Suspension
- Spare wheel
- Engine exhaust
The guards must be made of the appropriate materials (e.g. FeE420).
Particular care must be taken when fitting to ensure the clearance from the ground and the distances to the
various components required by the regulations.
Figure 2.43 shows a type of side guard designed in compliance with the relevant EC Directive to be fitted to fixed
bodies (available on request). The illustration also shows a specimen of a support designed for the combined
fastening on the side guard and the rear wheel mudguard which can be fitted to mobile auxiliary subframes.
The Bodybuilder will take care of the preparation and the arrangement of the side guard depending on the type
of auxiliary subframe concerned, as it is not possible to provide instructions of a general character applying to
all equipment versions.
Side guards
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Revi - June 2007
Figure 2.43
(*) Either the bottom part of the auxiliary frame is over 1,300 mm
from the ground or the width of the auxiliary subframe is less than
the external space occupied by the tyres.
Section A-B Detail “X”
Test load 1 kN
Permitted sag values under test load:

≤ 30 mm on the rear, included in the last 250 mm of the device
≤ 150 mm on the remaining parts of the device
Supporting structure for the combined

fastening of the side guard and rear mudguard.
91515
2.31 Chocks
Usually these are fi tted directly at the factory. Should this not be the case, or if it is necessary to change
their original position, the Bodybuilder must work out a new arrangement in compliance with local regulations.
The new position must ensure reliability and safety a s well as easy access for operation by the user.
Side guards
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Revi - June 2007
EUROCARGO EURO 4 - 5 FITTING SUPER STRUCTURES 3-1
Fitting super structures
3. BUILDING AND
MOUNTING THE
STRUCTURES
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3-2 FITTING SUPER STRUCTURES EUROCARGO EURO 4 - 5
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Revi - June 2007
Index
Index
3 Building and mounting the structures

3.1 Basic instructions 3-5
3.2 Dimensions and weights 3-6
3.2.2 Determining the Centre of Gravity of the Body and Payload 3-6
3.2.3 Observing the Permitted Weights 3-11
3.2.4 Using stabiliser bars 3-12
3.3 Construction of the Subframe 3-13
3.3.1 Material 3-13
3.3.2 Longitudinal runner dimensions 3-14
3.3.3 Elements making up the subframe 3-16
3.4 Connection between chassis and subframe 3-20
3.4.1 Connection with Brackets 3-23
3.4.2 Connection with Greater Elasticity 3-24
3.4.3 Connection with U-bolts (clamps) 3-25
3.4.4 Connection made with Plates for Longitudinal and Transversal Securing Anchorage 3-26
3.4.5 Mixed Connection 3-27
3.5 Volume weights 3-28
3.6 Fitting Box-bodies 3-28
3.7 Demountable Bodies 3-29
3.8 Building Box-bodies 3-30
3.9 Tipping Bodies 3-30
3.9.1 Heavy-duty Service 3-32
3.9.2 Light-duty Service 3-33
3.10 Removable Containers 3-34
3.11 Installation of Concrete Mixers 3-35
3.12 Installation of Tanks and Containers for Bulk Materials 3-37
3.13 Installation of Cranes 3-40
3.13.1 Crane Behind the Driver’s Cab 3-41
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Revi - June 2007
3.13.2 Crane on Rear Overhang 3-46

3.13.3 Removable Cranes 3-48
3.14 Installation of Tail Lifts 3-49
3.15 Vehicles for Municipal, Fire-fighting and Special Services 3-54
3.16 Installation of Snow-removal Equipment on Front of Vehicle 3-54
3.17 Winch Installation 3-55
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Revi - June 2007
Basic instructions
3.1 Basic instructions
As a rule, when modifying or installing any type of equipment, nothing must be altered which prevents the
correct functioning of assemblies and parts of the vehicle under all operational conditions.
For example:
- Ready access to all parts requiring inspection or maintenance and periodic servicing must be provided. In
the case of closed body types suitable opening doors must be provided.
- For tilting cabs, adequate space permitting tilting must be assured. In the case of structures which involve
the space above the driver’s cab, adequate space for the passage of intake air must be guaranteed (see
Figure 3.1).
Figure 3.1
91516
1 Retain adequate room for tilting the driver’s cab

2 Retain the free space above the gearbox (for tractors with semitrailers consider the movement between tractor and semitrailer)
3 Cab rotational centre
4 Min. distance to be met
- Service access to chassis/driveline components must be retained. For instance repairing the gearbox or
clutch must be possible without necessitating the removal of major components of the added structure.
- The cooling system (radiator cowling, radiator, air passages, cooling circuit, etc.) and the engine air intake
must not be altered.
- The fuel supply conditions must not be altered (pump position, filters, pipe diameter, etc.).
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Revi - June 2007
Dimensions and masses
- The anti-noise panels must not be altered or moved in order to prevent changes in the approved noise levels
of the vehicle. Should it be necessary to make openings (e.g. for the longitudinal runner of the body to pass
through) these must be properly closed off using material with inflammability and soundproofing
characteristics equivalent to those used originally.
- Adequate brake ventilation and battery box airing must be ensured.
- When positioning the mud flaps and wheelhouses, sufficient space must be left for free rebound of the rear
wheels even when used with chains; sufficient space must also be left for the tyres of any additional liftable
axles.
- When vehicle body building has been completed the adjustment of the headlights must be checked for safety
and re-adjusted where necessary.
- In the case of parts which are supplied loose (e.g. spare wheel, chocks) it will be the responsibility of the
bodybuilder to position and secure them in an accessible and safe manner in compliance with relevant
national and international regulations.
3.2 Dimensions and weights
The dimensions and maximum permissible load on the axles are indicated on drawings, on technical
specifications and, in greater details, on the official documentation issued by the Company.
The kerb weights refer to vehicles with standard equipment. Special equipment may involve considerable
modification to the weight and its distribution on the axles.
On our models, positioning of the lights and rear view mirrors is designed for widths of up to 2600 mm (see
point 2.27).
Weighing the Chassis
A tolerance of ±3% should be allowed for on published weights.

It is, therefore, necessary to determine the weight of the vehicle with its cab before fitting the body and equipment
and establishing the distribution on the axles.
3.2.2 Determining the Centre of Gravity of the Body and Payload
Centre of Gravity: Positioning on longitudinal plane
To establish the location of the centre of gravity of the body and payload the following examples below may
be used as guidelines.
The technical documentation specific to each model (chassis cab drawing) give the positions permitted with
the vehicle in its standard form.
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Revi - June 2007
Fitting Box-bodies
The attachment is carried out using the brackets arranged on the vertical web of the side members. If such
brackets have not been provided by the Manufacturer, they must be installed according to the specifications
given in point 3.4. In order to provide an adequate lengthwise securing when the brackets or clamps are used,
it is good common practice to arrange a rigid joint (one on each side) on the rear overhang, using plates or
bolts on the upper flange of the side member (see Figure 3.19 and Figure 3.20).
Under no other circumstances may new holes be made in the flanges of the main side members.
In those instances in which the box-body uses supports that are raised above the subframe (such as cross
members) it will be necessary to stiffen these supports in an appropriate manner in order to contain the
lengthwise thrusts, as shown in Figure 3.2.
Figure 3.2
91529
1 Subframe
2 Brackets
3 Securing anchorages
For special builds when a reinforcing runner of limited height is needed, the subframe structure may be
integrated with the body anchoring brackets matching the height of the whole longitudinal reinforcement
runner (see Figure 3.3). In this case, rear wheel boxes may be fitted at the base of the fixture.
Figure 3.3
91530
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Revi - June 2007
Figure 3.4 refers to vehicles with 2 axles with equal loads on the rear axles.
Figure 3.4 Positioning on longitudinal plane
91517
W1 ⋅ L W2 ⋅ L
L1 = or L 1 = L −
W W
W = Fitting + payload (kg)

W1 = Body and payload acting on the front axle (kg)
W2 = Body and payload acting on the rear axle (kg)
L1 = Distance of the center of gravity from the rear axle center line (mm)
L = Wheelbase (mm)
Example of calculation of the load’s center of gravity position
Consider a ML120E18/P vehicle with a wheelbase of 4185mm, with

1. GVW = 12000kg (permitted maximum: 4400 kg on front and 8480 kg on rear)
2. Kerb = 4220kg (2760 kg on front axle and 1460 kg on rear)
The permitted maximum load (body + payload) will be W=12000-4220=7780 kg. Let us calculate the position
of the center of gravity in which the maximum permitted on the front axle is achieved. Let us assume a unifor-
mly distributed load. In this case, out of 7780 kg, W1=4400-276=1640 kg will act on the front axle, while the
remaining W2=7780-1640=6140 kg will act on the rear axle. Thus:
1. W1 = 1640kg
2. L = 4185mm
3. W = 7780kg
L1= W1 x L / W= 882mm
The center of gravity of the load (body + payload) shall not be more than 882 mm far from the rear axle; other-
wise, the front axle will be overloaded.
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Revi - June 2007
In order to apportion the payload on the axles, it must be uniformly distributed except when the shape of the
loading surface itself entails a different distribution of the load.
Regarding any equipment, the actual position of the centre of gravity must be used.
When building bodies or containers, loading and unloading systems for the transported goods must be devised
which preclude excessive variations in the distribution of the load and/or excessive loads on the axles.
The relevant instructions should be given to the operators.
The bodybuilder will also need to install suitable payload securing systems on the body so that transport can
be made with the utmost safety.
Figure 3.5
Uniform distribution of the load Non-uniform distribution of the load due to the
short rear overhang
Uniform distribution of the load Non-uniform distribution of the load (beware of

load on axles and of minimum ratio)
91518
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Revi - June 2007
Centre of Gravity: positioning along the vertical plane
The height of the centre of gravity of the unladen chassis cab is given in the technical documentation specific
to each model (chassis drawing).
For testing the vehicle complete with superstructure, the bodybuilder must check that the height of the centre
of gravity of the equipment including the payload, or of the entire vehicle when fully loaded, falls within the
maximum permitted values.
These limits are defined in compliance with the national or international regulations (e.g. use text from restyling
manualEC Directive 71/320 regarding braking) or requested by the Manufacturer to ensure good handling of the
vehicle (e.g. transverse stability of the moving vehicle).
For the various models, IVECO publishes (on-line and otherwise) the heights of the centre of gravity of the vehicle
with cab (see diagram of vehicle with cab in Figura 3.4). Ask IVECO for information regarding the maximum height
of the centre of gravity of the complete vehicle when fully laden.
Figure 3.6
Verification with full load:
91519
(Wv + Ws) · Ht − Wv · Hv
Ht = Wv · Hv + Ws · Hs Hs =
Wv + Ws Ws
Wv = tare weight of cab vehicle

Hv = Height of centre of gravity of cab vehicle ( with payload)
Ws = Payload plus tare weight of superstructure
Hs = Height of centre of gravity of payload plus superstructure in relation to ground
Wt = vehicle mass when fully loaded
Ht = Height of centre of gravity of vehicle with full load
To check the vehicle with its body but no payload, use above formula but for Ws use only the body kerb weight
(The position for Hv will depend on the load and deflection of the suspension).
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3.2.3 Observing the Permitted Weights
All the limits indicated in IVECO documents must be complied with; the load on the front axle is particularly
important, under all loading conditions, in order to ensure the necessary steering and braking characteristics
in all road conditions.
The approved minimum kerb weights in accordance with EC Directive 98/12 must be adhered to for the
complete vehicle and its distribution over the axles.
Particular attention must therefore be paid to vehicles with a weight which is concentrated on the rear overhang
(e.g. cranes, tail-lifts, centre axle trailers) and to vehicles with a short wheelbase and a high centre of gravity
(e.g. bulk tankers, cement mixers).
When positioning the body and equipment, the loads must be correctly distributed transversally. For each
wheel a variation in the rated load (1/2 the load on the axle) of 4% is permitted (e.g. admitted load on axle:
10,000 kg load admitted on each wheel: 4,800 to 5,200 kg) provided the tyres permit it, without impairing
braking or driving stability.
For vehicles with an added rear lift axle it must be remembered that, with the axle in the raised position, the
effective wheelbase is reduced, whereas the rear overhang is increased. It is therefore advisable that the centre
of gravity of the body and payload is located in front of the centre line of the driving axle. In addition to this
it is not advisable to equip a vehicle which has its load concentrated at the rear, with a lifting device.
If it is possible to lift the rear axle, this function must be disabled.
Apart from different specifications for specific individual vehicles, the following may be taken to be the minimum
values for the front axle:
- 25% of the total vehicle weight with uniformly distributed loads.
- 30% of the total vehicle weight for loads that are concentrated on the rear overhang.
The rear overhang of the body must be built in strict observance of the permitted axle loads, the limitations
in length, the positioning of the tow hook and of the underride guard stipulated by the relevant laws and
regulations.
Variations in the Permissible Mass
Special exceptions to the maximum permissible wight may be granted for particular applications for which,
however, precise limitations regarding the use will be imposed in addition to possible vehicle reinforcements.
Such exemptions, if they exceed the limits imposed by law, must be authorised by the Administrative Authority.
Reduction of the wight allowed on vehicles (de-rating) may mean it is necessary to adjust certain elements.
The request for authorisation must include:
- vehicle type, wheelbase, identification number, designated use;
- unladen weight distribution on the axles (e.g. vehicles equipped with crane and body) including positions of
the centre of gravity of the payload;
- proposals concerning the reinforcement of the vehicle components where necessary.
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Revi - June 2007
In versions where the payload tends to move on side (e.g. suspended loads, fluid loads etc.) especially when
turning, higher dynamic stress is generated which makes the vehicle less stable. This must be taken into
consideration when providing vehicle operating instructions or for possible reduction in the height of the centre
of gravity.
3.2.4 Using stabiliser bars
Supplementary stabilising or anti-roll bars, where available, spring reinforcements or the application of
rubber components (in compliance with point 2.12), may increase the height of the centre of gravity of the
payload which must be defined as each occasion arises. The modification must be carried out after careful
consideration has been given to the specifications of the model, to the wheelbase and to the distribution of the
cross-stresses acting on the suspension both at the front and at the rear of the vehicle. It must be borne in mind
that it is often advisable to modify the rear axle only since a modified front axle would give the driver a false
sense of stability making it more difficult to perceive the safety limits. Modification to the front axle may be made
where the load is positioned behind the cab (e.g. crane) or where the superstructures are very rigid (e.g. van
conversion).
In the case of special loads with high centre of gravity (e.g. machinery, indivisible loads, etc.), it is technically
possible to exceed the limit values of height of centre of gravity, provided that the style of driving of the vehicle
is suitably adapted (e.g. reduced speed, gradual steering, etc.).
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Construction of the Subframe
3.3 Construction of the Subframe
The purpose of a subframe (auxiliary frame) is to ensure a uniform distribution of the load on the vehicle’s
chassis and to increase the strength and rigidity of the main frame in relation to the particular use of the vehicle.
The following points are to be borne in mind when constructing a subframe:
3.3.1 Material
Usually, provided the subframe is not to undergo great stress, the material used for its construction may
be of a lower grade than that used for the vehicle chassis. It must have good welding characteristics and limits
not lower than those of the following material:
Table 3.1 - Material to be used for body manufacturing

Steel name Elongation A5
(N/mm2) (N/mm2)
IVECO Fe360D
Europe S235J2G3
360 235 25%
Germany St37-3N
UK 40D
Should the stress limits require it (e.g. if cranes or tail lifts are to be fitted), or if very high sections are to be
avoided, material with better mechanical characteristics may be used. In this case it should be considered that
a lower inertia moment of the reinforcing beam implies high bending stresses on the chassis frame.
The properties of materials shown in later applications are as follows.

(N/mm2) (N/mm2)
IVECO FeE420
Europe S420MC
530 420 21%
Germany QStE420TM
UK 50F45

(N/mm2) (N/mm2)
IVECO Fe510D
Europe S355J2G3
520 360 22%
Germany St52-3N
UK 50D
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Revi - June 2007
Aluminium Subframe
In the case of materials, having different characteristics compared to steel, such as aluminium, both the
dimensions and the structures of the subframe will have, as a rule, to be adapted accordingly.
When the subframe’s main function is mainly to distribute the load more evenly while leaving the major
load-bearing to the frame, aluminium longitudinal runners can be used having the same dimensions as stated
for the steel. Some typical examples are: fixed bodies, vans, tanks with continuous and close spaced bearers
or bearers mounted directly over the suspension hanger brackets. Exceptions are those cases where the high
stresses on the vehicle’s frame demand steel runners of a high dimension or shear-resistant connections.
When the subframe must contribute in terms of strength and stiffness (bodies having high concentrated loads,
such as tippers, cranes, central axle trailers, etc.) aluminium is not recommended and has therefore to be
authorised for each application.
It should be remembered that, when stating the minimum dimensions for the reinforcement runners, besides
the admitted limit of stress for the aluminium, the different elastic modulus compared to steel (approx. 7,000
kg/mm2 as against 21,000 kg/mm2 for steel) will also have to be considered. This will result in larger dimensions
for the runners.
3.3.2 Section bar dimensions
The table below specifies the values for the section modulus Wx for C-section longitudinal runners
recommended by IVECO. The indicated Wx value refers to the real section and allows for the section radii
(it can be calculated with some approximation by multiplying by 0.95 the value obtained by considering the
section made up of simple rectangles). Longitudinals of different sections can be used as replacements for the
indicated ones, provided that the section modulus Wx and the moment of inertia Jx of the new C-section is
not lower than those shown in the table.
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Table 3.4 - Profiles recommended by IVECO

Strength modulus Recommended C-section profile
Wx (cm3) (mm)
16 ≤ W ≤ 19 80 x 60 x 4
20 ≤ W ≤ 23 80 x 60 x 5
24 ≤ W ≤ 26 80 x 60 x 6
27 ≤ W ≤ 30 80 x 60 x 7
31 ≤ W≤ 33 80 x 60 x 8
34 ≤ W ≤ 36 100 x 60 x 6
37 ≤ W ≤ 41 100 x 60 x 7
42 ≤ W ≤ 45 100 x 60 x 8
46 ≤ W ≤ 52 120 x 60 x 7
53 ≤ W ≤ 58 120 x 60 x 8
59 ≤ W ≤ 65 140 x 60 x 7
66 ≤ W ≤ 72 140 x 60 x 8
73 ≤ W≤ 79 160 x 60 x 7
80 ≤ W ≤ 88 180 x 60 x 8
89 ≤ W ≤ 93 180 x 60 x 7
94 ≤ W ≤ 104 180 x 60 x 8
105 ≤ W ≤ 122 200 x 60 x 8
123 ≤ W ≤ 126 220 x 60 x 7
127 ≤ W≤ 141 220 x 60 x 8
142 ≤ W ≤ 160 240 x 60 x 8
161 ≤ W ≤ 178 240 x 70 x 8
179 ≤ W ≤ 201 260 x 70 x 8
202 ≤ W ≤ 220 260 x 80 x 8
221 ≤ W ≤ 224 280 x 70 x 8
225 ≤ W ≤ 245 280 x 80 x 8
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3.3.3 Elements making up the subframe
Longitudinal Runner Profiles
The longitudinal of the added structure must be continuous, extending forward to the front of the vehicle
to include, the area in front of the front spring rear hanger, and rest on the chassis of the vehicle but not on
the brackets.
In order to achieve a gradual reduction in the resistant section, the front ends of the longitudinal runner must
be tapered upwards at an angle of no more than 30°, or tapered in some other equivalent way (see Figure 3.7),
ensuring that the front end in contact with the chassis is suitably connected, min radius 5 mm.
Figure 3.7
91136
If the cab’s rear suspension components do not allow the entire runner to pass through, the runner may be
shaped as shown in Figure 3.8. This could require the assessment of the minimum resisting section if high
flexural moment occurs at the front (e.g. with crane mounted behind cab if operating towards the vehicle’s
front).
Figure 3.8
91137
The construction of auxiliary frames either wider or narrower than the chassis structure is permitted only in
particular cases (e.g. removable containers sliding on rollers operated by mechanical or hydraulic systems). In
these cases a necessary precaution will be that of ensuring a correct transmission of the forces between the
auxiliary frame and the side member vertical web. This can be obtained by inserting an intermediate runner
profile shaped according to the vehicle’s side member or by applying a stiffened connecting L-section.
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The shape of the section of the runner is determined with due consideration to the function of the subframe
and to the type of structure that is above it. It is advisable to use open U-sections if the subframe is supposed
to adapt itself elastically to the chassis of the vehicle, and to use box-type sections when added rigidity is called
for.
Proper care must be taken to ensure a gradual passing from the box- type section to the open kind. Some
examples on how to achieve this are shown in Figure 3.9.
Figure 3.9
91520
There must be continuity between the longitudinal runners of the subframe and the vehicle.
Do not insert rubber elements between the chassis and subframe.
The specified dimensions for the longitudinal runners of the various types of body are recommended minimum
values that are for vehicles with standard wheelbases and rear overhangs. In all cases, it is possible to use similar
sections whose moments of inertia and resistance are no lower. Such dimensions can be obtained from the
technical literature supplied by the manufacturer of the runner profiles. It should be borne in mind that the
moment of inertia, apart from being an important factor for the calculation of the share of bending moment
to be applied, also represents the most adequate response to the degree of torsional stress required for the
specific type of connecting section in use. Therefore, the moment of resistance is a determining factor as
regards the stress exerted on the material.
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Cross Members
An adequate number of cross members, which should be positioned if possible adjacent to the body,
mounting brackets are required to brace the two runners of the subframe.
The cross members may be of the open type (e.g. C-type) or, if greater rigidity is desired, of the closed type.
Suitable gusset plates must be employed at the points of the connection to confer sufficient strength to the
connection (see Figure 3.10). In those cases, when greater rigidity is required for the connection, the work
procedure may be carried out as illustrated in Figure 3.11.
Figure 3.10 Figure 3.11
91521 91140
Stiffening the Subframe
In the case of certain bodies, such as tippers, cement mixers, crane on rear overhang or bodies with a high
centre of gravity, the subframe must be additionally stiffened at the rear end.
Depending on the degree of torsional stress, this must be done in one of the following manners:
- joining the rear section of the longitudinal member by a box-frame construction;
- box-frame construction, closed-section cross members (see Figure 3.12);
- box-frame construction, crossties (see Figure 3.13);
- by applying in addition to the box-frame construction a longitudinal torsion-resistant bar (see Figure 3.14).
As a general rule, the box-frame construction of the longitudinal runners should not be used at the front end.
Figure 3.12
91475
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Figure 3.13
1 Subframe
2 Crossties
91476
Figure 3.14
1 Subframe
2 Box-section
91477
Self-supporting Bodies as Subframes
A subframe (longitudinal runners and cross members) need not be fitted if self-supporting bodies are to be
installed (e.g. rigid box body, tankers), or if the base of the structure to be fitted already serves the purpose
of subframe.
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Revi - June 2007
Connection between chassis and counter-chassis
3.4 Connection between chassis and subframe
Choosing the Type of Body Mounting
The selection of the type of connection to be used - if not provided initially by the Manufacturer - is very
important in terms of the subframe providing strength and stiffness, for the appropriate body type.
The subframe connection may be flexible (brackets or clamps) or it may be rigid, resistant to shearing stress
(longitudinal or transverse plates); the choice must be made based on the type of body that is to be mounted
analysing the stress forces which the additional equipment that is added transmits to the chassis both under
static and dynamic conditions. The number, size and type of securing devices properly subdivided over the
length of the subframe, must be such as to ensure a good connection between the chassis of the vehicle and
the subframe.
The screws and clamps must be of a strength class no lower than 8.8, the nuts must be equipped with devices
that prevents them from working loose. The first fixing nut must be located, if possible, at a distance of 250-350
mm from the front end of the subframe.
Any connecting points previously existing on the frame of the vehicle must be used first.
The compliance with the aforementioned distance for the first mounting must be ensured in cases where the
body applies concentrated loads behind the cab and requires additional stability (e.g. cranes, front end tipping
gears etc.) in order to prevent overstressing the chassis frame. If necessary, additional fixings must be fitted.
When anchoring the body to the frame, no welding may be done on the frame of the
! vehicle, nor may holes be drilled on the flanges of the frame.
In order to improve the longitudinal or transverse securing of the connection, it is permissible to have holes
on the flanges of the side members, but only at the rear end of the members, over a length of not more than
150 mm, provided that the anchorage of any cross members that may be present is not weakened (see
Figure 3.19). Alternatively, use the connection of Figure 3.20.
Body Mounting Characteristics
Flexible joints (see Figure 3.15, Figure 3.16 and Figure 3.18), permit limited movement between the frame and
the subframe, and permit the use of two parallel working strong sections. Each bears a part of the bending
moment in proportion to its moment of inertia.
For the rigid type of joint (see Figure 3.20) between subframe and chassis, a single strong section is obtained,
provided that the number and position of the joints are adequate to support the resulting shearing stresses.
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When using sheer resisting plates to secure the subframe to the sidemembers, a single strong section is formed
which has a higher strength capacity when compared with the connections made using brackets or clamps. This
has the following advantages:
- Lower height of the subframe profile under the same bending moment acting on the section.
- Higher bending moment under the same subframe profile dimensions.
- Further increase in the strength capacity, when the subframe is made up of high mechanical characteristic
materials.
Subframe dimensions
In case of elastic connection between the chassis and the subframe, the bending moment Mf shall be
distributed between the chassis and the subframe in proportion to the moments of inertia of the sections:
Mf = Mt+Mc
Mc I
= c
Mt It
Ic Mc
Mc= Mf x σc = ≤ σ amm
It + Ic Wc
It Mt
Mt = Mf x σt = ≤ σ amm
It + Ic Wt
Mf = static bending moment generated by the superstructure (Nmm)
Mc = additional dimension of the static bending moment Mf applied to the subframe (Nmm)
Mt = additional dimension of the static bending moment Mf applied to the chassis (Nmm)
Ic = moment of inertia of the subframe section (mm4)
It = moment of inertia of the chassis section (mm4)
σc = maximum static stress applied to the subframe (N/mm2)
σt = maximum static stress applied to the chassis (N/mm2)
Wc = section modulus of the subframe section (mm3)
Wt = section modulus of the chassis section (mm3)
σamm = maximum static stress permitted on the chassis (N/mm2)
Example of stress calculation in case of elastic connection with the chassis

Consider two C-section bars with the following dimensions
3. chassis: 250 x 70 x 5mm
4. subframe: 140 x 70 x 7mm
and stressed, at a given section, by the maximum bending moment Mf equal to 15000 Nm as applied in a
perpendicular direction to the plane containing the side-member rib.
From the calculation, the following values will be obtained:
Ix (cm4) Wx (cm3)
1. chassis 1545 123
2. subframe 522 74
By applying the formulas, the following will be obtained:
1. Mt = Mf x [It / (Ic + It )] = 8500 x [588 / (588 + 183)] = 11200 Nm
2. Mc = Mf x [Ic / (Ic + It )] = 8500 x [183 / (588 + 183)] = 3790 Nm
Thus
1. σt = Mt / Wt = 91N/mm2
2. σc = Mc / Wc = 51N/mm2
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Revi - June 2007
In case of rigid connection (cut resistant plates) between the chassis and the subframe, the bending moment
Mf shall be applied to the single chassis-subframe section.
Mf I
σt = ≤ σ amm Wt =
Wt y tmax
Mf I
σc = ≤ σ amm Wc =
Wc y c max
σc = maximum static stress applied to the subframe (N/mm2)

σt = maximum static stress applied to the chassis (N/mm2)
Mf = static bending moment generated by the superstructure (Nmm)
I = moment of inertia of the single chassis-subframe section (mm4)
σamm = maximum static stress permitted on the chassis (N/mm2)
yt max = distance from the neutral stressing axis of the chassis outermost fibres (mm)
yc max = distance from the neutral stressing axis of the chassis outermost fibres (mm)
Example of stress calculation using cleat plates to the chassis
Consider two C-section longitudinals with the following dimensions

1. chassis: 250 x 70 x 5mm
2. subframe: 140 x 70 x 7mm
and stressed, at a given section, by the maximum bending moment Mf equal to 15000 Nm as applied in a perpen-
dicular direction to the plane containing the side-member rib.
From the calculation, you will obtain that the center of gravity lies approximately 28 mm from the contact
segment from the part of the section 250 x 70 x 5 mm (chassis). Thus:
1. yt max = 250 - 28 = 222 mm
2. yc max = 140 - (-28) = 168 mm
Moreover
Ix (cm4) Wt (cm3) Wc (cm3)
1. chassis+ subframe 5643 254 334
By applying the formulas, you will obtain:

1. σt = Mf / W1 = 59 N/mm2
2. σc = Mf / W2 = 45 N/mm2
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3.4.1 Connection with Brackets
A few examples of this type of connection (flexibility mounting), are shown in Figure 3.15.
Figure 3.15
91478
1 Subframe
2 Frame
3 Shims
In order to ensure a flexible joint there must be a gap of 1-2 mm between the brackets of the frame and those
of the subframe before the securing bolts are tightened. When tightening the securing bolts, brackets shall come
in contact. Initial gaps larger than 1-2 mm are to be reduced by using suitable shims. Using bolts of proportional
length improves the flexibility of the connection. The brackets should be fitted on the web of the side members
of the vehicle with screws or bolts.
In order to guide and better contain the loads transversally, a slight protrusion of the brackets above the chassis
is recommended. When the brackets are fitted flush with the upper flange of the side member, the lateral
movement of the body structure must be secured by other means (e.g. using guide plates the chassis
connected). When the front connection is of the elastic type (ved. Figure 3.16), lengthwise securing must be
ensured even in the conditions of maximum twisting of the chassis (e.g. off-road).
Use the stake pockets fitted on the chassis for IVECO bodies to mount the structure. The brackets fitted to
the subframe or to the body must have characteristics of strength not lower than those of the original brackets
fitted to the vehicle.
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Revi - June 2007
3.4.2 Connection with Greater Elasticity

Since there is no clear definition for a torsionally rigid body or indeed the arduousness of a vehicle mission,
such flexibility is required for all body types except for special applications (e.g. crane mounting).
A helical spring is available from Iveco Parts Departments and should be used at the first and second body
mounting brackets each side.
The detail of the body mounting and installation is as follows:
Figure 3.16
Spring stiffness = 424 N/mm
- With the longitudinal hard on the top flange there must be a gap of 5mm between the faes of the two brackets
before the upper bracket is fixed to the longitudinal.
- The body securing bolt should be 14mm diameter grade 8.8 and secured with lock nuts.
- Flat washers 4mm thick by 32mm outside diameter (minimum in both cases) should be fitted between the
spring and the head of the bolt and between the lock nut and the frame bracket.
When using rubber inserts, use materials which gives a good working life (elasticity). The relevant instructions
for regular inspections of the body mounting for deterioration and the bolt torque must be given to the
operator.
Figure 3.17
Element rubber
The whole connection capacity can, if necessary, be re-established by fitting shear resisting plates from the rear
spring front hanger brackets to the end of the frame instead of the normal factory body brackets.
On installations where the veicle is supported by means of hydraulic stabilisers (e.g., cranes, lifting platforms),
the movement of the elastic connection should be limited to 30 ÷ 40 mm to ensure sufficient co-ordinated
movement of the subframe and avoid excessive bending moments on the original chassis.
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3.4.3 Connection with U-bolts (clamps)
The most important mounting of this type is illustrated in Figure 3.18.

In this type of construction the bodybuilder must place a spacing piece, preferably made of metal, between the
flanges of the two side members at the point where the U-bolts are located, in order to prevent the bending
of the frames when the U-bolts are tightened.
In order to guide and to better contain transversally the structure that is attached to the vehicle’s chassis, this
type of joint must be complemented by the addition of plates that are attached to the subframe and chassis as
shown in Figure 3.20.
Figure 3.18
91480
1 Frame
2 Subframe
3 U-bolts
4 Locking with lock nut
5 Spacers
6 Cleat plate (where necessary)
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Revi - June 2007
Due to the nature of this type of mounting, its all-round use on the vehicle is not advisable. However, it is
necessary - in order to keep the added structure from sliding, and to increase the rigidity - to provide positive
attachment towards the rear with cleat plates to secure both longitudinally and transversally.
For this purpose it is also possible to use bolt-type connections at the rear end of the chassis as illustrated in
in Figure 3.19.
Figure 3.19
91481
1 Subframe
2 Frame
3 U-bolts
4 Longitudinal transversal securing anchoring.
3.4.4 Connection made with Plates for Longitudinal and Transversal Securing Anchorage
This type of anchorage shown in Figure 3.20 is achieved by means of a plate that is welded or bolted to the
auxiliary frame and is secured to the chassis by means of bolts or rivets. This ensures regeneration following
longitudinal and transverse thrust and provides maximum rigidity to the whole.
Figure 3.20
91482
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When this type of joint is used, the following must be observed:

- The plate must only be attached to the vertical web of the main sidemembers.
Before fixing ensure that the subframe is mounted correctly on the top flange with no gaps between the
two mating surfaces.
- Use of cleat plates must be confined to the central and rear sections of the frame.
- The number of plates, thickness and number of securing bolts must be adequate to transmit the section
shearing and bending moments.
These values can be determined accurately by calculating them, when all the necessary elements are
available.
When the bodies cause high bending and twisting moments on the chassis and its strength has to be
increased by means of a shear resistant connection between the chassis frame and subframe, or the subframe
height has to be limited as far as possible (e.g., towing central axle trailers, crane on rear overhang, tail lifts, etc.).
Observe the instructions given in the following table:
3.4.5 Mixed Connection
On the basis of instructions given for the construction of the subframe (point 3.3) and considerations
included in the general section of point 3.4, the mounting between the vehicle frame and subframe can be of
the mixed type, i.e. it may be obtained through a rational use of flexible connections (brackets, clamps) and rigid
connections (plates for longitudinal and transversal anchorage).
As a guideline, it is advisable to have flexible connections on the front portion of the subframe (one or two on
each side) while plate connections are recommended for the rear portion of the vehicle when a stiffer structure
is required for the whole assembly (e.g., tippers, crane on rear overhang, etc.).
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Volume weights
3.5 Volume weights
When designing each installation, the volume weight of the material to be transported should be assessed
beforehand. This data can be obtained from specialized manuals. Table 3.5 shows a few volume weight values
provided as a guide.
Table 3.5 - Volume weights

Material ρ (kg/m3)
Iron 7890
Aluminium 2700
Concrete 1900-2300
Cardboard 350
Celluloid 1400
Powder cement 1400
Granite 2600
Wood (pine) 640
Marble 2500-2700
Excavated material 1600
Ordinary, dry brick 1800
Solid, urban wastes 90-120 (1)
Dry sand 1600
Sand with 7% humidity 2100
Glass 2200-2700
(1) To be multiplied by the compacting ratio (approximately 5 for the compactors usually fitted to the EuroCargo range vehicles).
3.6 Fitting Box-bodies
On standard cab vehicles, intended exclusively for road use, box- bodies are usually fitted on a support
structure comprising longitudinal runners and cross members. The minimum dimensions of the longitudinal
runners are specified in Table 3.6.
Table 3.6
Minimum reinforcing profile
Model Wheelbase (mm) Strength modulus C-section profile
Wx (cm3) (mm)
60E, 65E, 75E, 80EL up to 3690 21 80 x 60 x 5
60E, 65E, 75E, 80EL over 3690 26 100 x 50 x 5
80E, 90E, 100E up to 3690 26 100 x 50 x 5
80E, 90E, 100E over 3690 36 100 x 60 x 5
110EL(1), 120EL(1), 120E, 130E, 140E, 150E, 160E fino 3690 40 120 x 60 x 5
110EL(1), 120EL(1), 120E, 130E, 140E, 150E, 160E oltre 3690 46 120 x 60 x 6
180E, 190EL all 57 140 x 60 x 6
(1) = on the version with long cab, use a profile with Wx of not less than 57 cm3.
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Demountable Bodies
In the case of self-supporting bodies whose bearing structure operates as a subframe, the above explained
installation of the reinforcing runners need not be affected.
The application of box bodies and structures with high torsional stiffness in general required the use of elastic
connections towards the front of the structure to avoid excessive reduction of main chassis distortion in
particularly demanding applications.
The front panel of the bodywork must be strong and sturdy enough to withstand the forces generated by the
transported load, when braking sharply.
3.7 Demountable Bodies
The construction of interchangeable equipment that is meant to be lifted off when replacement is necessary
(e.g. through lifting devices or the vehicle’s air suspension itself) and then to be positioned on four supporting
posts, generally requires the adoption of a subframe featuring side runner profile dimensions as specified in
Table 3.6 or of adequate structures comprising coupling and hoisting devices.
Adequate reinforcements must be fitted whenever concentrated loads imposed by lifting apparatus determine
high stress on vehicle chassis.
To ensure good operation, all vehicle stability conditions must be checked out in accordance with the
suspension specifications. Models that are equipped with a pneumatic suspension on the rear axle or full
pneumatic suspension are particularly well suited for this type of use.
The lifting devices acting vertically may be fitted not only on the subframe but, in special cases, also be mounted
on plates of adequate dimensions connecting the chassis frame to the subframe.
Regarding the connecting of bodies, especially when quick locking systems are used, it is necessary to provide
adequate supports to counteract the longitudinal and transversal thrusts under dynamic conditions.
The use of an underframe or special sub-structure could be avoided, if authorised by IVECO, under the
following conditions:
- the interchangeable body must rest along its entire length on the vehicle chassis or at least cover most of
the area where suspension attachments are;
- an adequate number of coupling devices must be fitted along the side member vertical web;
- lifting apparatus anchoring must be such that its loads upon the chassis are limited.
Print 603.93.431 Base - July 2006

Revi - June 2007
Building Vans
3.8 Building Box Bodies
To mount the body onto the vehicle chassis, a structure made up of longitudinal runners and cross members
may be built (see Figure 3.3). The dimensions of the longitudinal runners should be of the order of those shown
in Table 3.6.
Longitudinal runners may be dispensed with provided the cross members used for the floor structures are
placed no more than 700 mm from one another, forming a sufficiently rigid (self-bearing) structure.
In order to provide the required stability and to avoid the front end of the chassis being too rigid, the suggestions
given in point 3.4 should be followed.
3.9 Tipping Bodies
The use of tipping bodies, whether end or three way, subjects the chassis to notable stress. For this reason
it is most important to select the right vehicle from among those intended for this use. Therefore we list here
the specifications that must be adhered to for this type of construction subdivided according to light or heavy
duty. Table 3.7 and Table 3.8 give the minimum runner dimensions for the subframe with which these vehicles
must be equipped.
Furthermore any government regulations concerning these vehicles must also be abided by.
After fitting the body, the bodybuilders must ensure that the vehicle remains stable during tipping.
The following points must be kept in mind:
- The subframe must be (see Figure 3.13 and Figure 3.14) suitable for the vehicle type and for the specific
operating conditions. It must have adequately dimensioned side and cross members and be stiffened at the
rear by box-type construction and crossbraces. Anchoring the subframe to the chassis, flexible joints
brackets or shelves must be placed at the front end, whereas the rear section requires rigid-type joints
(plates, see Figure 3.20) to allow the added structure to contribute more to the rigidity of the whole.
- The rear tipping hinge must be mounted on the subframe as near as possible to the rear support of the rear
suspension. In order not to impair the stability of the vehicle during tipping operations and not to increase
excessively the stress on the chassis, it is recommended that the distances between the tipping hinge and
the rear spring support be observed in Figure 3.21. If for technical reasons this cannot be achieved, small
increases may be permitted provided a higher strength subframe is used, in order to increase the rigidity
of the rear end. In the case of large volume transports requiring long bodies , it is advisable (in those cases
where it is permissible) to lengthen the wheelbase of the vehicle.
- Great care must be given to the positioning of the lifting device both in terms of providing supports of
adequate strength and in order to position the mountings precisely and conveniently. It is advisable in any
case to place the device to the front of the centre of gravity of the body plus payload so as to reduce the
extent of the localised load.
Base - July 2006 Print 603.93.431

Revi - June 2007
Tipping Bodies
- For both under floor and front end tipping gear installations it is recommended that appropriate stabiliser
acting as a guide for the stroke of the tipping body, are fitted.
- The hinge of the lifting unit must be mounted on the subframe. The useful volume on the body must conform,
with the consideration of the maximum permissible mass on the axles, to the density of the material that
is to be transported (see point 3.5).
When freight having a low density is transported, the useful volume may be increased within the limits
established for the maximum height of the centre of gravity of the payload plus the fixtures.
- The bodybuilders must see to it that the functioning and safety of all parts of the vehicle (for instance, the
positioning of lights, tow hook etc.) is safeguarded, in full compliance with the current safety regulations.
Figure 3.21
91531
1 Subframe
2 Brackets
3 Plates
4 Butt strap
Print 603.93.431 Base - July 2006

Revi - June 2007
3.9.1 Heavy-duty Service
In Table 3.7 are listed the vehicles that are suitable for heavy-duty operations along with the minimum
dimensions for the main subframe runners.
Particular attention must be paid to the strict adherence to the general specifications given to ensure the
vehicles have adequate stability in the rear tipping phases.
When mounting tipping bodies on chassis provided with pedestal brackets or other types suitable for different
types of bodies, the latter shall be replaced by shear/thrust resistant plates (cleat plates) from the rear spring
front hanger bracket to the rear chassis or additional plates shall be fitted.
The rear frame overhang may have to be shortened, so that the maximum distance to the position of the tipping
hinge complies with Figure 3.21.
Table 3.7 - Minimum subframe profile dimensions

Minimum profile of subframe
Strength modulus Wx (cm3) Dimensions (mm)
M d l
Model Wh lb
Wheelbase (mm)
( )
Yield limit of material used (N/mm2)
240 360 240 360
60K, 65K, 75K TT 39 ------ 120 x 60 x 5 ------

80K, 90K, 100K TT 46 ------ 120 x 60 x 5 ------
120K TT 65 45 140 x 70 x 9 120 x 70 x 5
140K TT 89 53 160 x 70 x 7 120 x 70 x 6
150K - 160K TT 137 89 200 x 70 x 8 160 x 70 x 7
3690 89 ------ 160 x 70 x 7 ------
180K
4815 105 ------ 180 x 70 x 7 ------
100EW, 130EW TT 46 ------ 120 x 60 x 6 ------
TT = All wheelbase
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Revi - June 2007
3.9.2 Light-duty Service
For these operations we recommend using vehicles with short wheelbases. In Table 3.8 are listed the
longitudinal runners to be used. It is understood that the vehicle must be used for light duty on good roads,
to transport freight with a low density and a low coefficient of friction.
In addition to the above general specifications, in order to give the vehicles the required rigidity and stability,
the following points must be observed:
- carefully check the chassis specifications (suspension, chassis, number of axles) to select a body suitable for
the vehicle and its intended operation;
- the rear end of the auxiliary frame must be stiffened using e.g. box-type sections, crossbraces, cleat plates
etc;
- the rear tipping hinge must be placed as near as possible to the rear support of the rear suspension;
- in cases of vehicles having wheelbase longer than the standard tipper wheelbase, specially stiffened rear
tipping support anchoring should be used so as to contain sag and ensure good stability during operation.
The rear tipping angle should not exceed 45º while the user should be informed that the tipping should be
done on as flat a surface as possible;
- use the most rigid rear suspensions available. When parabolic rear springs are used, the stiffness should be
increased using rubber elements that operate at static load;
- in vehicles with pneumatic rear suspension, discharge of air from the springs must be foreseen during tipping,
in order to improve stability in the suspensions while the material is being unloaded.
- on vehicles with standard third axle or added third axle (6x2), an antiroll bar may have to be fitted onto the
3rd axle depending on the type of installed suspension to improve the transverse stability. In addition to the
above instructions, hydraulic or mechanical stabilisers may have to be installed for operation depending on
the tipping support location in relation to the rear axles, to suspension types and to intended operation.
The third axle must never lift when tipping.
Table 3.8 - Minimum subframe profile dimensions

M d l
Model Wh lb
Wheelbase
Yield limit of material used (N/mm2)
240 360 240 360
60E, 65E, 75E,

TT ------ 26 ------ 100 x 50 x 5
80EL
80E, 90E, 100E TT 39 ------ 120 x 60 x 5 ------
110EL, 120EL TT 57 ------ 140 x 60 x 6 ------
120E TT ------ 31 ------ 100 x 60 x 5
130E - 140E TT 46 120 x 60 x 6
150E - 160E TT 69 46 160 x 60 x 6 120 x 60 x 6
180E TT 69 160 x 60 x 6
TT = All wheelbase
Print 603.93.431 Base - July 2006

Revi - June 2007
Removable Containers
3.10 Removable Containers
Not all vehicles lend themselves equally well to be used for removable type containers (i.e. the containers
which can be unloaded by sliding along to subframe). Heavy duty vehicles are certainly better suited to this use
but it is best to consult IVECO concerning the suitability of the various models in relation to the use of the
vehicle.
This type of operation is subject to additional stresses compared to those of normal on-road vehicles with fixed
platform bodies, in particular as regards loading/unloading operations.
For this reason, the auxiliary frame used (see point 3.9.2) should be of the same dimensions as that for light
tippers. Where vehicles with long wheelbases or rear overhangs are used, it may be necessary to use runners
of larger dimensions for the subframe.
The lifting devices must be anchored to the subframe as indicated in point 3.4.
The stability of the vehicle must always be ensured during loading and unloading operations. We recommend
fitting the rear ends with supports (stabilisers) that are to be used during loading/unloading, particularly when
roll on/roll off containers are used. These supports are also recommended if the rear axles have pneumatic
suspensions. As an alternative, refer to the explanations in point 3.9.2, concerning dumping the air from the
suspension during the operation.
It is very important, with this type of vehicle, to adhere to the specifications concerning the height of the centre
of gravity (see point 3.2), when containers high payloads are used.
Figure 3.22
91532
The distance between the last rear axle and the sliding pin must not exceed 900 mm.
Base - July 2006 Print 603.93.431

Revi - June 2007
Installation of Concrete Mixers
3.11 Installation of Concrete Mixers
Concrete mixers may be installed only on vehicles that are suitable for this purpose as indicated in Table 3.9,
where also the minimum requirements for the reinforcing sections and the drum capacity is given. It is clear that
the maximum permissible weight for the vehicles must be respected.
In addition to observing all the possible government regulations relating to the installation of concrete mixers,
the following points must be kept in mind:
- the concrete mixer must be fitted with its own continuous steel subframe in observance of point
SENZA CODICE, so as to distribute the concentrated weight as much as possible over the chassis. For the
runners of the subframe, sections with a moment of resistance (Wx) and a moment of inertia (Jx) not lower
that those for the sections may be used, which permit substantial reductions in the height of the added
structure’s centre of gravity (i.e. boxed-type structures or sections with the upper flange turned toward
the outside see Figure 3.23);
- suitable cross members must be provided to ensure adequate rigidity in the mounting between the cement
mixing apparatus and its basic frame, so as to free the vehicle’s chassis from the forces that result from the
particular geometry and functional configuration of the concrete mixer.
The subframe must be suitably stiffened towards the rear with appropriate crosspieces or crossbraces;
Table 3.9
Approximate capacity of drum Minimum profile of subframe
Model
(m3) Strength modulus Wx (cm3) Dimensions (mm)
140EK-150EK-160EK 3-3.5 83 140 x 80 x 7

180K 4-5 92 140 x 80 x 8
Figure 3.23
91486
1 Main frame
2 Regular channel profile
3 Runner with upper flange turned over
4 Position of drum
Print 603.93.431 Base - July 2006

Revi - June 2007
- the mounting (see point 3.4) must affect only the two frames and must be constructed in such a manner
as to provide a secure anchorage. For those vehicles which are not yet equipped with them, we recommend
the use of cleat plates to avoid movement in length or to the side, restricting the use of flexible joints to
the front end of the subframe (see Figure 3.24);
Figure 3.24
91533
1 Subframe
2 Brackets
3 Cleat plates
- when installing the cement mixer assembly, care must be taken to position the centre of gravity as close
to the front axle as possible, obviously with due consideration to the maximum permissible weight on the
axle itself.
To obtain the necessary stability of the vehicle and its safety while in operation, particularly when cornering
or on rough terrain with transverse and/or longitudinal slope, the swing effect of the payload inside the drum
must be taken into consideration since it results in a shift of the dynamic centre of gravity of the payload
and consequently it adversely affects the vehicle’s behaviour;
- specific PTO solutions are available on request that are independent of the clutch and suitable for concrete
mixer applications (see point 4.5.2). The auxiliary motor to control the drum must be mounted on an
appropriate elastic suspension;
- due to rotation of the drum the centre of gravity of the load moves and therefore the differences in the
trasverse load must be kept within acceptable limits.
Base - July 2006 Print 603.93.431

Revi - June 2007
Installation of Tanks and Containers for Bulk Materials
3.12 Installation of Tanks and Containers for Bulk Materials
As a general rule, the installation of tanks and containers on our vehicles requires the use of an appropriate
auxiliary frame.
Table 3.10 contains the guidelines for the dimensions of the longitudinal runners to be used for the auxiliary
frame.
Table 3.10
Model
60E, 65E, 75E, 80EL 46 120 x 60 x 6

80E, 90E, 100E, 110EL, 120EL 57 140 x 60 x 6
120E, 140E, 150E, 160E 89 160 x 70 x 7
180E, 190E 99 160 x 70 x 8
Tankers , or more generally, structures which are torsionally very rigid, must be fitted so that the vehicle chassis
retains sufficient and gradual torsional flexibility, by avoiding areas of high stress.
When installing a tank we recommend using elastic joints (see Figure 3.25) between the body of the tank and
the auxiliary frame in front and rigid supports that are capable of withstanding longitudinal and transverse forces
in the rear.
Figure 3.25
91493
As was mentioned in the case of other applications, the positioning of the mountings through which the forces
are discharged is similar here. The rigid mounts go in a position corresponding to the rear suspension supports
and the flexible mounts as near as possible to the rear support of the front suspension.
When faced with a different situation, a possible solution could be that of reinforcing the structure by means
of longitudinal runner profiles of larger dimensions in comparison with those given in Table 3.10.
Other type of body connections can be permitted upon request.
In order to define the elastic connection, the rigidity characteristics of the vehicle chassis as well as the area where
the connections are to be installed and the type of use for which it is intended must be taken into account.
Print 603.93.431 Base - July 2006

Revi - June 2007
As a rule, for road use, it can be said that the first front elastic mounting will allow for a gap of approximately
10 mm between the subframe and frame during the chassis torsional stage.
Tanks may be mounted directly onto the vehicle chassis without fitting an auxiliary frame under the following
conditions:
The fitting of tanks directly onto the vehicle chassis without a subframe must be authorized by IVECO on each
occasion after submission of the required documents:
- the distance between saddles must be determined depending on the load to be discharged. In any case it
must not exceed 1 meter;
- saddles must be fitted so as to allow an even distribution of the loads over a considerably large surface.
Suitable brackets must be provided between the saddles to limit the longitudinal and transverse thrusts;
- other anchoring solutions may be authorised by IVECO;
- self-bearing tanks may be positioned directly on the chassis by means of suitable mountings located right
behind the cab and in the rear axle(s) area. Their amount and distribution depend on the number of axles
and the wheelbase; they may vary from min. 2 for each side on 2- axle vehicles with short wheelbases to
min. 3 for 3-axle vehicles with short wheelbases Figure 3.26).
The anchoring devices must be sufficiently long (600 mm approx) and be positioned next to the suspension
mountings (max. distance 400 mm).
To permit the necessary torsional movements of the chassis, elastic front mountings should be used where
possible.
Other solutions are possible depending on the type of construction.
Figure 3.26
91494
Base - July 2006 Print 603.93.431

Revi - June 2007
The installation of two or more separate containers or tanks on the vehicle requires the use of an auxiliary frame
that permits good distribution of the load and an adequate torsional rigidity for the chassis/subframe using
connections resistant to shearing. A good solution is constituted by using a rigid connection which connects the
containers together.
In order to adhere to the maximum admissible load limits on the axles, it is necessary to establish the maximum
volume, the degree of filling of the container and the density of the freight. When separate tanks or individual
containers with separate compartments are used, care must be taken to ensure that with every degree of filling
the maximum permissible load on the axles is respected as well as the minimum ratio between the load on the
front axle and fully loaded vehicle weight (see point 3.2).
In consideration of the nature of this equipment, special attention must be paid to limiting the height of the centre
of gravity as much as possible so as to ensure good handling (see point 3.2).
It is necessary to provide special transverse and longitudinal bulkheads inside the tanks and containers for liquids
in order to reduce the dynamic loads which the liquid transmits when the vehicle is in motion and the tanks are
not filled to capacity which would adversely affect the handling and resistance of the vehicle.
Concerning the installation of containers for fuel or flammable liquids, all current government safety regulations
must be abided by (see point 2.23).
Print 603.93.431 Base - July 2006

Revi - June 2007
Installation of Cranes
3.13 Installation of Cranes
The selection of the crane must be made with due consideration to its characteristics (weight, maximum
torque) in relation to the performance of the vehicle.
The positioning of the crane and of the payload must be done within the load limits permitted for the vehicle.
Installation of the crane must be carried out in compliance with statutory requirements, national standards (e.g.
CUNA, DIN) and international standards (e.g.ISO, CEN), depending on which of these is pertinent to the
particular vehicle.
Use stabilisers while the crane is operating. As a general rule, the installation of a crane requires the use of a
suitable subframe, whose construction must take into account all general specifications relating to it (point 3.3).
Concerning the dimensions of the runners for the subframe, refer to Tables 3.11, 3.12 and 3.13.
The dimensions of the subframe refer to the total maximum static moment of the crane (MG max.) which is
calculated on the basis of the equation given in Figure 3.27.
In those cases where no specific subframe is called for (value A on the table) it is still necessary to provide a
suitable mounting on the chassis for the crane using the standard body subframe (the section members must
be in length at least 2.5 times the width of the base structure of the crane) in order to distribute the load and
the stress developed during the operation of the crane.
If the vehicle requires the use of its own subframe, it may also be used for the crane provided that its dimensions
are adequate.
Particular cases in which the values of the MG moment are matched by value E” in the table (or for higher MG
values) must be checked on a case-to-case basis. Special approval must be requested from IVECO.
Figure 3.27
M G [KNm] = max  g ⋅ W L ⋅ L + W c ⋅ l 
1000

91541
g = acceleration of gravity, equal to 9.81 m/s2;

WL = load applied to the crane end (kg);
L = horizontal distance between the point where load WL is applied and the vehicle center line [m];
Wc = crane’s own weight applied to its center of gravity [kg];
l = horizontal distance between the center of gravity of the crane and the vehicle center line [m];
Base - July 2006 Print 603.93.431

Revi - June 2007
The bodybuilder must check the stability of the vehicle each time during the phases
! of work, according to current regulations, taking all the necessary precautions to
ensure proper use. Both the crane manufacturer and the body builder are to define
the type and number of the stabilizers and make the subframe depending on the
maximum static moment and the crane position.
3.13.1 Crane Behind the Driver’s Cab
The mounting of the subframe onto the chassis frame will as a rule, be performed by using the standard
brackets (see Figure 3.28) to which are added, if necessary, other flexible anchorages (brackets or clamps) so
that the flexibility and torsional characteristics of the chassis frame remain unchanged.
The dimensions and the subframe to be used for this type of installation are specified in Table 3.11.
For on-road vehicles only, if the height of the subframe runner profile has to be reduced (e.g. to lower the total
height of the vehicle) the mounting of the subframe may be carried out with shear resisting connections (see
Figure 3.29). For these applications, the minimum dimensions of the reinforcing runner are specified in
Table 3.12.
The use of runners with a constant cross-section is recommended over the entire useful length of the vehicle.
Any possible gradual reduction of the cross-section of the runners is permissible in those areas in which the
flexional moment induced by the crane assumes values that correspond for those of boxes marked ”A”in
Table 3.11 and Table 3.12.
The crane subframe, as indicated in Figure 3.28, can be fixed at the rear to the one foreseen for other
superstructures; the length “Lv” must in any case be not less than 35% of the wheelbase; this is in cases where
the superstructure profiles have a lower cross-section.
Figure 3.28
91534
1 Subframe
2 Connections
3 Crane joints
4 Stabilisers
Print 603.93.431 Base - July 2006

Revi - June 2007
Table 3.11 - Cranes mounted behind cab (fixed to subframe with bracket or clamp)
Total torque MG max (kNm)
R00,2 (N/mm2)
140/160
160/180
200/220
220/240
240/260
260/280
280/300
100/120
120/140
180/200
90/100
20/30
30/40
40/50
50/60
60/70
70/80
80/90
subframe
0/20
AxBxt
Model
(mm)
Minimum value of strength modulus of subframe section Wx (cm3)

3 8
ML60, ML65, 240 A A 135 173 E
1 9
ML75
ML75, 172 5x65x4
172,5x65x4
ML80EL 3 5
360 A A 89 105 E
1 7
1 4
ML60, ML65, 240 A A 119 150 E
9 6
ML75
ML75, 172 5x65x5
172,5x65x5
ML80EL 1 4
360 A A 57 89 E
9 6
1 4
240 A A 105 150 208 E
ML80, ML90, 9 6
195 5x65x4
195,5x65x4
ML100 1 4
360 A A 89 89 119 E
9 6
ML80, ML90, 2
240 A A A 46 135 173 208 E
ML100 6
195 5x65x5
195,5x65x5
ML110EL *), 2
ML120EL *) 360 A A A 46 89 89 119 E
6
ML110EL *),
), 240 A A A A 21 57 89 119 150 208 E
195 5x65x6
195,5x65x6
ML120EL *) 360 A A A A 19 46 89 89 119 150 E
ML120,
240 A A A A A 36 57 89 150 245 E
ML140,
240x70x5
ML150,
ML100EW 360 A A A A A 36 57 89 105 150 E
ML120,
ML140, 240 A A A A A A 31 57 89 245 317 E
ML150; 240x70x6
ML160E, 360 A A A A A A 31 57 89 119 173 E
ML140EW
ML120,
240 A A A A A A A 36 57 208 286 374 E
ML140,
240x70x6 7
240x70x6,7
ML150,
ML160E 360 A A A A A A A 36 57 105 150 208 E
ML150 240 A A A A A A A A 36 105 173 245 317 E
240x70x7 7
240x70x7,7
ML160E 360 A A A A A A A A 36 89 119 160 208 245 E
ML180E 240 A A A A A A A A 36 89 245 343 439 E
262 5x80x6
262,5x80x6
ML190EL 360 A A A A A A A A 36 89 135 173 245 286 E
ML180E 240 A A A A A A A A A 57 208 317 406 E
262 5x80x6 7
262,5x80x6,7
ML190EL 360 A A A A A A A A A 57 105 150 208 245 E
ML180E 240 A A A A A A A A A A 89 245 374 474 E
262 5x80x7 7
262,5x80x7,7
ML190EL 360 A A A A A A A A A A 89 119 173 208 286 347 E
*) = In sleeper cab versions, use profiles with strength modulus Wx not less than 57cm3.
Base - July 2006 Print 603.93.431

Revi - June 2007
Figure 3.29
91497
When mounting cranes on vehicles with large cabs (double cab or 6+1), should it be impossible to extend the
subframe up to the rear support of the front spring, it may be necessary to contain crane rotation according
to crane capacity, so as not to exceed bending moment allowance for the chassis.
Installation of cranes on off-road vehicles may require fitting elastic mountings between the chassis frame and
subframe on the front and central areas (see Figure 3.16) so as not to excessively constrain the chassis torsional
movement. Since in such cases the crane will be virtually connected to the subframe only, the size of the
longitudinal runners must be adequate to resist the crane operation-generated movements.
The functioning of the equipment that is placed behind the cab (e.g. gear levers, air filter, locking device for the
tilting cab etc.) must not be impaired. Relocating assemblies such as batteries box or fuel tank is permissible
provided that the original type of connections are re-established.
Normally, when the crane is placed behind the cab, it is necessary to move the platform body or equipment
to the rear. In the specific case of tipping equipment, particular care must be given to the placement of the lifting
device and of the rear tipping hinges which should be moved back as little as possible.
Print 603.93.431 Base - July 2006

Revi - June 2007
Table 3.12 — Cranes mounted behind cab (subframe fixing with shear-resistant plates)
R00,2 (N/mm2)
subframe
100/120
120/140
140/160
160/180
180/200
200/220
220/240
240/260
260/280
280/300
90/100
40/50
50/60
60/70
70/80
80/90
20/30
30/40
0/20
AxBxt
(mm)
Model
ML60, ML65, ML75, 240 A A 31 46 57 89 105 E
172 5x65x4
172,5x65x4
ML80EL 360 A A A 31 46 57 89 105 119 E
ML60, ML65, ML75, 240 A A A 31 46 89 89 119 E
172 5x65x5
172,5x65x5
ML80EL 360 A A A A 31 46 57 57 89 E
240 A A A 31 46 89 89 105 E
ML80 ML90,
ML80, ML90 ML100 195 5x65x4
195,5x65x4
360 A A A A 31 46 57 89 105 E
ML80, ML90, ML100 240 A A A 31 46 57 89 89 119 E
ML110EL *)
*), 195 5x65x5
195,5x65x5
ML120EL *) 360 A A A A A 31 46 57 89 105 E
ML110EL *),
), 240 A A A 31 46 57 89 119 135 E
195 5x65x6
195,5x65x6
ML120EL *) 360 A A A A 19 36 46 57 89 E
ML120, ML140, 240 A A A A A 21 36 57 89 105 E
ML150E MLI60E
ML150E, MLI60E, 240x70x5
ML100EW 360 A A A A A A A 21 36 89 105 E
ML120, ML140, 240 A A A A A A 31 46 89 89 E
ML150 MLI60E
ML150, MLI60E, 240x70x6
ML140EW 360 A A A A A A A A 31 57 89 E
ML120, ML140, 240 A A A A A A 21 36 57 89 E
240x70x6 7
240x70x6,7
ML150, MLI60E 360 A A A A A A A A 21 46 89 105 E
240 A A A A A A A 31 46 57 105 173 208 E
ML150E MLI60E
ML150E, 240x70x7 7
240x70x7,7
360 A A A A A A A A 21 36 46 89 119 135 E
240 A A A A A A 21 21 36 89 105 150 208 245 E
ML180E ML190EL
ML180E, 262 5x80x6
262,5x80x6
360 A A A A A A A A 21 31 57 89 105 135 173 208 245 E
240 A A A A A A A A 36 89 105 135 173 208 E
ML180E MLI90EL
ML180E, 262 5x80x6 7
262,5x80x6,7
360 A A A A A A A A A 21 46 89 89 135 150 173 208 245 E
240 A A A A A A A A 21 57 89 135 150 208 245 E
ML180E MLI90EL 262 5x80x7 7
262,5x80x7,7
360 A A A A A A A A A 21 36 89 89 135 150 173 208 245 E
A = The reinforcing profile prescribed for the respective superstructure is sufficient (e.g. for normal bodies). Close the reinforcing profile in the crane
mounting area. In the crane area, reinforcing profiles with thickness of less than 5 mm must be reinforced.
E = To be checked on a case-by-case basis. Send the technical documentation with the checks of stresses and stability to the appropriate IVECO bodies.
*) = On the version with sleeper cab, use a profile with strength modulus Wx of not less than 57 cm3.
If the height of the subframe profile has to be reduced, using shear resistant connections between chassis
and subframe, combined section profiles can be used, as shown in Figure 3.30, instead of the C-profile, provided
that the flange width and thickness are not less than the corresponding values of the profile recommended by
IVECO. The above are general conditions which apply to the materials indicated. To assess whether it is possible
to use materials with higher mechanical specifications, it is necessary to check the total resistant moment of
the chassis plus subframe. Since reducing the height of the subframe profile also reduces the torsion resistance,
for cranes with four stabilisers, the bodybuilder must take special measures to ensure adequate torsional rigidity
of the subframe in the crane mounting area. For this reason, it is recommended that you do not use profiles
with a height of less than 120 mm. Since the execution of these solutions also limits the torsional capacity of
the chassis, they can only be used on vehicles intended exclusively for on-road use.
Base - July 2006 Print 603.93.431

Revi - June 2007
Table 3.13 - Crane behind cab, solutions with combined section reinforcing profiles
(see Figure 3.30)
A B C D
R0,2 (N/mm2) 320 320 360 360
Maximum reduction of height of
40 60 100 120
profile (mm)
LV (see Figure 3.28) 0.25LH or LA 0.35 LH or LA 0.55 LH or LA 0.60 LH or LA
Example of combined profiles as al-
150x50x8+ 130x50x8+
ternative to a C-profile 250x80x8 210x80x8 190x80x8
angular element angular element
(mm)
Effective height reduction (mm) 40 52 92 104
Figure 3.30
Normal box section profiles
Version ”A”
Version ”B”
Version ”C” Special combined section Version ”D”

profiles
Chassis/subframe connecting an-

gle plates of same thickness as
subframe profile
91506
Print 603.93.431 Base - July 2006

Revi - June 2007
3.13.2 Crane on Rear Overhang
It is advisable for this type of application, to extend the subframe over the entire length of the vehicle that is available
for the body up to the rear support of the front spring. The dimensions of the runners to be used are given in Table 3.14.
In consideration of the particular distribution of the load on the vehicle, wherein the load is concentrated on
the rear overhang, and in order to ensure the rigidity that is necessary for good performance on the road and
when the crane is in operation, the subframe must be strengthened and stiffened in relation to the capacity of
the crane. Box-type construction sections (see point 3.3) and brackets are to be employed in the area
corresponding to the rear suspension and the rear overhang (Length Lu) - see Figure 3.31. Care must also be
taken to ensure that the transition from box-type to open section be well blended as illustrated in Figure 3.9.
In the area that is affected by the box-type section, the frame must be secured to the chassis of the vehicle by
means of shear-resistant joints (i.e. an adequate number of plates spaced at most 700 mm from each other),
whereas elastic anchorages are to be used in the front part. Due care must be taken to ensure that under any
load conditions, the ratio of the load on the front axle to the rear axle or axles, respects the limits set for the
vehicle (see point 3.2).
As the required stiffness of the subframe depends on various factors (i.e. crane capacity, size of its supporting
base, vehicle kerb, chassis overhang) we cannot give information valid for all possible different conditions. For
this reason the bodybuilder will have to assess the vehicle stability also by means of practical behavioural tests.
If, as a consequence of such tests , the subframe stiffness proves insufficient, the bodybuilder will have to achieve
this objective by means of alternative methods.
The rear overhang of the crane (length Lu, see Figure 3.31), must be limited as much as possible in order to
preserve the good driving characteristics of the vehicle and acceptable stress conditions. This value must not
exceed 50% of the wheelbase.
In the case of vehicles with an added lifting rear axle, the verification of the minimum load on the front axle
must be done with the rear axle in the raised position in those countries which permit driving under those
conditions (see point 3.7). If the minimum prescribed value is not reached, the vehicle must be allowed to drive
only with the axle in the lowered position.
Base - July 2006 Print 603.93.431

Revi - June 2007
Table 3.14 - Cranes mounted on rear overhang

(subframe mounting with shear resistant plates)
Total torque MG max (kNm)
100/120
120/140
140/160
160/180
180/200
200/220
220/240
240/260
280/300
260/280
90/100
AxBxt
20/30
30/40
40/50
50/60
60/70
70/80
80/90
0/20
Model (mm)

ML60, ML65, 240 A A A 23 42 57 110 110 135 E
172 5x65x4
172,5x65x4
ML75, ML80EL 360 A A A 23 32 57 110 110 135 E
ML60, ML65, 240 A A A 23 32 42 71 110 110 E
172 5x65x5
172,5x65x5
ML75, ML80EL 360 A A A A 23 32 57 71 110 E
ML80, ML90, 240 A A A A 32 42 71 110 110 E
195 5x65x4
195,5x65x4
ML100 360 A A A A 23 42 71 110 110 E
ML80, ML90, 240 A A A A 23 42 42 71 110 135 E
ML100 195 5x65x5
195,5x65x5
ML110EL*),
360 A A A A A 23 32 57 71 110 E
ML120EL*)
ML110EL*),
ML110EL ), 240 A A A A 32 57 71 110 110 173 E
195 5x65x6
195,5x65x6
ML120EL*) 360 A A A A A 32 42 57 71 110 135 E
ML120, ML130, 240 A A A A A A 23 42 42 71 110 E
240x70x5
ML150, ML100EW 360 A A A A A A A A 23 71 110 E
ML120, ML130, 240 A A A A A A A 32 42 71 110 135 E
240x70x6
ML150, ML140EW 360 A A A A A A A A 23 42 71 110 135 E
ML120, ML130, 240 A A A A A A A 23 42 57 110 135 E
240x70x6 7
240x70x6,7
ML150 360 A A A A A A A A 23 32 57 71 110 135
ML150 240x70x7 7
240x70x7,7 240 A A A A A A A 23 42 71 110 135 173 E
360 A A A A A A A A 23 32 57 57 110 135 173 E
ML180 262 5x80x6
262,5x80x6 240 A A A A A A 23 42 42 110 110 173 222 222 E
360 A A A A A A 23 23 23 42 71 110 173 222 246 246 E
ML180 262 5x80x6 7
262,5x80x6,7 240 A A A A A A A 32 42 71 110 135 222 222 E
360 A A A A A A A 23 23 42 57 110 135 173 222 246 E
ML180 262 5x80x7 7
262,5x80x7,7 240 A A A A A A A A 42 71 110 135 173 222 246 E
360 A A A A A A A A 23 32 42 71 110 135 173 222 222 246 E
A = The reinforcing profile prescribed for the respective superstructure is sufficient (e.g. table 3.1 for normal bodies). Close the reinforcing profile
in the crane mounting area. In the crane area, the reinforcing profiles with thickness of less than 5 mm must be reinforced.
E = To be checked on a case-by-case basis. Send the technical documentation with the checks of stresses and stability to the appropriate IVECO bodies.
*) = On the MLL version, use a profile with strength modulus Wx of not less than 57 cm3.
If the height of the subframe profile has to be reduced, using shear resistant connections between chassis and subframe,
combined section profiles can be used as shown in (see Table 3.15), instead of the C-profile, provided that the flange width
and thickness are not less than the corresponding values of the profile indicated in Table 3.14. The above are general
conditions which apply to the materials indicated. To assess whether it is possible to use materials with higher mechanical
specifications, it is necessary to check the total resistant moment of the chassis plus subframe. Since reducing the height
of the subframe profile also reduces the torsion resistance, for cranes with four stabilisers, the bodybuilder must take
special measures to ensure adequate torsional rigidity of the subframe in the crane mounting area. For this reason, it is
recommended that you do not use profiles with a height of less than 120 mm.
Print 603.93.431 Base - July 2006

Revi - June 2007
Figure 3.31
91537
1 Subframe
2 Plates
3 Brackets
4 Crane connections
5 Stabilisers
6 Angular connection elements
Table 3.15 - Crane on rear overhang, solutions with combined section reinforcing profiles
(see Figure 3.30)
B C D
R0,2 (N/mm2) 320 360 360
Maximum reduction of height of profile
20 60 120
(mm)
LV (see Figure 3.31) - 0.60 LG 0.65 LG
Example of combined profiles as alterna- 160x80x8+ 140x80x8+
200x80x8
tive to a 250x80x8 (mm) C-profile angular element angular element
Effective height reduction (mm) 12 52 64
3.13.3 Removable Cranes
The installation of removable cranes on the rear overhang may be carried out according to the specifications
of the preceding paragraph provided that the type of anchorage used between the crane and the subframe does
not cause additional stress to the vehicle’s chassis.
In consideration of the fact that the vehicle may be used with or without the crane, we recommend recording
on the body the position of the useful load consistent for the two types of operating condition.
If the vehicle retains its ability to tow a trailer, all regulation concerning the proper coupling of the vehicle must
be observed.
Base - July 2006 Print 603.93.431

Revi - June 2007
Installation of Tail Lifts
3.14 Installation of Tail Lifts
The dimensions of the reinforcing runners to be used when installing tail lifts can be assessed as follows:
- By means of Table 3.16, with the standard rear overhangs and mean bending moments induced by tail lifts; as
a function of their capacity . In the table, the minimum capacity values are specified above which suitable stabilisers
must be used.
- When cantilever tail lifts or with different lengths of the rear overhang and with special tail lifts (e.g. of aluminium),
the flexural moments induced on the chassis frame can be assessed by means of Figure 3.32, whereas the
characteristics of the reinforcing runners can be defined with the relevant Table 3.17.
The bodybuilder or the Manufacturer of the tail lift will take care to ascertain safety and operational stability,
in particular when applying Table 3.17.
In any event, particularly in those specific uses where there is not suitable auxiliary frame (as in the case with
bodies shear resisting plates built by means of cross members), the anchoring for the loading platform must be
provided by a structure that enables the stress to be distributed over the chassis of the vehicle.
To provide the necessary strength and rigidity, the connection between the chassis and the auxiliary frame must
involve (especially in overhangs of over 1500 mm) the use of shear resisting plates positioned in the area of the
overhang and of the rear suspension and spaced not more than 700 mm from one another as shown in
Figure 3.32).
Figure 3.32
REAR AXLE CENTRE LINE

91538
WTL = Weight of tail lift

WL = Tail lift capacity
The bending moment on the chassis can be obtained from the formulas below:
M [Nm] = WL x A + WTL x B for tail lifts without stabilisers
M [Nm] = WL x C + WTL x D for tail lifts with stabilisers
Print 603.93.431 Base - July 2006

Revi - June 2007
The bodybuilder must consider each time the necessity of using stabilisers even in those cases where merely in
terms of stress of the chassis their use may not appear to be necessary. When evaluating the need for stabilisers
in relation to the capacity of the platform, the stability and attitude of the vehicle resulting from the deflection
of the suspension during loading operations must also be considered.
The stabilisers that must be attached to the platform’s supporting structure should preferably be hydraulically
operated and must be employed during all loading procedures with the platform.
The stability of the vehicle must be verified in observance of government regulations in all operating phases of
the platform.
To compensate for the elastic give of the chassis, which is inevitable when the tail lift is in operation, the
bodybuilder may make use of reinforcement runner profiles of larger size in comparison to the one indicated in
Table 3.16.
The runner profile dimensions given in Table 3.16, apply to the rear overhangs shown. Should the latter be of
larger size, it may be necessary to consider the possibility of either installing stabilisers or larger runner profiles
(see Table 3.17).
The installation of tail lifts must be carried out with due regard for the maximum permissible weights on the rear
axle and of the minimum load established for the front axle (see point 3.2); if this should not be the case, the rear
overhang will have to be reduced.
When electro-hydraulic tail lifts are installed, it is necessary to check that the capacity of the batteries and of the
alternator is adequate (see point 2.21.6).
In the vehicles with liftable added third axles, the use of a tail lift when the third axle is lifted is only allowed using
stabilisers.
The bodybuilder will be responsible for any modification to the rear underrun guard or for installing a different
type (see point 2.25), for preserving the visibility of the rear lights, for the overhang angles, and for the positioning
of the tow hook as provided by the respective national ordinances.
If a higher strength modulus is required for the superstructure (e.g. application of bodies) use the latter for
the tail lifts too.
Base - July 2006 Print 603.93.431

Revi - June 2007
Table 3.16 - Installation of tail lifts

Tail lift capacity (kg)
base
e
g
ang
750 1000 1250 1500 1750 2000 2500 3000
m)
(mm)
m)
Overha
Wheelb
(mm
Model (1) Minimum strength modulus of subframe section Wx (cm3) to be adopted according to yield limit
of the material (N/mm2)
O
240 360 240 360 240 360 240 360 240 360 240 360 240 360 240 360
2700 1290 A A A A A A A+S E
3105 1313 A A A A A A A+S E
3330 1830 A A 16 16 21 21 A+S E
3690 1830 A A 16 16 21 21 A+S E
4185 2145 A A 21 16 21 16 A+S E
60E
4455 2280 A A 21 16 36 21 A+S E
65E
4815 2505 A A 21 16 36 21 A+S E
3690 1830 16 16 21 16 36 21 A+S E
4185 2145 21 16 31 21 46 31 A+S E
4455 2280 21 16 36 21 46 31 A+S E
4815 2505 21 16 36 21 46 31 A+S E
2700 1290 A A A A A A A+S E
3105 1313 A A A A A A A+S E
3330 1830 A A A A 21 16 A+S E
75E
75 3690 1830 A A A A 21 16 A+S E
4185 2145 A A 16 16 21 16 A+S E
4455 2280 A A 21 16 36 21 A+S E
4815 2505 A A 21 16 36 21 A+S E
3690 1830 16 16 21 16 36 21 A+S E
4185 2145 21 16 31 21 46 31 A+S E
75E/P
4455 2280 21 16 36 21 46 31 A+S E
4815 2505 21 16 36 21 46 31 A+S E
3105 1313 A A A A A A A A A+S 16+S E
3690 1830 A A A A 16 16 21 16 A+S 16+S E
80E
80 4185 2145 A A A A 21 16 21 16 A+S 16+S E
4455 2280 A A 16 16 21 16 21 21 A+S 16+S E
4815 2505 A A A A 21 16 36 21 A+S 16+S E
3690 1830 A A 16 16 21 16 36 21 A+S 16+S E
4185 2145 16 16 21 16 36 21 46 31 A+S 16+S E
80E/P /FP
80E/P,
4455 2280 16 16 21 16 36 21 57 31 A+S 16+S E
4815 2505 A A 21 16 36 21 57 31 A+S 16+S E
3105 1313 A A A A A A A A A+S 16+S E
3330 1830 A A A A A A A A A+S E
90E 3690 1830 A A A A 21 16 21 16 A+S A+S E
100E 4185 2145 A A A A A A 21 16 A+S A+S E
4455 2280 A A A A 21 16 31 16 A+S A+S E
4815 2505 A A A A 21 16 36 21 A+S A+S E
4185 2145 A A 21 16 21 16 36 21 A+S A+S E
90E/P /FP
90E/P,
4455 2280 A A 21 16 31 16 46 21 A+S A+S E
100E/P, /FP
100E/P
4815 2505 A A 21 16 36 21 57 31 A+S A+S E
3105 1313 A A A A A A A A A+S 16+S E
3330 1830 A A A A A A A A A+S A+S E
110EL 3690 1830 A A A A A A A A A+S A+S E
120EL 4185 2145 A A A A A A 21 16 A+S A+S E
4455 2280 A A A A 21 16 31 16 A+S A+S E
4815 2505 A A A A 21 16 36 21 A+S A+S E
3690 1830 A A 21 16 21 16 36 21 A+S A+S E
110EL/P 4185 2145 A A 21 16 21 16 36 21 A+S A+S E
120EL/P 4455 2280 A A 21 16 31 16 46 21 A+S A+S E
4815 2505 A A 21 16 36 21 57 31 A+S A+S E
4185 2055 A A A A A A A A A A A A E
4455 2190 A A A A A A A A A A 21 16 E
120E
0 4815 2460 A A A A A A A A 21 16 36 21 E
5175 2685 A A A A A A A A 21 16 36 21 E
5670 3000 A A A A A A A A 31 16 36 21 E
Print 603.93.431 Base - July 2006

Revi - June 2007
Table 3.16- Installation of tail lifts (continued)

Tail lift (kg)
base
e
g
hang
750 1000 1250 1500 1750 2000 2500 3000
m)
m)
Overha
Wheelb
(mm
(mm
Model (1) Minimum strength modulus of subframe section Wx (cm3) to be adopted according to yield limit
O of the material (N/mm2)
W
240 360 240 360 240 360 240 360 240 360 240 360 240 360 240 360
4185 2055 A A A A A A A A 21 16 31 16 E
4455 2190 A A A A A A 16 A 31 16 31 21 E
120E/P,, /FP 4815 2460 A A A A A A 21 16 31 16 46 21 E
5175 2685 A A A A 21 16 21 16 36 21 57 31 E
5670 3000 A A A A 21 16 21 16 36 21 89 31 E
4185 2055 A A A A A A A A A A A A E
4455 2190 A A A A A A A A A A 21 16 E
130E 4815 2460 A A A A A A A A 21 16 36 21 E
5175 2685 A A A A A A A A A A A A E
5670 3000 A A A A A A A A A A 36 21 E
4185 2055 A A A A A A A A 21 16 31 16 E
4815 2460 A A A A A A 21 16 31 21 46 21 E
130E/P,, /FP 5175 2685 A A A A A A 21 16 21 16 36 21 E
5670 3000 A A A A A A 21 16 36 21 57 31 E
6570 3500 A A A A 36 21 36 21 57 31 89 46 E
3105 1313 A A A A A A A A A A A A E
3690 1740 A A A A A A A A A A A A E
4185 2055 A A A A A A A A A A A A E
150E 4455 2190 A A A A A A A A A A A A E
4815 2460 A A A A A A A A A A A A E
5175 2685 A A A A A A A A A A A A E
5670 3000 A A A A A A A A A A 36 21 E
4185 2055 A A A A A A A A A A 21 16 E
4815 2460 A A A A A A 21 16 21 16 36 21 E
150E/P /FP
150E/P,
5175 2685 A A A A A A 21 16 21 16 36 21 E
5670 3000 A A A A A A 21 16 36 21 57 21 E
3690 1133 A A A A A A A A A A A A A A E
180E
5670 2235 A A A A A A A A A A A A 89 31 105 57
6210 2235 A A A A A A A A A A A A 89 31 105 57
6570 2775 A A A A A A A A A A A A 89 31 105 57
180E/P
5870 2235 A A A A A A A A A A A A 89 21 105 57
6210 2235 A A A A A A A A A A A A 89 21 105 57
6570 2775 A A A A A A A A A A A A 89 21 105 57
A = The reinforcing profile prescribed for the respective superstructure is sufficient (e.g. Table 3.16 for normal bodies).
(1) For models or wheelbases not included in the table, contact the local IVECO office.
S = Stabilisers must be fitted.
E = To be checked on a case-by-case basis. Send the technical documentation with the stresses and stability calculations to the appropriate IVECO
office.
Base - July 2006 Print 603.93.431

Revi - June 2007
Table 3.17 — Installation of tail lifts, maximum permitted bending moment

(subframe fixing with shear-resistant plates)
Strength modulus Wx (cm3) of subframe section
N/mm2)
16 19 21 26 31 36 46 57 89 105 119
rame
AxBxt
Model
(mm)
subfra
R0,2 (N/
Permitted static bending moment (kNm)
ML60, ML65, 240 35.7 39.4 44.2 43.5 46.8 52.6 56.4 (60.8)
172 5x65x4
172.5x65x4
ML75, ML80EL 360 44.7 50.5 52.5 54.4 (58.3) (60.1) (67.1) (74.8)
ML60, ML65, 240 39.0 42.9 47.9 46.9 50.4 56.7 (60.5) (65.0)
172 5x65x5
172.5x65x5
ML75, ML80EL 360 48.7 56.3 (59.8) (58.7) (63.0) (70.8) (75.7) (81.3)
ML80, ML90, 240 41.3 45.5 50.9 49.9 53.5 60.2 64.0 (68.4)
195 5x65x4
195.5x65x4
ML100 360 51.7 57.6 59.6 62.3 (65.6) (67.6) (74.6) (82.4)
ML80, ML90, 240 45.2 49.6 55.2 53.9 57.8 (64.8) (68.7) (73.2)
ML100, ML110EL,
ML100 ML110EL 195 5x65x5
195.5x65x5
ML120EL 360 56.5 65.1 (69.1) (67.4) (72.2) (81.0) (85.9) (91.5)
ML110EL, 240 48.6 52.2 53.3 56.9 58.2 60 65.8 72.1
195 5x65x6
195.5x65x6
ML120EL 360 67.3 72.3 73.8 78.8 80.6 83.2 41.1 99.8
ML120, ML130, 240 60,1 65,4 726 70,3 75 83,9 87.8 92.3
240x70x5
ML150 360 75.1 85.8 90.7 87.9 93.8 (104) (109.7) (115.4)
ML120, ML130, 240 65.3 70.9 78.2 75.5 80.4 89.6 93.4 98.0
240x70x6
ML150 360 81.7 93.0 97.7 94.4 (100.5) (112) (116.8) (122.5)
ML120, ML130, 240 68.9 74.6 81.9 79.0 84.0 93.4 97.1 (101.7)
240x70x6 7
240x70x6.7
ML150 360 86.1 98.0 (102.4) (98.8) (105) (116.7) (121.4) (127.1)
240 74.2 82.4 86.1 84.0 88.6 94.8 101.7 117.5
ML150 240x70x7 7
240x70x7.7
360 102.8 114.0 119.2 116.2 123.0 131.3 140.8 162.8
240 59.1 65.4 70.4 68.0 72.5 80.4 84.0 88.4 109.3 115.9 116.8
ML180 262 5x80x6
262.5x80x6
360 77.6 85.8 92.4 89.2 95.2 105.5 110.3 116.1 (143.3) (152.1) (153.3)
240 62.5 68.9 74.0 71.4 76.0 84.0 87.5 91.9 113.2 119.9 120.6
ML180 262 5x80x6 7
262.5x80x6.7
360 82.1 90.5 97.2 93.6 99.7 110.2 114.9 120.9 (148.5) (157.4) (158.3)
240 67.4 73.9 79.1 76.0 80.8 89.0 92.4 96.7 118.4 (125.2) 125.7
ML180 262 5x80x7 7
262.5x80x7.7
360 88.4 97.0 103.8 99.8 106.0 116.8 121.3 (126.9) (155.5) (164.3) (165.0)
If the height of the subframe profile has to be reduced, using shear resistant connections between chassis and
subframe, combined section profiles can be used, as shown in Table 3.16, instead of the C-profile, provided that
the flange width and thickness are not less than the corresponding values of the profile indicated in the table. The
above are general conditions which apply to the materials indicated in Table 3.18. To assess whether it is possible
to use materials with higher mechanical specifications, it is necessary to check the total resistant moment of the
chassis plus subframe.
Table 3.18 - Solutions with combined section reinforcing profiles (see Figure 3.30)
A B C D
R0,2 (N/mm2) 320 320 360 360
Maximum reduction of height of profile
40 60 100 120
(mm)
LV (see Figure 3.32) 0.50LU 0.60 LU 0.80 LU 0.85 LU
LH (see Figure 3.32) 0.60LU 0.65 LU 0.95 LU 1.00 LU
Example of combined profiles as alterna-
tive to a 250x80x8 (mm) C-profile 210x80x8 190x80x8 150x50x8+ angular element 130x50x8+ angular element
Effective height reduction (mm) 40 52 92 104
Print 603.93.431 Base - July 2006

Revi - June 2007
Vehicles for Municipal, Fire-fighting and Special Services
3.15 Vehicles for Municipal, Fire-fighting and Special Services
The range of vehicles produced by IVECO includes special versions with characteristics that make them
suitable for mounting specific bodies. If these vehicles are used for any purpose other than the intended use,
IVECO shall confirm the different tolerances and characteristics (load, performance).
Preparing municipal vehicles such as compactors, compressors or road sprinklers in many cases requires:
- Building a subframe which is particularly strong at the rear or elastic mountings at the front of the vehicle.
- Shortening the rear overhang of the chassis. When very short overhangs are required, the chassis may be
shortened immediately behind the rear spring support (or after the anti-roll bar connection in the case of
pneumatic suspension), keeping the cross member connection to the chassis intact.
- Placing the engine exhaust in a vertical position, behind the cab. In such cases adopt solutions similar to those
adopted by IVECO (see Point 2.13).
- Rearranging the rear lights.
- Fitting asymmetric rear springs.
Do not use the reverse light switch fitted on IVECO gearboxes for functions requiring
a high degree of reliability and safety (e.g. stopping engine when reversing, on vehicles
fitted for refuse collection, with personnel standing on the rear boards).
3.16 Installation of Snow-removal Equipment on Front of Vehicle
The installation of snow removal equipment on the front of the vehicle, such as blades or plows, requires
the use of suitable supporting structures and entails observance of the specifications contained in point 2.3
concerning the connection to the chassis.
Furthermore, all government requirements and regulations governing the application of this type of equipment
must be observed.
Operation and possibility to use the original components located at vehicle front (e.g. towing hook, footboard
to clean windscreen) must be safeguarded. Otherwise the company carrying out the modification must fit
equivalent systems in compliance with the safety regulations and norms.
For most of our vehicles - if used for snow removal purposes at maximum speeds of 62 kph - an increase of the
maximum permissible weight of the axle may be granted upon request.
The Manufacturer that carries out the installation must document and guarantee the observance of the requested
new weight limit.
Base - July 2006 Print 603.93.431

Revi - June 2007
3.17 Winch Installation
The winch installation on the vehicle should be positioned on one of the following points:
- On frame front end (front installation)
- On vehicle frame, behind the cab
- Between vehicle frame side member, centred or displaced on one side.
- On the end of the frame.
The installation should be performed so as not to interfere with operation of units and components of the
vehicle, with respect to max. load limits allowed on axles and following the company directions.
Fixing of the winch unit and the relevant drive components should conform to directions given at point 2.3,
ensuring that the reinforced areas are not locally limited to the mounting area (see point 2.22) taking into
consideration the rope operations and in particular, its transverse component when the pulling action is running
obliquely.
For the installation of the winch behind the cab a proper subframe must be designed to have dimensions and
structure (stiffening cross member and braces) conforming to winch capacity.
We suggest choosing those equipped with hydraulic systems that can be operated through the hydraulic pumps
already used for equipment previously installed on the vehicle (tiltable cargo body, crane etc.).
Should mechanical winches be mounted, the drive transmission will conform to the indications given at point 4.
For worm screw type winches, the power take-off system arrangement should take into account the low performance
of such a drive system.
Electrical winches should be used for low power requirements and for short periods of use because of the
limited capacities of battery and alternator.
Any safety regulations must be strictly followed.
Print 603.93.431 Base - July 2006

Revi - June 2007
Base - July 2006 Print 603.93.431

Revi - June 2007
EUROCARGO EURO 4 - 5 POWER TAKE-OFFS 4-1
4 POWER TAKE-OFFS
4.
Print 603.93.431 Base - July 2006

Revi - June 2007
4-2 POWER TAKE-OFFS EUROCARGO EURO 4 - 5
Base - July 2006 Print 603.93.431

Revi - June 2007
Index
4 Power take-offs
4.1 General specifications 4-5
4.2 Power Take-off from Gearbox 4-7
4.3 Power take-off from the transfer box 4-10
4.4 Power take-off from transmission 4-10
4.5 Power take off from engine 4-11
4.5.1 Take-off from the front of the engine 4-11
4.6 PTO management 4-13
4.6.1 Introduction 4-13
4.6.2 EDC 0 mode (run mode) 4-14
4.6.3 Configurable EDC 1, 2, 3 modes 4-14
4.6.3.1 Changing the torque curve, maximum rpm and the overrun regulator curve gradient 4-16
4.6.4 Intermediate rpm regulator 4-17
4.6.5 Standard configurations 4-19
4.6.6 Correlation between the PTO configuration and the installed power take offs 4-20
4.6.7 Engaging the power take off 4-20
4.7 Electrical system 4-24
4.8 Pneumatic system 4-25
4.9 Isochronous control of engine rpm 4-25
4.10 Multipower (power take-off from rear of engine) 4-27
Index
Print 603.93.431 Base - July 2006
Revi - June 2007
Index
Base - July 2006 Print 603.93.431
Revi - June 2007
General specifications
4.1 General specifications
Various types of power take-off can be fitted to provide drive to command auxiliary units such as tippers,
cranes, compressors, municipal vehicles, etc.. Depending on the type of use and the performance level required,
the application may be applied to:
− the gearbox (or torque distributor)
− transmission
− the front of the engine
The characteristics and performances are given in the paragraphs which follow and in the relevant
documentation which will be supplied upon request.
For the definition of the power necessary for the apparatus to be controlled, particularly when the values
requested are high, the absorbed power should also be considered during the drive transmission phase (5 to
10% for the mechanical transmissions, belts and gears, and greater values for the hydraulic controls).
The choice of transmission ratio for the power take-off should be made so that the absorption of power occurs
in a flexible engine operating range: low r.p.m. (below 1,000 r .p.m.) must be avoided to prevent irregular
running.
The amount of power drawn off can be obtained using the following ratio:
M ⋅ n⋅ i M ⋅ n⋅ i
P(CV) = P(kW) =
7026 9552
P = power drawn off
n = engine rotation speed (r.p.m.)
Mmax= Maximum torque that can be drawn (Nm)
i = gear ratio = PTO outlet revs / engine revs
Type of utilization
The values of the maximum torque that can be drawn Mmax refer to continuous utilization (up to 60’). Any
higher value for occasional utilization (less than 30’) shall be agreed upon each time depending on the type of
utilization.
In case of utilization of more than 60’, you shall consider to reduce, if necessary, the values established
depending on the conditions of use (engine cooling, gearbox, etc.).
The scheduled take-off values are also applicable for uses which do not involve large variations of torque either
in frequency or magnitude.
To avoid overloading it may be necessary, in certain cases (e.g.: hydraulic pumps, compressors) to fit devices
such as clutches or safety valves.
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Revi - June 2007
Transmissions
The kinematic forces of the transmission from the power take-off to the relevant apparatus should be
carefully considered (angles, r.p.m., torque) during the design phase and the dynamic behaviour during
operation in compliance with the transmission Manufacturer’s instructions should be respected. The
dimensions should take into consideration the forces which might occur under maximum power and torque
conditions.
To obtain a uniformity of kinetic forces angles of equal value, maximum of 7º, should be obtained at the
extremities (see Figure 4.1). Solution Z is preferred to solution W due to the lower loads on the bearings of
the power take-off and the equipment being driven. When it is necessary to obtain different spatial inclinations
(ϕ), the variations in r.p.m. should be compensated for with the arrangement of the forks shown in Figure 4.2.
For transmissions employing multiple sections, the instructions given at point 2.8.8 should be followed.
Figure 4.1
Solution Z
Solution W
91522
Figure 4.2
91523
Base - July 2006 Print 603.93.431
Revi - June 2007
Power Take-off from Gearbox
4.2 Power Take-off from Gearbox
According to the type of gearbox it is possible to draw power from the secondary shaft through flanges or
keying devices located in the rear or side part of the gearbox.
The technical characteristics necessary are given in the documentation supplied upon request for the various
gearboxes.
The types of power take-off and the torque values obtained with the ratio between the number of output
revolutions and engine r.p.m. are shown in Table 4.1.
The values refer to the conditions indicated in the table.
Higher values for occasional use must be agreed upon as each occasion arises depending on the type of use.
Check the vehicle to ascertain whether it is possible to fit a power take-off suitable to its size.
The power take-off applied to the gearbox must only be used when the vehicle is stationary and must be
engaged and disengaged when the clutch is disengaged to avoid excessive stress on the synchronisers during
gear change. For special situations when the power take-off is used and the vehicle is moving the gear must
not be changed.
For gearboxes equipped with a torque converter, the same power take- offs used for normal gearboxes are,
as a rule, used. It should be carefully noted that, when the engine r.p.m. is below 60% of the max. value the
converter will be in the phase of hydraulic r.p.m.; in this phase, depending on the absorbed power, the r.p.m.
of the power take-off is subject to oscillation despite the fact that the engine r.p.m. is constant.
Direct Application of Pumps
When the application of pumps of other equipment is carried out directly from the power take-off, without
the use of intermediate shafts and after checking that the size of the pump permits margins of safety with chassis
and engine unit (cross member, transmission shaft etc.), the static and dynamic torques exerted by the mass
of the pump and by the power take-off should be checked for compatibility with the resistance of the walls of
the gearbox.
By way of an example, the moment due to the additional masses must not adopt values of over 3% approx.
of the maximum engine torque.
Also, the value of added masses must be checked for the effects of inertia so as to avoid inducing resonance
in the propulsion unit within the normal operating range of the engine.
- When employing power take-offs the torque values established in Table 4.1
! should be respected.
- Transmission oil temperature must not exceed 120 °C during prolonged use.
Coolant temperature must not exceed 100 °C.
- Not all types of power take-off available on the market are suitable for
continuous use. When in use the specifications (working periods, pauses etc.)
specific to the power take-off in question should be respected.

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Revi - June 2007
Power take-off from gearbox data
The different types of PTO approved by IVECO are shown in the table below.
Application of a PTO after production of the vehicle will mean that it is necessary to reprogram the BC (Body
Controller), as well as requiring various modifications to the electrical and pneumatic systems. For this reason,
before applying a PTO, read the relevant paragraph carefully.
The ECU reprogramming intervention shall be carried out following the instructions included in the IVECO
manuals, Using the E.A.SY. test tool only, available at the IVECO Dealer and at the IVECO authorized
workshops, providing information related to used PTO.
The option of using a supplementary pump must be approved by IVECO and the pump must be applied by a
firm specialising in this type of operation.
Note:
The use of the MODUS station must take place after an upgrade is run using E.A.SY. software.
The option of using a supplementary pump must be approved by IVECO and the pump must be applied by
a firm specialising in this type of operations”.
Table 4.1 — PTO on gearbox
PTO PTO Direction of Description of Torque Power Weight

Gearbox Mounting Output (*)
optional PTO rotation (*) the ratio (Nm) (kW) (**) (kg)
06384 1802 Rear Rear Anticlockwise Slow 0.73 295 23 8
06392 1602 Side Rear Clockwise Fast 1.03 295 32 13
2855B.6
Anticlockwise/
06393 1702 Side Rear and Side Fast 1.41 215 32 17
Clockwise
06392 1603 Side Rear Clockwise Fast 1.05 265 29 13
2865B.6
Anticlockwise/
Clockwise
FSO
06384 2266 Rear Rear Anticlockwise Slow 0.895 400 37.5 12
5206B
FS 8309 06384 2266 Rear Rear Anticlockwise Slow 1.07 400 44.8 12
06392 1604 Side Rear Clockwise Slow 0.96 295 30 13
2870B.9
Anticlockwise/
Clockwise
Anticlockwise/
2895B.9
895 .9 Clockwise
Anticlockwise/
Clockwise
ALLISON
06392 17AI Side Rear Anticlockwise Slow 0.93 600 58.5 20
3000
(*) Looking at the PTO output from the front

(**) Power referred to a 1000 rpm speed.
All versions feature a pump.

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Revi - June 2007
Figure 4.3 - Position and output of PTO
Direction of travel
Rear
mounting
Side mounting
Direction of travel
Front output
Direction of travel
91542
Rear output

Print 603.93.431 Base - July 2006
Revi - June 2007
Power take-off from torque distributor
4.3 Power take-off from transfer box
In vehicles with integral traction (4x4) the application power take- offs on the torque distributor is possible.
The r.p.m. for this use may be chosen on the basis of the most suitable gear.
Use is permitted only when the vehicle is stationary (distributor in neutral). The specification regarding the
correct use are given in the Owner’s Manual supplied with the vehicle.
The available take-off values are given below:
Table 4.2
Power take-off
Transfer box type Optional PTO Max. capacity
Output type
(Nm)
flange ext. ∅ 90 mm
TC 700 05291 500
4 holes ∅ 8.1 mm
4.4 Power take-off from drive-line
Authorisation to fit a power take-off on the transmission downstream of the gearbox will be issued after
examination of the full documentation, which must be presented to IVECO.
The various power and torque values will be evaluated as each occasion arises on the basis of the conditions
of use.
In general the following should be noted:
− the drive take-off may be operated only when the vehicle is stationary.
− The power take-off r.p.m. is tied to the gear selected. - The power take-off must be located immediately
downstream of the gearbox. For vehicles with the transmission in two or more sec tions, the power take-off
may also be applied at the site of the flexible support included between the first and second sections (respect
the indications given in point 2.8.8).
− The angles of the transmission on the horizontal plane and vertical plane must be kept as close as possible
to the original values.
− Masses and rigidity added to the transmission must not provoke a loss of balance or abnormal vibrations
or damage to the organs of the drive transmission (from engine to axle) either during vehicle movement
or during operation with the motor running
− The power take-off must be anchored to the chassis with its own suspension.
As the transmission is is an important organ for the safety of the vehicle, modification
! to it must only be carried out by specialist companies approved by the supplier of the
transmission.
Power take-off from torque distributor

Base - July 2006 Print 603.93.431
Revi - June 2007
Power take off from engine
4.5 Power take off from engine
In general the use of these power take-offs is planned for apparatus requiring a continuous power supply.
4.5.1 Take-off from the front part of the engine
The drive take-off from the front part of the crankshaft is obtained, for limited power values to be drawn
off (e.g. air condition) by the drive belt transmission, the use of cardan shafts is normally reserved for take-offs
of a greater m agnitude (e.g. municipal use).
These uses, when not specifically planned, require complicated interventions to the front part of the vehicle,
e.g. modifications to the radiator, cab, bumpers etc. Part icular attention must therefore be paid:
− to the system composed of additional masses and relative rigidity which must be flexibly disengaged from
the crankshaft with regard to the torsional and flexional effects;
− to the additional mass values and relative moments of inertia and to the distance from the centre of gravity
of the masses from the centreline of the first main bearing which must be contained as much as possible;
− to avoiding a reduction in the radiator cooling capacity;
− to restoring the rigidity and resistance characteristics of the modified elements (cross member, bumper
etc.);
− to avoid exceeding, during extended use, temperatures of the engine cooling fluid of over 100 °C and engine
oil temperature (measured on the main duct of the pressure switch area) of 120 °C. A margin of approx.
10% should however be left. In other cases include supplementary heat exchangers.
Table 4.3 shows the values to be referred to for the take-off.
At the front part of the engine there is a pulley with a 2-groove wheel that supplies force.
The position and the size of the pulley are indicated in the following picture.
Figure 4.4 Front part
of engine
Pulley to obtain mechanical force 91605

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Revi - June 2007
Figure 4.5
91606
Table 4.3 - PTO at front of engine
Maximum inertia Maximum

Maximum take-off
Engine Engine code nmax moment (kgm2) bending moment
power (Nm)
(1) (Nm) (2)
E14, E16, E18 F4AE3481 2700 400 0.015 100
Tector
E22, E25, E28, E30 F4AE3681 2700 400 0.015 100
(1) Maximum inertia moment of rigidly added masses

(2) Maximum bending moment due to radial forces with respect to the axis of the first main bearing. Depending on the angular position which the
resulting added radial forces form with the axis of the cylinders (zero is at top dead centre and clockwise rotation), the maximum bending
moment can be multiplied by the factor shown in the table.
Multiplication factor Angular position
1 225-15
2 15-60
3 60-105
4 105-165
3 165-210
2 210-225

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PTO management
4.6 PTO management
Operations which do not comply with the instructions specified by IVECO or made
! by non qualified personnel can cause severe damage to on-board systems, effect
driving safety and good operation of the vehicle and cause considerable damage
which is not covered by warranty.
Figure 4.6
115534
4.6.1 Introduction
Two operations are required to operate a PTO:

1. Mechanical PTO engagement;
2. PTO mode to be associated to the PTO. See below for PTO mode definitions.
The expression ”PTO active” indicates that the PTO is engaged and that one of the PTO modes is active.
Otherwise, it is said that the PTO is engaged only. Actions 1) and 2) can be carried out separately, in the
sequence 1) - 2), or by means of a single control using the PTO switches on the central console in the cab (as
explained below).
In general, the PTO can be engaged by an electrical control (operated by a solenoid valve).
It is important to use the signals available on the bodybuilders connectors

! (e.g. parking brake applied, stationary vehicle signal, reverse gear not engaged) to
ensure correct PTO management and avoid possible damage to the vehicle’s
mechanisms. These signals must exclusively be taken from the bodybuilders
connections.
PTO management
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Revi - June 2007
4.6.2 PTO 0 mode (run mode)
In normal operation, an intermediate rpm ratio can be activated to a speed of 20 km/h (important note: the
speed regulator will trip at speeds exceeding 20 km/h). Press Resume on the steering wheel stalk unit to
activate. A new intermediate rpm ratio can be stored by the driver by holding the Resume button pressed for
longer (>5s). Consequently, no programming by IVECO Service is required.
The maximum number of revs that can be reached with SET+ is identical for all modes (PTO mode 0 and PTO
modes 1, 2 and 3). The idle speed rate setting range is identical for all modes.
The settings indicated in the table below must not be modified for PTO mode 0 (run mode).
Table 4.4
Button Function
Resume/OFF To switch the intermediate rpm ratio on/off. The intermediate rpm ratio is programmed by
default at 900 rpm and can be changed by the driver.
SET+/SET- To increase/decrease the intermediate rpm ratio.
Accelerator pedal Active
Maximum rpm which can be reached with SET+
NLL(1) ÷ 2700rpm (2500 rpm for engines E28)
button or accelerator pedal
Output torque Maximum specific vehicle torque
Conditions for deactivating intermediate rpm ratio - Operate brake or clutch pedal
- Activate CC OFF
- Operate engine brake
- Operate retarder
(1) NLL N° revs when idling.
4.6.3 Configurable PTO 1, 2, 3 modes
IVECO Service can program three different, independent PTO mappings (engine operation settings) in the
engine ECU (PTO). Obviously, the engine can only run according to one PTO mode at a time. The following
priority order is used to solve this problem:
− PTO mode 3: high priority
− PTO mode 2: medium priority
− PTO mode 1: low priority
− PTO mode 0: driving mode
These priorities must be taken into account during reprogramming. Problems may
! arise if the sequence is not respected and the PTO wiring may need to be modified.
Alternatively, the engine PTO ECU may need to be reconfigured, etc.
PTO management
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The table below shows the parameters that, as a whole, constitute an EDC mode. The parameters can only
be programmed using the E.A.SY. test tool available at IVECO Service.
Note:
The use of the MODUS station must take place after an upgrade is run using E.A.SY. software
Table 4.5
Parameter Possible values
Max No. of revs Nmax (with engine not subjected to load) NLL ÷ 2700 (2) (3) (2500 rpm for E28 motors)
Maximum N° of revs that can be reached with SET+, NSET_max NLL ÷ 2700 (2) (2500 rpm for E28 motors)
Engine revs increase per second with SET+ 125 / 250 / 500 / 1000 rpm
125 / 250 / 500 / 1000 U/s
Engine revs decrease per second with SET- As above
Torque limitation (3) See Table
Runaway speed regulator gradient ~2 / ~1 / ~0,65 CV / rpm (3)
~2 / ~1 / ~0,65 CV / rpm (3)
Use of the CC buttons (Resume/OFF/SET+/SET-) Enabled / disabled
Storing of intermediate speed rate Fixed (E.A.SY.)/free (driver)
TIP function, for SET+/SET- (4) Enabled / disabled
Exclusion of PTO mode using brake or clutch (5) Enabled / disabled
Accelerator pedal Enabled / disabled
Call-up intermediate speed rate stored with Resume Enabled / disabled
on enabling PTO (7)
Minimum N° of revs that can be reached with SET-, NSET_min > 500 rpm
> 500 rpm
Exclusion of PTO mode using parking brake (6) Enabled / disabled
Maximum speed of the vehicle, above which PTO mode is enabled between 2 km/h and 95 km/h
(intermediate speed rate VZDR_max)
NLL ÷ 2700 rpm (2)
Possible power take-off rate range (1)
NLL ÷ 2700 rpm (2)
Abbreviations:
NLL Idling rpm
Nmax Maximum rpm
Nres Stored rpm press Resume or activate PTO mode to recall
NSET_max Maximum rpm achievable with SET+ button identical for all PTO modes
NSET_min Minimum rpm achievable with SET
(1) The reference speed is that of the crankshaft, not the PTO. The corresponding PTO rpm must be calculated by means of the PTO reduction
ratio.
(2) The following rules refer to intermediate rpm ratio adjustment:
- Never drop under the NLL value.
- Never exceed the Nmax value.
- In general NLL = NSET_min = Nres and Nres = NSET_max = Nmax. If the latter is not true, the engine rpm is limited to Nmax.
(3) See para. 4.6.3.1.
(4) The TIP function (i.e. brief pressure on SET+/SET- toggle button for <0.5 s) is used to gradually vary the intermediate rpm regulator and the
speed regulator. The intermediate rpm regulator will be activated at speed <25 km/h; the speed regulator will be activated at speed > 20 km/h.
The speed variation of the intermediate rpm regulator steps are equal to 25 rpm for tip, which corresponds to 1 km/h for the speed regulator.
(5) Active the power take off mode is disengaged when the service brake or the clutch pedals are pressed.
disabled the power take off mode is not disengaged when the service brake or the clutch pedals are pressed.
In PTO mode 0, the power take off mode is disengaged when the service brake or the clutch pedals are pressed.
(6) Active the power take off mode is disengaged when the parking brake or the clutch pedals are pressed.
disabled the power take off mode is not disengaged when the parking brake or the clutch pedals are pressed.
In PTO mode 0, the power take off mode is not disengaged when the parking brake is engaged.
(7) Active the engine goes automatically to the chosen Nres value for that power take off mode.
disabled the engine remains at the previous rate, to reach the value Nres it is necessary to press the Resume button (pin 9 and 12
on the 20 pin connector).
PTO management
Print 603.93.431 Base - July 2006
Revi - June 2007
4.6.3.1 Changing the torque curve, maximum rpm and the overrun regulator curve gradient
The following can be limited to mechanically protect the PTO:

− Maximum engine torque to protect against overloading (horizontal section of the curve in Figure 4.7) , as
shown in Table 4.6.
Table 4.6 - Torque limitation for PTO 1, 2, 3 for E.A.SY.
POWER 95 kW 110 kW 125 kW 134 kW 154 kW 176 kW 202 kW

(129 HP) (150 HP) (170 HP) (182 HP) (210 HP) (240 HP) (275 HP)
rpm 2700 2700 2700 2700 2700 2700 2500
TORQUE 430 Nm 490 Nm 560 Nm 570 Nm 680 Nm 810 Nm 930 Nm
(44kgm) (50kgm) (57kgm) (58kgm) (69kgm) (82kgm) (94kgm)
rpm 1200 - 2100 1200 - 2100 1200 - 2100 1200 - 2100 1200 - 2100 1200 - 2100 1200 - 2100
1 level 200 Nm 200 Nm 200 Nm 200 Nm 250 Nm 250 Nm 250 Nm
Values that
can be set 2 level 250 Nm 250 Nm 300 Nm 300 Nm 400 Nm 450 Nm 450 Nm
with 3 level 300 Nm 300 Nm 400 Nm 400 Nm 500 Nm 600 Nm 600 Nm
E A SY
E.A.SY.
4 level 350 Nm 400 Nm 500 Nm 500 Nm 600 Nm 750 Nm 800 Nm
− Maximum engine rpm to protect against overrun (slanted section of curve in Figure 4.7). This limitation is
called ”runaway regulator”.
Note:
These limitations (maximum torque, intersection point, curve gradient) can be selected independently of each
other. The combination of limitations is recommended. In this case, according to the envisaged PTO use,
bodybuilders shall select the engine ratio limit (intersection point X) which must be made available to the
selected torque.
The overrun regulator trips when the engine ratio exceeds the intersection point X. Note that the reference
speed is that of the crankshaft, not the PTO. The corresponding PTO rpm must be calculated by means of the
PTO reduction ratio.
Figure 4.7
Maximum torque Curve B Curve C

[NM]
Curve A
Overrun regulator curve

gradient:
Curve A ~0.65 CV/rpm
Curve B ~1 CV/rpm
Intersection Curve C ~2 CV/rpm
point X
Rpm
[rpm] 91546
PTO management
Base - July 2006 Print 603.93.431
Revi - June 2007
Look at the example in Figure 4.7:

− Maximum engine torque 600 Nm.
− The standard operation of the PTO is 900 rpm.
− The engine rpm must not exceed 1100 rpm.
− The rpm must be determined for all of the overrun regulator slope.
The slope of the curve for the overrun regulator depends on the particular use of the vehicle. For this reason,
when stationary, it is generally sufficient for the overrun regulator to have a steep curve, whereas for the
”driving” mode, this might give rise to rapid changes in load, which may cause problems.
Power is 1100 rpm and torque is equal to 600 Nm i.e.:
P = (600Nm x 1100rpm)/9550 = 69KW = 94CV.
• The available rpm at 600 Nm can be calculated using a steeper overrun regulator (curve C; gradient
2CV/rpm):
1100 rpm - (94CV/2CV/rpm) = 1100 rpm - 47 rpm = 1053 rpm
• The available rpm at 600 Nm can be calculated by using an intermediate overrun regulator (curve B; gradient
1CV/rpm):
1100rpm - (94CV/1CV/rpm) = 1100 rpm - 94 rpm = 1006 rpm
• The available rpm at 600 Nm can be calculated by using a flat overrun regulator (curve A; gradient
0.65CV/rpm):
1100rpm - (94CV/0.65CV/rpm) = 1100 rpm - 145 rpm = 955 rpm
So, based on the example above, the number of intermediate revs, Nres, should be set to 900 rpm. This wil
then be activated automatically when the power take off mode is selected. From the example, we see the
influence of the overrun regulator. Depending on the usage, the chosen torque of 600 Nm is available up to
1055 rpm, 1005 rpm or 955 rpm.
The same is true in reverse. When the engine torque, the intersection point X and the steepness of the overrun
regulator are predetermined, it is possible to calculate the number of revs of the end speed.
The maximum rpm Nmax is a theoretical value. This is the rpm at which the ECU
! reduces the injected amount of fuel at 0 mg/stroke. Considering that all engines,
according to the rpm (engine hot and no load) need 20-30 mg/stroke of fuel to
maintain the rpm, this theoretical value Nmax is never reached. According to the
slope of the overrun regulator, the rpm actually reached is 10-40 rpm lower. You are
advised to define overrun ratio by means of practical tests if this is likely to effect the
application.
4.6.4 Intermediate rpm regulator
Maximum intermediate rpm regulator setting that can be achieved with SET+, NSET_max
The maximum intermediate rpm regulator (CC) setting that can be achieved with SET+ (CC) can be
configured. This limit is identical for all PTO modes (driving mode 0, PTO modes 1, 2 and 3).
PTO management
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Revi - June 2007
Intermediate rpm regulator priority
The maximum rpm Nmax (driving mode 0, PTO modes 1, 2 and 3) has a higher priority than the maximum
rpm NSET_max which can be achieved with SET+ as well as the stored rpm Nres.
Nmax can be programmed according to the bodybuilders requirements under PTO modes 1, 2 and 3. The
intermediate rpm Nres stored under the respective modes must be either lower than or equal to the maximum
rpm NSET_max which can be achieved with the SET+ button.
TIP function
The TIP function, i.e. brief pressure (<0.5s) of the SET+/SET- buttons, is used to gradually change the
intermediate rpm and speed regulator. The intermediate rpm regulator will be activated at speed <25 km/h;
the speed regulator will be activated at speed > 25 km/h. The speed variation of the intermediate rpm regulator
steps are equal to 20 rpm for tip, which corresponds to 1 km/h for the speed regulator.
The intermediate rpm or speed value is modified continuously by pressing the SET+ and SET- buttons for more
than 0.5s. The effective rpm and effective speed when the SET+ and SET- buttons are released and stored as
the new value.
The TIP with buttons SET+ and SET- can be deactivated. This configuration is valid for all PTO modes at the
same time (driving mode 0, PTO modes 1, 2 and 3). TIP function deactivation functionally limits the speed
regulator. Consequently, this change should be carefully evaluated before being implemented.
Note:
This function is provided for the regulationof hydraulic units.
Increasing/decreasing rpm with SET+/SET-
The intermediate rpm regulator value can be changed by pressing the SET+/SET- buttons for more than
0.5s or when the TIP function is deactivated by a certain speed (engine rpm increase/decrease per second).
The time interval for this change can be calculated using the following formula:
Time required [s] = Rpm difference [rpm/s] / rpm increase per second [rpm/s /s]
Example: take the intermediate rpm from 800 rpm to 1800 rpm using the SET+ button.
The difference in rpm is equal to 1000 rpm, consequently:
− At a speed of 125 rpm/s, the time interval is 1000/125 = 8s
Activating/deactivating the accelerator pedal
The accelerator pedal is always active in normal driving mode (PTO mode 0). The accelerator pedal can
be deactivated in PTO modes 1, 2 or 3. In this case, PTO engine regulation will ignore the accelerator pedal.
If the accelerator pedal is active, the engine rpm can be increased by means of the pedal to the maximum rpm
Nmax valid at the time.
PTO management
Base - July 2006 Print 603.93.431
Revi - June 2007
4.6.5 Standard configurations
The default settings are shown in the table.
Table 4.7
PTO mode
Mode 0 Mode 1 Mode 2 Mode 3
No enablingis Pin 17 and 16 Pin 18 and 16 Pin 19 and 16
Enabled using 21 pin connector
required connected connected connected
Maximum engine Maximum engine Maximum engine Maximum engine
Max torque
torque torque torque torque
2700 rpm
Maximum N° of revs that can be reached with SET+, NSET_max (2500 rpm for 1800 rpm 1700 rpm 1900 rpm
E28 engines)
Minimum N° of revs that can be reached with SET-, NSET_min 700 rpm 800 rpm 1050 rpm 700 rpm
2700 rpm 2700 rpm
Maximum N° of revs, Nmax (2500 rpm for 1800 rpm (2500 rpm for -
E28 engines) E28 engines)
Dependent on
Runaway speed regulator gradient ~1CV/rpm ~1CV/rpm ~1CV/rpm
nominal curve
Accelerator pedal Active Active Active Disabled
Use of the CC buttons (Resume/OFF/SET+/SET-) Active Active Active Disabled
N° revs stored, Nres 900 rpm 1100 rpm 1300 rpm 1450 rpm
”TIP” function for SET+/SET- Active Active Active Active
Maximum speed of the vehicle, above which PTO mode is
25 km/h 30 km/h 30 km/h 0 km/h
disabled, VZDR_max
Exclusion of PTO mode using brake or clutch Active Disabled Disabled Active
Call-up intermediate speed regime stored on enabling PTO mode Active Disabled Disabled Disabled
Exclusion of PTO mode (using parking brake) Disabled Disabled Disabled Active
The engine revolutions can be increased or decreased by 250 rpm using the key SET+/SET-.
PTO management
Print 603.93.431 Base - July 2006
Revi - June 2007
4.6.6 Specific indications: correlation between the PTO configuration and the installed
power take offs
There is no direct connection between the PTO and power take off mode (which can be activated using
the 21-pin connector) and the power take offs physically fitted to the vehicle. Therefore, the bodybuilder can
define the necessary connections as suits him.
This set up therefore makes it possible to use the power take off(s) with the various PTO configurations (for
example, for particular work cycles). Should a work cycle be established, for example, in which the fitted power
take off is made to operate in different conditions, then up to a maximum of 3 modes for the PTO power take
off can be used. The corresponding power take off modes must be activated from the body/ancillary at the
relevant times.
In a similar way, it is possible to correlate a power take off mode even without there being a power take off
physically fitted to the vehicle, or conversely when there is more than one fitted.
4.6.7 Engaging the power take off
The power take-offs fitted on the gearbox can only be engaged with the clutch fully pressed.
The power take-offs mode, on the other hand, can be enabled independent of the above.
With Allison Gearbox
When the vehicle has an Allison gearbox, the selection of the power take off is co-ordinated by the gearbox
central control unit. The operation uses the following procedure:
− request to engage the power take off (the gearbox central control unit checks the internal conditions so
that the operation can be effected safely: engine speed less than 900 rpm and output speed from the gearbox
less than 250 rpm);
− the solenoid valve used to engage the power take off is activated by the central control unit;
− if the power take off and handbrake are engaged at the same time, the gearbox is automatically put into
neutral, and PTO power take off mode 2 is activated;
(a relay is supplied with power, located at: the relay plate on the gearbox central control unit, found on the
rear wall of the cab);
− a check is made that the power take off is functioning safely (output speed from the gearbox less than
300 rpm).
The button for engaging the power take off is located in the central section of the dashboard.
Before engaging the power take off, the gearbox central control unit checks a number
! of parameters (engine speed is less than 900 rpm and output speed from the gearbox
is less than 250 rpm). If all the necessary conditions inside the gearbox are satisfied,
the Allison gearbox central control unit automatically engages the power take off.
The restrictions (end speed, maximum torque etc) for the PTO power take off mode
selected therefore remain valid even while the engagement takes place.
Certain values may be modified by Allison Customer Assistance, as required by the
bodybuilder.
PTO management
Base - July 2006 Print 603.93.431
Revi - June 2007
Use of the power take-off with vehicle in motion
If restrictions are not required (e.g. restrictions on torque, reduced maximum number of engine revs, etc)
when the power take off is engaged, it is not necessary to use any PTO power take off mode.
In this case, however, the engine power available for running the vehicle is reduced (given that power is being
taken simultaneously by the ancillary). This could lead to acceleration problems. In typical usages (e.g. cement
mixers, refuse collection vehicles etc) this problem can be minimised by increasing the idling speed. This
increased number of revs would, however, also then be present even when the power take off was disengaged.
In general, a reduction in the maximum torque in this field of operation would not be considered sensible.
If, however, restrictions are required (e.g. restrictions on torque, reduced maximum number of engine revs,
etc) then an PTO power take off mode should be used.
Particularly when the vehicle is operational, care must be taken to ensure that if an
! PTO power take off mode is activated, then the stored intermediate number of revs
must also be activated at the same time. This could, however, result in an unexpected
increase in vehicle speed. It is the bodybuilder’s responsibility to ensure that the
chosen solution is safe.
The engagement or disengagement of the power take off depends both on the power take off chosen and the
requirements of the bodybuilder.
Regarding vehicle operation (up to a maximum speed of 25 km/h) with an increased number of revs when the
power take off is engaged. For a range of applications, (e.g. use of a tipping body, cement mixer, refuse collection
etc) higher revs are also required during operation. This can be achieved using the following set up:
− Stored intermediate number of revs Nres: fixed programming
− Intermediate number of revs (Nres): as defined by the bodybuilder
− Disengagement of the intermediate number of revs: deactivated via the clutch or brake pedals
− Accelerator pedal: activated
− CC Buttons: deactivated
In this way, the engine can only operate again when the accelerator pedal is regulated between the stored
intermediate number of revs, Nres, and the maximum number of revs, Nmax. If VZDR-aus is ever reached,
the intermediate number of revs and therefore also the increase in revs is deactivated.
Changing the stored intermediate number of revs Nres
The intermediate number of revs can be modified separately for each PTO power take off mode.
It is necessary to distinguish between two possibilities:
1 Fixed programming (E.A.SY.)
For mode 0 power takeoff (driving mode), this mode is not available. A modification is only possible by
reprogramming the E.A.SY. test tool at IVECO Service
2. Free programming (by the driver)
To modify the intermediate number of revs, the following procedure is used:
a) select the particular PTO power take off mode whose intermediate number of revs are to be
b) set the desired intermediate number of revs using the SET+/SET- button;
c) press CC Resume for more than 5 seconds.
Note:
PTO management
Print 603.93.431 Base - July 2006
Revi - June 2007
Adjustment of the minimum number of revs that can be reached with SET-, NSET_min
The idling speed must only be set when the engine is warm. There are three stages in the process:
1) Idle running actuation
The engine must operate at idling speed.
− Actuate the service brake (until the end of adjustment)
− Press the Resume button for more than 3 seconds (and then release)
Immediately afterwards, the idling speed reduces automatically to the minimum value.
2) Modifying the minimum idling speed
It is possible to regulate the idling speed by intervals of 20 min-1 using the SET+ or SET- buttons.
3) Recording the minimum idling speed (in revs)
The speed is stored by pressing the CC Resume button again (for more than 3 seconds).
The idling speed can only be adjusted in the various PTO power take off modes which
! are used to activate the CC buttons, otherwise the regulation of the number of
intermediate revs is disengaged using the brake or clutch.
The adjusted interval for the idling speed, set at the factory, is 100 rpm. IVECO Service can increase this interval
to 200 rpm. The adjusted interval for the idling speed is identical for all power take off modes (drive mode 0
or power take off modes 1, 2 and 3).
Influence of the retarder on the intermediate number of revs
The engagement of the retarder causes the intermediate number of revs regulator to be deactivated (this
has the identical effect as pressing the CC Off button). All the CC buttons (CC Resume / SET+ / SET-) are
ignored when the retarder is engaged.
The regulator for the intermediate number of revs will not be deactivated if the
! retarder is engaged when the following combination occurs: ”intermediate number
of revs deactivated through either the brake or clutch = deactivated” and the
”intermediate number of revs is lower than 900 rpm”. When the retarder is
activated, the engine speed is instead lowered to the idling speed and all the
CC buttons (CC Resume / SET+ / SET-) are ignored. Once the retarder has then been
disengaged, the original number of revs will be restored.
PTO management
Base - July 2006 Print 603.93.431
Revi - June 2007
Influence of the exhaust brake on the intermediate number of revs
The engine brake can be activated by:

1 Pressing the engine brake pedal (on the cab’s floor).
2 Pressing the brake pedal (when the brake is pressed the engine brake is automatically activated).
3 Pressing the accelerator pedal (at idling speed the engine brake is automatically activated).
Selections can be made by means of a switch placed on the dashboard.
If the engine brake is activated in any manner as described above (2 or 3) the governor deactivates automatically.
When the engine brake pedal is pressed, the CC push button functions (CC OFF/Resume/SET+/SET-) are
disabled.
Simultaneous operation of SET+ and SET-
These functions are mutually exclusive. Should both be activated simultaneously, then for safety reasons
the CC Off button is activated immediately or after 500 ms. If, however, the buttons were pressed
simultaneously, the engine’s EDC central control unit recognises an error after 500 ms (EDC error 1.3, control
device).
Second speed limiter
This function can be activated independently of the various PTO power take off modes (driving mode 0,
power take off modes 1, 2 and 3). IVECO Service can set the value using a E.A.SY. station. The second speed
limiter is activated using a closed contact between pins 1 and 2 of the 5-pin connector.
Note:
PTO management
Print 603.93.431 Base - July 2006
Revi - June 2007
Electrical system
4.7 Electrical system
Figure 4.8
P- P-
TO TO
rear side
115614
PTO SIDE AND REAR

1. PTO Relay - 2. PTO Solenoid - 3. Switch - 4. Gearbox switch -
5. Generator - 6. MET - 7. PTO engaged signal
The vehicle’s system allows safe and reliable management of the power take-offs.
The vehicle interface connectors are as follows:
ST13 - 21 pin connector
The EM (Expansion Module) control unit allows the electronic management of the following signals:
− Brake pedal status (pressed/not pressed)
− hand brake status (engaged/not engaged)
− clutch pedal status (pressed/not pressed)
− pressure switch status (open/closed)
− transmission status (idle/forward/reverse)
− transmission position allowed
− engine speed allowed
− vehicle speed allowed
− max. coolant temperature
− Max. clutch sliding percentage
If the customer requests the Expansion Module option 4572, the control unit is already included.
The connectors in question are:
ST13 - 21 pins PTO request
ST16 - 6 pins
ST12 - 20 pins
ST60 (PTO1), ST62 (PTO2), ST63 (PTO3), 4 pins PTO IN/OUT
For PTO provision, optional kits are available : 5439, 5194, 6368, 1483, 1484.
Electrical system
Base - July 2006 Print 603.93.431
Revi - June 2007
Pneumatic system
4.8 Pneumatic system
Take air from the auxilliers circuit to power the solenoid valve.
4.9 Isochronous control of engine rate
− For vehicles featuring the Cruise Control.

It is possible to adjust the engine r.p.m. during the power take-off phase. This occurs without a reduction
in the engine r.p.m. during the take-off phase (isochronal regulation of the r.p.m.).
The regulation is carried out via the ”Cruise Control” switches as follows:
− On pressing the Resume button with the vehicle stopped, the engine rate automatically reverts to a
pre-stored number of revs Nres.
− Through the commands ”SET+ and SET-” it is possible to set the number of revolutions required.
Figure 4.9
POWER
TORQUE
RPM / 1’
PROGRAMMABLE
91523
− Activating the ”OFF” button or pressing the brake pedal, clutch pedal or engine brake, the control function
of the engine is disengaged.
Pneumatic system
Print 603.93.431 Base - July 2006
Revi - June 2007
Isochronous control of engine rate
For power take-offs where it is necessary to set the values for Nres and NSET_max and NSET_min which are
different from those already established (e.g. to avoid overrunning of the pump) the system permits the
resetting of the control unit for the new values required.
The operation is carried out at the IVECO Network Centers equipped with E.A.SY. test tools, providing
indications below:
D Type of vehicle; chassis No.
D Type of engine; Serial No.
D Nres (rpm) required
D NSET_max (rpm) required
D NSET_min (rpm) required
The system allows adjustment of Nres up to NSET_max - 50 (rpm).
Note:
Isochronous control of engine rate

Base - July 2006 Print 603.93.431
Revi - June 2007
Multipower
4.10 Multipower (Power take-off from rear of engine)
Iveco Multipower is available on E160, E180 vehicles with 6 cyl. engine 280 Hp and 300 Hp.
The maximum torque allowed is 900 Nm with a 1.29 ratio.
The total PTO features a pneumo-mechanically controlled non-synchronized coupling; switch off the engine
before making the coupling.
PTO engagement while the engine is running, can be prevented by means of the control to the PTO engaged
signaller located on the dashboard.
To start the engine there must be no torque drawing from the PTO.
PTO disengagement can also be effected while the engine is running, provided that there is no torque drawing.
The fitting of the Multipower PTO (ccp 2395) requires the Cruise Control (ccp 2463), a 90 A alternator
(ccp 6315) and a 360 cc air compressor (ccp 6319).
Figure 4.10
115536
Multipower
Print 603.93.431 Base - July 2006
Revi - June 2007
Multipower
Base - July 2006 Print 603.93.431
Revi - June 2007
EUROCARGO EURO 4 - 5 SPECIFIC INFORMATION AND INSTRUCTIONS 5-1
5. SPECIFIC
INFORMATION AND
INSTRUCTIONS
Print 603.93.431 Base - July 2006

Revi - June 2007
5-2 SPECIFIC INFORMATION AND INSTRUCTIONS EUROCARGO EURO 4 - 5
Base - July 2006 Print 603.93.431

Revi - June 2007
Index
Index
5 Specific information and instructions

5.1 Electronic system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
5.2 Bodybuilder connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
5.2.1 Inside the cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
5.2.2 On chassis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
5.3 Installing Anti-theft device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
5.4 Tail lift preporation pack - opt 4113 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
5.5 Tail lift preporation pack + 2nd ECAS remote control - opt 4115 . . . . . . . . . . . . . . . . . 5-17
5.6 FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
5.7 EM (Expansion Module) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
5.7.1 Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
5.7.2 PTO activation/deactivation conditions: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-20
5.7.3 No PTO installed or provisions for PTO: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-20
5.7.4 PTO Multipower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-20
5.7.5 PTO manual gearbox with electric engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-21
5.7.6 Allison gearbox PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-21
5.8 Chassis frame side members: Sections available from IVECO Parts Depts. . . . . . . . . . . . 5-22
Index
Print 603.93.431 Base - July 2006
Revi - June 2007
Index
Base - July 2006 Print 603.93.431
Revi - June 2007
Electronic system
5.1 Electronic system
The following shows the location of the electronic control units and connectors that can be installed on
the vehicle.
Devices or electrical circuits must not be connected directly to the control units
! described below. It is only possible to use the connectors listed in the following
paragraphs.
Figure 5.1
116425
1. Side Marker Lamp connector

2. Body Controller
3. VCM, 21-pin and 9-pin connector, ABS, ECAS, Electric mirror ECU
4. ISO couplings for trailer
Note:
Left drive shown, right drive oppersite.
Electronic system
Print 603.93.431 Base - July 2006
Revi - June 2007
Bodybuilder connectors
5.2 Bodybuilder connectors
The various connectors that can be used by the bodybuilder are described in detail in the following
paragraphs. To use the bodybuilder connectors, you must request spare part kit 2994016 comprising the female
connectors, cable terminals and protective pads.
5.2.1 Inside the cab
Figure 5.2
120177
The bodybuilder connectors ST13, ST14, ST16, ST12 are located under the panel opposite to the passenger.
Base - July 2006 Print 603.93.431
Revi - June 2007
21 pin connector (brown color): ST 13

It is located inside the cab, on the passenger side, in the electronic unit compartment. The function of the
terminals is described in Table 5.1.
Spare part Order number for male-holding coupling (AMP): 41200685
Spare part Order number for female-holding coupling (type MCP 2,8): 504163549
Note:
For inputs activated by an earth switch, the earth on the ST13 pin 17 connector must be used.
Note:
For inputs activated by a +24V switch, the socket under key switch K15 on the ST13 pin 11 connector must
be used.
Table 5.1 - 21 pin connector ST 13

Connections
Pi
Pin D
Description
i ti R
Remarks
k
Type Wire code Max. load
Close to ground = start engine
1 Engine Start INPUT 8892 10 mA (signal must be permanently active till engine starter runs)
Open wire = no action
Close to ground = stop engine
2 Engine Stop INPUT 0151 10 mA (short activation sufficient to stop engine)
Open wire = no action
3 Service brake OUTPUT 1165 200 mA +24V with service brake pressed
4 Vehicle standstill OUTPUT 5515 200 mA +24V with vehicle stationary
High side
5 Parking brake 6656 200 mA +24V with parking brake engaged
OUTPUT
6 Reserved
7 Vehicle speed OUTPUT 5540 10 mA Pulse Signal
High side
8 Engine status 7778 150 mA +24V at engine running
OUTPUT
High side
9 Gearbox neutral 8050 200 mA +24V with neutral engaged
OUTPUT
High side
10 Reverse gear 2268 150 mA +24V with reverse gear engaged
OUTPUT
11 K15 POWER 8871 3A K15
CC Set + input
12 CC Set+ INPUT 8156 10 mA Open wire = Set + not activated
Close to Ground = Set + activated
CC Set- input
13 CC Set- INPUT 8157 10 mA Open wire = Set — not activated
Close to Ground = Set — activated
CC OFF input
14 CC OFF INPUT 8154 10 mA Open wire = Off not activated
Close to Ground = OFF activated
CC Res input
15 CC Resume INPUT 8155 10 mA Open wire = RES not activated
Close to Ground = RES activated
CC OFF intermedi- Connection for CC OFF from the switch on the steering column (switch
16 OUTPUT Tbd 200 mA
ate normally closed to ground)
Print 603.93.431 Base - July 2006
Revi - June 2007
Connections
Pin Description Remarks
17 Ground POWER 0000 10A Ground
PTO mode1
18 PTO 1 sw INPUT 0131 10 mA Open wire = PTO mode 1 not activated
Close to Ground = PTO mode 1 activated
PTO mode2
PTO mode3
21 K30 POWER 7772 10 A K30
Figure 5.3
ST 13 Without Cruise Control CC OFF ST 13 With Cruise Control
Steering column switch
BB switch
BB switch
Cut off and insulate the bridge
Vehicle wiring BB switch Vehicle wiring BB switch
116639
A bridge joins pins 14 and 16 (connection traced with a broken line in Figure 5.3). If the Cruise Control is used
through external connector ST13, lithe jumper must be cut and insulated.
The signal for starting / stopping the engine requires safety devices to be fitted so that
! these operations may be performed safely, both for the operator and for the people
or property nearby.
Such devices must satisfy current legal requirements. It is the bodybuilder’s
responsibility to identify and install the relevant safety devices (for example, parking
brake on, gearbox in neutral etc), using solutions that guarantee that the function
works correctly, and using components that are certified as reliable.
Base - July 2006 Print 603.93.431
Revi - June 2007
9 pin connector (yellow color): ST 14

Spare part Order number for male-holding coupling (AMP): 41200681
Spare part Order number for female-holding coupling (type MCP 2,8): 504163547
Table 5.2 - ST14 A 9 pin connector

Connections
Wire code Max. load
2nd speed limiter activation
1 2nd speedlimiter INPUT 8223 10 mA open wire = 2nd SL not activated
Close to 24V = 2nd SL activated
2 Economy
3 Clutch status OUTPUT 9963 200 mA Ground signal with clutch pedal pressed
PTS = Programmable threshold speed
4 PTS OUTPUT 5542 200 mA
+24 V = when threshold is exceeded
Close to ground = Emergency lights on
5 Emergency Lights INPUT 1113 10 mA
open wire = no action
6 Reserved
7 Reserved
Engine speed
8 OUTPUT 5587 10 mA Pulse Signal
signal
9 K58 external lights OUTPUT 3333 5A +24 V = at vehicle lights on
6 PIN FMS optional connector (blue color, it is located near the radio): ST58
Spare part Order number for male-holding coupling: 41118323
Spare part Order number for female-holding coupling: 504163535
Table 5.3 - ST58 6 pin connector

Connections
1 K30 7777 5A K30
2 CAN H 6108 10 mA CAN H
3 CAN L 6109 10 mA CAN L
4 K15 8879 5A K15
5 Ground 0000 5A Ground
6 +12 7770 5A +12
Print 603.93.431 Base - July 2006
Revi - June 2007
EXPANSION MODULE ST16


Connections
1 Stopping brake OUTPUT 6981 tbd tbd
2 Gearbox neutral OUTPUT 6983 tbd tbd
3 Dig Input 11 INPUT 0991 tbd Digital Input
4 External Clutch OUTPUT 9995 tbd External Clutch Power output tbd
5 Reserved
6 Reserved
EXPANSION MODULE ST12


Connections
6 HS Output 5 OUTPUT 6985 tbd High side Output
16 AN IN 1 INPUT 5981 tbd Analog Input
19 Freq IN 1 INPUT 5991 tbd Frequency input
20 Freq IN 1 INPUT 5992 tbd Frequency input
Base - July 2006 Print 603.93.431
Revi - June 2007
PTO 1 4 pin optional connector: ST60

Table 5.6
Connections
Closed to ground = PTO engaged
1 Pto feed-back INPUT 6131 10 mA Closed to ground = PTO engaged
Open circuit = PTO not engaged
OUTPUT High Electric engagement for PTO
2 Pto command 9131 1.5 A
Side +24 V. Power output for valve solenoid
PTO enable signal
3 Pto enable INPUT 0391 10 mA Closed to ground = PTO enabled
Open circuit = PTO not enabled
4 Ground POWER 0000 1.5 A Ground

Table 5.7
Connections
PTO enable signal

Table 5.8
Connections
PTO enable signal
Print 603.93.431 Base - July 2006
Revi - June 2007
”Allison” 12-pin connector for RSU vehicle (Urban Solid Waste), optional (grey color): ST77
Table 5.9 - 12 pin connector ST77

Connections
Idle indicator for
1 OUT high side 145 0.5 A Idle gearbox: ground for idle engaged
Extra PTO
1st gear limitation and reserve gear inhibition
2 Switch on RSU IN 123 15 mA open circuit = function engaged
closed on line at 24V = function not engaged
3 Not enabled 142
Input for PTO switch
4 PTO enabled IN 143 15 mA open circuit = PTO not required
closed on 24 V line = PTO required
5 PTO command OUT high side 130 0.5 A PTO enabled: +24V output for valve solenoid
6 Reserved
7 Reserved
Automatic transmission idling.
Double input for Control logics ”and” with pin 9
8 IN 117 5 mA
automatic idle open circuit = function not engaged
closed on digital ground = function engaged
Automatic transmission idling.
Double input for Control logics ”and” with pin 8
9 IN 101 5 mA
automatic idle open circuit = function not engaged
Digital ground.
10 Digital ground POWER 103 To be used as return for inputs ”closed on digital ground”.
Do not connect to the negative battery or to other grounds.
11 Interval indicator OUT low side 113 0.5 A Transmission: ground for idle not engaged.
12 Reserved
”Allison” 12-pin connector for Fire Fighting vehicles, optional (grey color): ST77
Table 5.10 - 12 pin connector ST77

Connections
Idle indicator for
1 OUT high side 145 0.5 A Idle transmission: Ground for idle engaged
Extra PTO
2 Not enabled 123
Transmission idling.
Aux function interval Control logics ”and” with pin 9
3 IN 142 5 mA
disabled open circuit = function not engaged
Input with PTO switch
4 PTO enable IN 143 15 mA open circuit = PTO not required
closed on 24V line = PTO required
5 PTO command OUT high side 130 0.5 A +24V output to engage PTO by means of valve solenoid.
6 Reserved
7 Reserved
8 Not enabled 117
Control logics ”and” with pin 3
Aux function interval
9 IN 101 5 mA open circuit = function not engaged
enabled
Digital ground.
10 Digital ground POWER 103 To be used as return for inputs ”closed on digital ground”.
Do not connect to the negative battery or to other grounds.
11 Level indicator OUT low side 113 0.5 A Transmission: ground for idle not engaged.
12 Reserved
Base - July 2006 Print 603.93.431
Revi - June 2007
Fuse
Two fuses are devoted to bodybuilders in the IBC3. Their location has shown in the table below:
Position Load Description

F9 10 A K30
F15 5A K15
5.2.2 On chassis
ISO coupling connectors for trailer, two 7 pole (optional 1473) or one 15 pole (optional 2085)
Figure 5.4
1 2
117652
1. 72000 (7 pole) - 2. 72001 (7 pole)
Print 603.93.431 Base - July 2006
Revi - June 2007
Table 5.11 - Pinout of connector 72000

Pin Cable No Maximum load Description
Pin
1 0000 Earth
2 3331 Sidelights and outline marker lights — rear RHS
3 1180 - Indicator lights — rear LHS for trailer
4 1117 Central control unit connection in cab
5 1185 Indicator lights — rear RHS for trailer
6 3332 Max 10A Sidelights and outline marker lights — rear LHS
7 8890 - Power supply for solenoid valve - trailer brakes
Table 5.12 - Pinout 72001

Pin
1 0 Ground
2 Free -
3 2226 - Reversing lights
4 8890 5A Ignition (15), connected directly with fuse No. 6 of the interconnection control unit
5 Free -
6 Free -
7 2283 - Rear fog lights
or
Table 5.13 - Pin out 72010 (15 pin)

Pin
1 1180 Indicator lights — rear LHS for trailer
2 1185 Indicator lights — rear RHS for trailer
3 2286
4 0000 Earth
5 3332 Sidelights and outline marker lights — rear LHS
6 3331 Sidelights and outline marker lights — rear RHS
7 1179 Trailer stop lights
8 2226 Reversing lights
9 free
10 free
11 free
12 free
13 free
14 free
15 free
Base - July 2006 Print 603.93.431
Revi - June 2007
5.3 Installing Anti-theft device
When installing anti-theft devices you must observe the following precautions and instructions.
Type of anti-theft device:

IVECO recommends you use products that comply with the requirements requested and approved by
recognized bodies such as ANIA, TÜV, UTAC, MIRRC (Thatcham), etc.
Likewise, follow the instructions given in the Specifications issued by specialized Quality Institutions (e.g. IMQ)
at the request of Insurance Companies.
They provide information, requirements, performance of components and systems, as well as conformity
criteria.
Installation
The control devices must be positioned so they will not accidentally trigger while the vehicle is travelling
so as to avoid the hazard of it suddenly stopping.
If additional circuit breakers are installed to stop the vehicle from starting, in order to prevent them accidentally
triggering while the vehicle is travelling (with the above-mentioned consequences), it is recommended to:
− Use suitable components to withstand vibration, changes in temperature, etc.
− Make the installation in areas protected against accidental bumps caused by persons and/or property.
Installation must be made in compliance with IVECO instructions as regards the system (see point 2.21) and
the place of use (e.g. max temperatures).
Fitting anti-theft systems must not alter the functioning of systems and components such as ABS, Tachograph,
etc.
The anti-theft system must not be connected to or interface with the EDC system other than as instructed
by IVECO.
Electrical connections either before or after the EDC control unit is strictly prohibited.
Print 603.93.431 Base - July 2006
Revi - June 2007
5.4 Tail lift preporation pack - opt 4113
Vehicles with optional 4113 are equipped with specific wiring between the dashboard and the receptacle
and a switch on the instrument panel. When the switch is operated, the electric circuit connected to the tail
lift is closed. At the same time, a warning light illuminates on the dashboard and the engine cannot be started
until the switch is operated again. To complete the electric wiring to the tail lift, refer to the diagram below.
It is recommended that the above be used in conjunction with optional 6229, kit for loading gate fixing.
Figure 5.5 - Basic wiring diagram for vehicles with tail lift
86 Relais ECAS
D THRU
CONNECTOR
117653
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Revi - June 2007
Predisposition for loading gate + 2nd ECAS remote control - opt 4115
5.5 Tail lift preporation pack + 2nd ECAS remote control - opt 4115
For vehicles with pneumatic suspension (/P and /FP), it is possible to order optional 4115, 2nd ECAS remote
control (in addition to the standard remote control). The optional consists of specific wiring and of the 2nd
remote control, which can be connected near the tail lift.
Optional 4115 is available exclusively in conjunction with optional 4113 (predisposition for tail lift, see previous
paragraph).
When you operate the switch for activating the tail lift, the standard ECAS remote control is disabled and the
second remote control is enabled. Operating the switch again restores the original state.
Figure 5.6 - Basic wiring diagram for vehicles with opt 4115
TO ECAS ECU
TO CONTROL BOX
D THRU CONNECTOR
116428
5.6 FMS
The fleet management systems are integrated in the VCM.

The data, transmitted according to the FMS standard (visit www.fms-standard.com), can be acquired in real
time by an on-board computer.
As a result of processing the data, it is possible:
− to obtain information about the operating conditions of the vehicle (times, distances, fuel consumption, etc.);
− analyse the operating conditions of the engine and the use of the braking system;
− analyse the distribution of the distances travelled, speed, frequency of stops and starts.
The installation of the on-board computer, hardware and software for data processing and management is the
task of the ICT installer.
Predisposition for loading gate + 2nd ECAS remote control - opt 4115
Print 603.93.431 Base - July 2006
Revi - June 2007
EM (Expansion Module)
5.7 EM (Expansion Module)
The optional 4572, EM (Expansion Module), is available on all the new EuroCargo.
The EM control unit can be used for electrical management of the PTO and for special applications. Also
provides special gateways such as: trailer interface ISO11992-3 (TT) and CAN OPEN interface (BB in
development phase).
Diagnostics is possible via CAN line and K line.
The wiring diagram for the Expansion Module hardware is shown in Figure 5.7, and the block diagram of the
hardware structure is shown in Figure 5.8.
Figure 5.7
116698
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Revi - June 2007
Figure 5.8
116699
The EM control unit allows the PTO activation and deactivation conditions to be set.
The connections on ST60, ST62 and ST63 must be carried out by the bodybuilder so as to activate and display
on IC the activation of the PTO.
The predefined set conditions for EuroCargo Euro 4-5 are:
5.7.1 Connections
Table 5.14 - PTO mode request: ST13

PTO 1 pin 18
PTO 2 pin 19
PTO 3 pin 20
To carry out the request, close the pins on the earth of pin 17.
Table 5.15 - PTO IN/OUT: ST60 PTO1, ST62 PTO2, ST63 PTO3
pin 1 PTO feed-back
pin 2 PTO actuator (solenoid valve control)
pin 3 PTO enabling
pin 4 Earth
Print 603.93.431 Base - July 2006
Revi - June 2007
5.7.2 PTO activation/deactivation conditions:
Note:
These conditions can be modified in Customer Service.
State of brake pedal pressed/not pressed

State of parking brake engaged/not engaged
State of clutch pedal pressed/not pressed
State of pressure switch open/closed
State of the gear neutral/not in neutral/reverse
Allowed set of gears
Allowed engine revolutions
Allowed vehicle speeds
Maximum temperature of coolant
Maximum percentage of clutch slipping
5.7.3 No PTO installed or provisions for PTO:
DEFAULT CONFIGURATION
PTO options: 5439, 5194, 6368, 1483, 1484.
Only the programming of the engine revolutions by the VCM is required.
The switches select the three rpm modes:
Table 5.16
PTO 1 PTO mode 1 900 [rpm]
5.7.4 PTO Multipower
PTO option: 2395 for all gearboxes.
Note:
Table 5.17 - Activation conditions

State of engine OFF
Pressure switch closed
State of vehicle stationary
Coolant temperature < 120 [°C]
Table 5.18 - Deactivation conditions

State of vehicle not stationary (PTO3)
Vehicle speed > 25 [km/h]
Coolant temperature > 120 [°C]
Base - July 2006 Print 603.93.431
Revi - June 2007
5.7.5 PTO manual gearbox with electric engagement
PTO options: 6392, 6393, 1459, 1505, 1507, 1509, 6384, 14553, 14554 for all manual gearboxes.
Note:

State of engine ON
State of clutch pedal pressed
State of vehicle stationary

State of engine OFF
State of vehicle not stationary (PTO3)
Vehicle speed > 25 [Km/h] (PTO1, PTO2)
5.7.6 Allison gearbox PTO
Allison automatic gearbox option: 8292 (PTO included)
Note:

State of engine ON (500 < rpm < 900)
State of gearbox neutral
State of vehicle stationary or low speed (0 < v < 10 [km/h])

State of engine OFF
Vehicle speed > 20 [Km/h]
Print 603.93.431 Base - July 2006
Revi - June 2007
Chassis frame side members: sections available from IVECO Spare Parts
5.8 Chassis frame side members:

Sections available from IVECO Parts Depts.
In order to change the wheelbase or chassis frame overhang, the following sections are available from
IVECO Parts Depts.:
Table 5.23
Models Dimensions (mm) Length (mm) Part Nr.
EuroCargo 180,5x65x4 1500 1908966
EuroCargo 182,5x65x5 1500 1908967
EuroCargo 203x65x4 1500 1908964
EuroCargo 205x65x5 1500 1908965
EuroCargo 250x70x5 1500 1908962
EuroCargo 252x70x6 1500 1908963
EuroCargo 275,9x80x6,7 2000 1908958
EuroCargo 230,9x80x6,7 2000 1908959
EuroCargo 277,9x80x7,7 2000 1908960
EuroCargo 232,9x80x7,7 2000 1908961
Chassis frame side members: sections available from IVECO Spare Parts
Base - July 2006 Print 603.93.431
Revi - June 2007
EUROCARGO EURO 4 - 5 SPECIAL INSTRUCTIONS FOR EUROCARGO -SCR- EXHAUST SYSTEMS 6-1
6. SPECIAL
INSTRUCTIONS
FOR EUROCARGO
-SCR- EXHAUST
SYSTEMS
Print 603.93.431 Base - July 2006

Revi - June 2007
6-2 SPECIAL INSTRUCTIONS FOR EUROCARGO -SCR- EXHAUST SYSTEMS EUROCARGO EURO 4 - 5
Base - July 2006 Print 603.93.431

Revi - June 2007
Index
Index
6. Special instructions for -SCR- exhaust systems

6.1 General specifications 6-5
6.2 The nitrogen oxide catalytic reduction principle. AdBlue 6-6
6.3 Distribution of the ecological additive AdBlue 6-7
6.4 Distribution of the main SCR system components fitted onto the vehicle 6-9
6.4.1 Assembly and disassembly instructions 6-9
6.4.2 Operations on the AdBlue tank 6-10
6.4.3 Operations for positioning the AdBlue tank 6-11
6.4.4 Operations for positioning the Dosing Module 6-12
Index
Print 603.93.431 Base - July 2006
Revi - June 2007
Index
Base - July 2006 Print 603.93.431
Revi - June 2007
6.1 General specifications
This chapter contains important information on the -SCR- exhaust systems fitted on the EuroCargo
series.
In order to comply with Euro4 Euro5 standards, IVECO has chosen the SCR (selective catalyst reduction) system
to reduce the nitrogen oxide (NOx) emissions produced by exhaust gas.
SCR is an exhaust gas post-treatment system that uses a catalyzer which, by means of a chemical reaction,
transforms NOx nitrogen oxyde into nitrogen and water. This chemical reaction is produced by an additive called
AdBlue (a solution of urea + water)
Figure 6.1
114733
1. Pumping module - 2. Urea tank - 3. Catalyzer - 4. Dosing valve
Print 603.93.431 Base - July 2006
Revi - June 2007
The nitrogen oxide catalytic reduction principle. AdBlue
6.2 The nitrogen oxide catalytic reduction principle. AdBlue
The additive contained in a special tank is fed through a Supply Module (auxiliary module) to the Dosing
Module that injects the AdBlue into the exhaust pipe. The mixture thus obtained is then fed to the SCR catalyzer
that transforms the NOx into nitrogen and water.
Thanks to the SCR system, the particulate filter is no longer required.
Post-treatment is based on a simple principle: the chemical reaction of ammonia NH3 with nitrogen oxides NO
and NO2 produces two harmless substances: water vapour H2O and nitrogen N2.
The whole system is managed by an electronic control unit.
Figure 6.2
114734
The nitrogen oxide catalytic reduction principle. AdBlue

Base - July 2006 Print 603.93.431
Revi - June 2007
Distribution of the ecological additive AdBlue
6.3 Distribution of the ecological additive AdBlue
The ’AdBlue’ denomination is recognized internationally; it is an aqueous solution consisting of high purity
urea according to the DIN 70070 standard.
It is absolutely safe, non-toxic and non-flammable.
AdBlue manufacturers can assure the product direct distribution to the transporters with huge vehicle fleets, and
the oil companies are also planning to install AdBlue pumps close to diesel fuel pumps within a short time.
To ensure a capillary distribution and an adequate service level as of now, Iveco supplies AdBlue to its dealer
network.
Figure 6.3
114735
Figure 6.4 Figure 6.5
114736 114737

Print 603.93.431 Base - July 2006
Revi - June 2007
The on board diagnostic system checks the tank level continuously and informs the driver on the current quantity.
Figure 6.6
114738

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Revi - June 2007
Distribution of the main SCR system components fitted onto the vehicle
6.4 Distribution of the main SCR system components fitted onto the vehicle
6.4.1 Assembly and disassembly instructions
Figure 6.7
108588
LOCATION OF THE SCR SYSTEM COMPONENTS ON THE VEHICLES

1. Intake air humidity detecting sensor - 2. Pump module (Supply Module) - 3. Reacting solution tank
(water, urea: AdBlue) - 4. Catalyzer - 5. Catalyzer infeed exhaust gas temperature sensor - 6. Catalyzer
outfeed exhaust gas temperature sensor - 7. Mixing and injecting module (Dosing Module)
The instructions that follow are intended for the AdBlue injection system of the Bosch DENOX2 type,
within the SCR system.
These instructions must be complied with especially in case of modifications carried out on the chassis by
bodybuilders.
In any event, as a general rule, during assembly and disassembly of the AdBlue system components, follow the
procedures below:
- disassembly: disconnect the hydraulic connectors first and then the electric connectors.
- assembly: connect the electric connectors first and then the hydraulic connectors.
Compliance with this assembly/disassembly procedure will ensure that AdBlue does not come into contact with
the electric connectors.
Print 603.93.431 Base - July 2006
Revi - June 2007
6.4.2 Operations on the AdBlue tank
Figure 6.8
114740
As regards the AdBlue tank, ensure that:

- the tank ventilation pipe is never closed;
- after each operation, the tank contains at least 5 l of AdBlue so as to guarantee the cooling of the dosing
module;
- after each operation, the tank does not contain more than 85% of AdBlue (corresponding to the max reading
of the level sensor) with respect to the tank total volume, so as to guarantee enough room for AdBlue to
expand during freezing at temperatures below -11 °C;
- the AdBlue intake point inside the tank is always below the minimum level;
- the AdBlue return point inside the tank is always above the maximum level;
- when fitting equipment onto the chassis, there is enough room for the AdBlue fill gun to fit completely and
correctly into the tank filler.
Figure 6.9
114741
1. Tank ventilation - 2. Residual air - 3. Return line in tank - 4. Temperature sensor - 5. Tank level -
6. Inlet line in tank - 7. Tank minimum - 8. Tank heater
Base - July 2006 Print 603.93.431
Revi - June 2007
6.4.3 Operations for positioning the AdBlue tank
Figure 6.10
114742
1. H2O infeed/outfeed connectors for AdBlue heater - 2. AdBlue infeed/outfeed connectors
The AdBlue original pipes and those for the heating H2O recirculation system CANNOT be shortened or
lengthened.
The temperature and level sensors are connected to the DCU (Dosing Control Unit); the level sensor is specific
to each type of tank, therefore its dimensions cannot be modified.
As regards the AdBlue piping connecting the tank, the supply module and the dosing module, ensure that:
- the piping connecting the AdBlue tank and the supply module (inlet line and return line) are max 5 m long
and have in all conditions a maximum pressure drop of 100 hPa;
- the piping connecting the supply module and the dosing module (inlet or pressure line and return or cooling
line) are max 3 m long and have in all conditions a maximum pressure drop of 100 hPa.
Print 603.93.431 Base - July 2006
Revi - June 2007
6.4.4 Operations for positioning the Dosing Module
If the dosing module needs to be repositioned, some important precautions must be taken in order to avoid
excessive temperatures (if it were positioned on the top) or deposits (if it were positioned on the bottom:
Figure 6.11
114743
STRUCTURE OF THE MEASURING MODULE

1. Heatshield - 2. Temperature sensor - 3. Valve holder - 4. AdBlue connectors - 5. Dosing valve -
6. Cooling adapter - 7. Insulation
A diffuser is fitted inside the exhaust pipe, therefore the relative pipe tract CANNOT be modified.
Figure 6.12
114744
Base - July 2006 Print 603.93.431
Revi - June 2007
Figure 6.13
114745
1. Mixing length - 2. Dosing Module position: -45° / 180° - Exhaust pipe low in at catalyst
Pump module description:
Figure 6.14
108128
1. AdBlue return pipe 1 tank - 2. AdBlue return pipe from dosing module - 3. AdBlue solution outlet -
4. AdBlue solution inlet -5. Electric connection - 6. DCU control unit connector -7. Filter -8. Pre-filter
Print 603.93.431 Base - July 2006
Revi - June 2007
The positions of the main components are shown in Figure 6.15

Figure 6.15
Configuration summary
114746
Figure 6.16
114747
- position of the tank above the pumping element - max height difference 1m, from the highest point of the
pipe connecting the tank
- position of the tank below the pumping element - provide for a max height difference of 1 m from the
entrance of the liquid intake pipe.
Base - July 2006 Print 603.93.431
Revi - June 2007

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EUROCARGO

B.U. TECHNICAL PUBLISHING

Publication Edited by:

Danger for persons

Danger of serious damage for the vehicle

Print 603.93.431 Base - July 2006

Base - July 2006 Print 603.93.431

1.1 Aim of bodybuilders instructions

Aim of bodybuilders instructions

1.2 IVECO “no objection” for changes and fittings

Aim of bodybuilders instructions

1.5 Request for a “no objection”

1.6 IVECO technical documents available by means of computer

The following technical documents are available on the Internet at www.thbiveco.com:

1.7 Trademarks and Logos

1.8 Legal Provisions

1.9 Prevention of accidents

1.10 Choice of material to use: Ecology - Recycling

1.11 Vehicle delivery

Prior to delivering the vehicle, the body builder shall:

1.12 Vehicle names

Range Model Cab Engine power Version Suspension

ML = EuroCargo EURO 4-5 R = Drawbar S = Mechanical

Print 603.93.431 Base - July 2006

Base - July 2006 Print 603.93.431

2.10.5 Centre Axle Trailers (Rigid Towbar) 2-34

2.21 Changes to the electrical system 2-69

General instructions for chassis modifications

2.1 General instructions for chassis modifications

Particular attention must be given to the following points:

General instructions for chassis modifications

Protection against Rust and Painting

2.2 Painting and Protection against Rust

2.2.1 Original components

Table 2.1 - Protection classes

Protection against Rust and Painting

Table 2.2 - Painted parts

(1) = Cycle for two-coat preparation.

Protection against Rust and Painting

Table 2.3 - Various unpainted and/or aluminium parts and components

2.2.2 Added or modified painted parts

Table 2.4 - Added or modified painted parts

Table 2.5 - Added or modified unpainted and/or aluminium parts

Protection against Rust and Painting

Protection against Rust and Painting

Drilling the Chassis

2.3 Drilling the Chassis

Position and Size

Drilling the Chassis

2.4 Screws and nuts

Table 2.6 - Classes of resistance for screws

2.5 Characteristics of the material to be used when modifying the chassis

Table 2.7 - Material to be used to modify the chassis

Drilling the Chassis

Table 2.8 - Chassis section and thickness measurements