General bodywork recommendations 2

Contents

DEALER/BODYWORK BUILDER DRILLING HOLES ...................................... 23

LIABILITY ..................................................... 2
Bolted joints ............................................. 23
INTRODUCTION ........................................... 3 Comparison of tight-fit bolt/
Chassis classification ............................... 3 friction joint. ............................................. 23

ADR adaptation .......................................... 4 Tightening torques: ................................. 24

Factors to consider for bodywork ............ 5 WELDING GENERAL ................................. 25

SAFETY INSTRUCTIONS ............................ 6 Risk of fire in noise insulation............... 25

Risk description ......................................... 6 Electric welding ....................................... 25

Raised vehicles or bodywork ................... 6 Welding up holes ..................................... 26

Cab tilting ................................................... 6 Working with frames of high tensile

steel = F950 50 ........................................... 27
Inadvertent starting of electric
motors etc. ................................................. 7 AUXILIARY FRAME FOR BODY ................ 28
Refrigerant in cooling system .................. 7 Auxiliary frame design ............................ 28
FORCES AND MOVEMENT IN CHASSIS Sizing the auxiliary frame ....................... 28
FRAME AND BODYWORK .......................... 8
Front end of subframe............................. 29
Static forces ............................................... 9
Crossmembers ........................................ 29
Dynamic forces .......................................... 9
Rear part of subframe as a closed box
Lateral forces ........................................... 10 section. ..................................................... 29
Torsional forces ....................................... 11 Diagonal stays ......................................... 29
Stress distribution in chassis frame Sizing and material grade ....................... 30
members................................................... 12
TRANSFERRING BODY FROM AN
Vibration that causes discomfort ........... 13 OLDER SCANIA ......................................... 30
Bouncing .................................................. 15 ATTACHMENT ............................................ 31
Chassis frame vibration .......................... 16
MOUNTINGS .............................................. 32
CHASSIS DATA FRAMES .......................... 18 Front section ............................................ 32
HOLE PATTERNS ....................................... 20 Torsionally rigid body .............................. 33
BATTERIES ................................................ 21 Extra torsionally rigid body .................... 34
Checking the electrolyte level of the Rear section ............................................. 35
batteries.................................................... 22
BODY SENSITIVE TO FRAME FLEXING .. 36
Boost charging ........................................ 22
FITTING BODYWORK ................................ 37

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 General bodywork recommendations 2

DEALER/BODYWORK BUILDER LIABILITY

It is important that both Scania’s bodywork recommendations and
legal requirements are complied with when building bodywork and
modifying Scania chassis.
The dealer/bodywork builder is responsible for supplying the
customer with the necessary instructions concerning operation and
maintenance of the bodywork and is also responsible for chassis
modifications.
Trucks equipped with some form of machine (crane, tailgate lift, etc.)
which are intended to be used in an EU or EFTA country must
comply with the requirements of EU machinery directive 98/37/EC
in addition to these instructions. It is therefore the bodywork
builder who is responsible for the activities and documentation that
are required to ensure that the complete vehicle can be CE marked
in accordance with the machinery directive.
When selling a complete vehicle, it is the vendor who must
guarantee to the customer that the bodywork has been carried out in
compliance with Scania’s bodywork recommendations.
When carrying out any bodywork construction which is not
described in the recommendations, the Scania authorized importer
or dealer should be contacted in plenty of time for advice about
suitable designs before work is started.
See also the ”Liability” section in chapter 0 ”General”.

2 © Scania CV AB 2003
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INTRODUCTION
Chassis classification

Our chassis have the designations L/D/C/G for diffe-

rent types of transport areas.
Further information about designations is given in the
”Type designations” section in Chapter 0 ”General”.

Chassis class L D C G

Distance driven: Long Short Short Long

General Driving
Normal Light Difficult Difficult
characte- conditions:
ristics Max. GTW: 60 tonnes 36 tonnes >60 tonnes >60 tonnes

Axle weight: Legal Legal Max. technical Max. technical

Normal, Low,
Chassis height: Normal, Low Normal, High Normal
Extra low
F950/F950 50
Frame: F800/F950 F800/F950 F950/F958
Chassis F958

Chassis Tractor (A) Tractor (A) Tractor (A) Tractor (A)

adaptation Truck (B) Truck (B) Truck (B) Truck (B)

Cab Cab type: CP/R/T CP CP/R/T CP/R/T

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 General bodywork recommendations 2

ADR adaptation
ADR is an abbreviation of ”European Agreement
concerning the international carriage of Dangerous
goods by Road”.
For further information, contact Scania’s importer
or the responsible authority in the country
concerned. Scania can supply certificated chassis in
compliance with the ADR agreement.
An ADR-equipped vehicle from Scania differs from
other vehicles in that it can be fitted with the
equipment listed below. The level of equipment
depends on the vehicle classification.

- ADR battery disconnector with control in the

cab. With make and break function for all
markets except France, which only has a break
function.
- Reinforced eleectrical system behind the cab.
- Shielding of hot surfaces.
- Auxiliary brake.
- Auxiliary heater, ADR adapted.
- Sealed rear lights, bogie lifting box and junction
box.
- Electrical sealed hitching devices for trailer.
- Tachograph with current limiter.
- Certificate number on approval plate located
adjacent to the type plate.

The certificate does not cover bodywork, semitrai-

ler or trailer. These must be inspected and approved
individually.

4 © Scania CV AB 2003
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Factors to consider for bodywork

Check that the chassis has the specifications

required for the design.

Regular inspection and maintenance work on the

chassis must not be prevented by the bodywork.
a = Min 400
It must not be difficult to lift engine, gearbox, axles
etc. in and out. Remember to leave space for raising
the cab.
a
The functionality and quality of the chassis
components must remain unaffected after mounting
of the bodywork. a

Work on the steering and brake systems, not

covered in the bodywork manual, should be
approved by Scania before being carried out.

The difference between wheel load on the left-hand

and right-hand sides on each axle should not be
greater than 3% of the total axle weight. Uneven

26:5021
load will cause the vehicle to lean.

To ensure good steerability, at least 20% of the net Hatch in floor above gearbox on fixed bodywork
vehicle weight should be over the front axle unless
otherwise prescribed by legal provisions in the
country concerned.

In trucks with air suspension e.g. tipper trucks, crane

trucks, dumpers etc., extra care must be taken when
load handling. When load handling with tippers and
dumpers, the bogie air bellows must be vented of air.
For crane trucks, see the instructions in Chapter 7.

Stability tests of long-platform tipper trucks are a

requirement in certain countries. See also Chapter 5.

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 General bodywork recommendations 2

SAFETY INSTRUCTIONS
Risk description
This section is intended to provide general informa-
tion about the risks when working with truck
chassis and how these risks can be avoided.

Raised vehicles or bodywork

Risks Protection against dropping vehicles or
components.
Mechanical or hydraulic lifting mechanisms can tip
Use stable axle stands, checking that
and can also be lowered due to malfunction or
the surface underneath is suitable.
unintentional operation. Falling objects can cause
Use reliable struts and secure with
crushing injuries.
ordinary catches.
Safety precautions
Do not crawl under a vehicle which is only
supported with a jack.

Use axle stands, checking that the surface

underneath is hard and level.

Before starting work under a raised platform or

other load lift, fit a support. Ordinary catches
should also be used.

Cab tilting
The cab should normally be pumped up and tilted
to its end position and secured in place with a
support.
For certain types of work the cab can be tilted only
partially. An adjustable or shorter supporting strut is
then require to secure the cab. Never work under a
cab that is not secured.

Vehicles with air suspension

Always support the chassis using axle stands.
The air pressure in the suspension bellows can be
vented and the chassis can drop.

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Inadvertent starting of electric motors etc.

Starter motor
If a gear is engaged and the starter motor switched Protection against inadvertent
on, the vehicle starts to move. It is extremely starting of electrical devices
difficult to stop the truck, especially if the cab is Be aware of the risks.
raised. The engine may start and the truck continue Disconnect to the batteries when
to move. necessary.
If the front axle is raised, the axle stands will tip
and the front of the truck will fall.
Safety measures
Disconnect the negative lead from the battery.
If power is required in the electrical system,
connect a fused cable (8A) between the battery
terminal and cable.
Be sure to grease and tighten any cable terminals
that may have been disconnected.
This action also decreases the danger of burning or
fire caused by current from the batteries.
Be sure to grease and tighten any cable terminals
that may have been disconnected.
Other electrical apparatus
Disconnecting the battery is a good safety
procedure to avoid accident by inadvertent starting.

Refrigerant in cooling system

Refrigerant is used in various cooling systems e.g.
vehicle air conditioning
Risks
The refrigeration system is pressurized. Refrigerant
which leaks out can cause frost bite.
If any leaking refrigerant is heated by the flame
from a welding torch or a cigarette etc., it is
extremely dangerous to inhale.

Warning
There must be no welding, smoking or
heating if there is refrigerant in the air.
The refrigerant generates an extremely
toxic gas when it is heated.
26:2013

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 General bodywork recommendations 2

Safety precautions
To minimize the risk of leakage, always use special
equipment when discharging or charging a
refrigeration system.
Work on the cooling system must
Never break any connections in the refrigeration be carried out in compliance with
system without first discharging the system or national regulations.
reducing the pressure.

Before carrying out work on Scania air

conditioning, always refer to Group 18 of the
workshop manual.
Warning
Always wear protective clothing when
working with refrigerant.

Warning
The compressor lubrication oil plug
must NEVER be unscrewed if there is
refrigerant in the A/C system. Warning
Oil and refrigerant will then spray out. Seek immediate medical attention if
the refrigerant gets into the eyes.
DO NOT RUB

FORCES AND MOVEMENT IN

CHASSIS FRAME AND BODYWORK

While driving, the chassis frame and body are

exposed to static and dynamic forces.

8 © Scania CV AB 2003
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Static forces
Static forces are caused by the mass (dead weight)
of the truck and its payload. When stationary, the
truck is only subjected to static forces. The stresses
caused by these static forces can be calculated for
different truck and body types.

The figure illustrates that an auxiliary frame is

required to distribute the load evenly across the
chassis whenever the chassis frame carries a point
load such as that applied by the fifth wheel.
With low payloads and good driving conditions, the
auxiliary frame can be replaced with angle brackets
for the fifth wheel mounting plate.

Dynamic forces
Dynamic forces arise while driving and are largely
due to shocks from the road surface. The
magnitude of these forces and their effect depends
on factors such as road speed, the nature of the
road surface and, to a very large extent, on the
chassis selected and on the design of the body.
A minor change in one of these factors can
completely change the effect. When there are
dynamic forces, resistance to fatigue is extremely
important. Therefore, the calculation and The magnitude of dynamic forces is dependent
estimation of dynamic forces depends on the on factors such as road speed and the nature
conditions in each individual case. of the road surface.

© Scania CV AB 2003 9
 General bodywork recommendations 2

Lateral forces
The chassis frame may be subjected to large lateral
forces. This applies particularly to trucks with a
long wheelbase, bogie trucks and trucks with a long
rear overhang used for towing a trailer.

A truck with an extremely long wheelbase must

have particularly high lateral rigidity. If rigidity is
insufficient, the truck will ”snake” while travelling.
In addition to wheelbase, rigidity in the chassis
frame also depends on the body.
Crossmembers that prevent lateral displacement of
the chassis sidemembers in relation to one another
improve the rigidity of the chassis frame.

Bogie trucks are subjected to high lateral forces

when cornering. This applies mainly on sharp
corners on surfaced roads or on rutted surfaces at
high axle loads. The cause of this is the bogie
striving to travel straight ahead even when the front
wheels are turned.

Lateral forces during cornering.

When a truck is towing a trailer, lateral forces will
occur in the rear overhang during cornering. An
underslung crossmember for a tow hitch also
induces a certain amount of torsion in the rear
overhang. A trailer gives rise to vertical bending
forces in the rear overhang, particularly when
braking.

To ensure strength and rigidity in the rear overhang,

26:2020

it should be equipped with a sufficient number of

crossmembers. If the rear overhang is extremely
long, diagonal reinforcing stays may also be
advisable. The requirements for crossmembers and
diagonal stays depend on the length of the rear
overhang and also on the strengthening effect of the
body on the rear overhang as well as the
requirement for any towing equipment. Lateral forces in rear overhang.

10 © Scania CV AB 2003
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Torsional forces
When driving on uneven road surfaces, the chassis
frame is exposed to large torsional forces. The
front section behind the cab is torsionally flexible,
while the rear section at the rear axle or bogie is
torsionally rigid.

This torsional flexibility provides the chassis with

good mobility at the same time as ensuring
adequate strength.

Torsional flexibility is achieved by designing the

sidemembers and crossmembers as U-sections and
Twisting of the chassis frame.
securing them to one another so that the torsional
flexibility of the open U-sections is not limited.

Crossmember attachment to sidemember.

Heavy components such as fuel tanks and

compressors, mounted on the chassis frame
members give rise to high torsional forces.
Twisting of the side members is prevented by
additional crossmembers or stays.

Torsional force in chassis frame sidemember.

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 General bodywork recommendations 2

Stress distribution in chassis frame

members

The forces acting on the chassis frame give rise to

tensile and compressive stresses in the chassis
frame members.

26:2024
Vertical deflection gives stress distribution as
illustrated in the figure.

The arrows on the member show the magnitude and

the direction of stress. Stress is greatest in the
flanges and tapers off towards the symmetry line of
the member, where stress is zero. Above the Stress distribution caused by vertical bending.
symmetry line, the member is exposed to tensile
stress and below it, it is exposed to compressive
stress.

In the case of horizontal deflection, stress distribu-

tion is as illustrated in the figure.

Stress is greatest at the free edge of the flange.

Stress tapers down to zero at the symmetry plane.
On this side of the plane, the member is exposed to
compressive force.

The frame members are exposed to vertical and

horizontal deflection at the same time. The stresses
from both these deflections are added together. In
addition, the frame members are exposed to
twisting.
Stress distribution caused by horizontal bending.
The figures show that the flanges, especially the
free edge of the flange, are exposed to the highest
stresses. This means that this part is especially
sensitive to damage such as cracks and slag
inclusions in welds.

See also the ”Welding, general” section as welding

could seriously reduce the useful life of the frame
members.

12 © Scania CV AB 2003
 General bodywork recommendations 2

For this reason, all attachments of bodywork and

components to the chassis frame should be made
with bolted joints in the sidemember webs. The
figure shows the stress distribution in a member
which has a hole in the web and is subjected to a
horizontal load.

26:2026
In order to restrict stress concentrations in the web,
holes should be drilled at a certain minimum
distance from the flange and with a certain spacing,
see section entitled ”Drilling holes”.

Horizontal deflection of member with

a hole in the web.

Vibration that causes discomfort

Vibration that causes discomfort may occur in the

form of bouncing or chassis frame vibration.
These can be divided up as follows:

Vibration due to unevenness in the road surface.

Disturbance then arises in the suspension system
which is not capable of absorbing and damping the
disturbance.

Individual bumps in the road surface which cause

parts of the truck construction to oscillate.

A cause of vibration with a particular frequency

which forces parts of the truck to oscillate with the
same frequency.

A source of vibration at a particular frequency that

coincides with the natural frequency of some part
of the vehicle which then starts to oscillate at the
same frequency (resonance). This type of oscilla-
tion requires very little energy.

Both bouncing and chassis vibration are caused by

the same impulses, that are transmitted in different
ways via the chassis frame to the cab. Oscillation
impulses are caused by radial and/or axial run-out
of the wheels.

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 General bodywork recommendations 2

Radial run-out of the wheels

Radial run-out is caused by force eccentricity in the
tyres or the geometrical eccentricity of the tyres
and/or wheels. Radial run-out may also be caused
by damage to the tyre or wheel.

Force eccentricity means that the tyre is

compressed by different amounts around its
circumference. This can be due to small variations
in the rubber or carcass or manufacturing faults.

Force eccentricity cannot be measured and is

therefore an unknown quantity. The geometrical
eccentricity of the tyre and wheel can be measured
using a dial gauge.

Axial run-out of wheels

All wheels have a certain amount of run-out. There
is no specific limit for how great run-out can be. Radial run-out Axial run-out
This is due to the fact that different bodies make (mm) measured (mm) measured
the chassis and body unit more or less sensitive to on tread on sidewall
the magnitude of run-out. The adjacent values Front
1 4
should be considered as guidelines for bodies wheels
which are sensitive to vibration that causes Rear
1,0 - 2,0 4
discomfort. wheels

Wheel run-out causes oscillation in the chassis.

These oscillations may be vertical and/or horizontal
depending on the run-out. When driving on a level
road surface, the oscillation inducing impulses may
be as shown in the figure.

Oscillation impulse on level road surface

When driving on an uneven road surface, the
oscillation pulse has a different and irregular
appearance.

14 © Scania CV AB 2003
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Bouncing
Vibration-inducing pulses that give rise to
bouncing are transmitted directly to the cab
through the springs and chassis frame. Each pulse
from the wheels causes one vibration cycle in the cab.

Bouncing occurs throughout the entire speed range.

The higher the speed the higher the frequency
(more frequent vibration). The amplitude (size) of
the vibration in the cab is not affected by speed.
However, the amplitude of the vibration may seem
to vary depending on how one is affected by the
frequency.

In the more majority of cases, bouncing is caused

by radial run-out of the wheels which gives rise to
vertical vibration-inducing pulses. If the pulses Vertical vibration-inducing pulses from
originate from the front wheels, vertical oscillation the front wheels.
is experienced.

If the vibration-inducing pulses come from the rear

wheels, vertical vibrations will be experienced with
some fore-and-aft movement, see figure.

Note that the amplitude of the vibration increases

the shorter the wheelbase is.

In the majority of cases, only one wheel causes the

bouncing, this gives the impression of a slight
twisting of the chassis.

In most cases, the suspension is less important as it

is not affected by the vibration. The vibration-
inducing impulse is transmitted directly to the
chassis.
Vertical vibration-inducing pulses from
The only way to reduce bouncing is to decrease the rear wheels.
radial and/or axial run-out in the wheels.

© Scania CV AB 2003 15
 General bodywork recommendations 2

Chassis frame vibration

If a mass is subjected to oscillation which has the
same frequency as the natural frequency of the
mass, resonance occurs. Chassis frame vibrations
are a result of resonant vibrations in the chassis/
body unit, with the oscillation originating from the
wheels. Chassis frame oscillation causes discomfort
if the amplitude (size) of the oscillation is sufficient
and damping is insufficient.

As a general rule, natural frequency is between 6.0

and 6.5 Hz. At a speed of 70 km/h, run-out on one
wheel will cause oscillation of this frequency,
which makes the speed range around 70 km/h
critical. Chassis frame oscillation can also occur at
half this speed, i.e. 35 km/h.

Chassis frame oscillation means that vibration from

the wheels is too great in relation to the chassis/
body unit. Start by checking the run-out in the
wheels. If run-out is acceptable, examine the
chassis/body unit as follows:

1 Check that the tyres are undamaged.

2 Measure radial and axial run-out of all wheels.
3 Check that the body is designed as per body-
work recommendations and carefully check:
- The location of the first body mounting
- The type of mounting at the front and rear of
the body
- That bolted joints are securely tightened
4 Test drive the truck and note:
- Speed range within which vibration occurs
- How payload affects vibration and what
effect the centre of gravity of the load has
- What effect the trailer or semi-trailer has
- What effect raising or lowering the tag axle
has on 6x2 trucks
- What effect bodywork mounting has on the
vibration. Release the mountings to relieve
possible stresses

16 © Scania CV AB 2003
 General bodywork recommendations 2

In the majority of cases, the suspension has no

influence as oscillation is transmitted directly to the
chassis.

Rigidity
Rigidity has a large effect on the tendency of a
system to oscillate. It is obviously more difficult to
cause a rigid construction to oscillate than a
flexible one.
As rigidity increases, the natural frequency of a
certain part of the bodywork and truck increases. It
is preferable for the natural frequency to be so high
(>25 Hz) that vibration cannot cause discomfort.
A rigid construction does not allow such large
oscillation, which is a good thing.
This should, however, not be confused with a
spring which is intended to isolate a moving part
from the rest of the construction.

Damping
Without integrated damping, the truck would
oscillate uncontrollably. In addition to dampers
which are fitted to the system, there is also friction
damping at all points where surfaces move in
relation to each other. This friction damping which
arises where there is relative movement increases
with movement and friction. There is a large range
of possibilities to create damping in bodywork.
The most effective damping is achieved through
the relative movement between the main frame and
the auxiliary frame.

© Scania CV AB 2003 17
 General bodywork recommendations 2

CHASSIS DATA FRAMES

The chassis frame range consists of three frame sections. These are built around an 8 mm and 9.5 mm
thick main section. In certain trucks, the latter is reinforced with an 8 mm thick inner frame. Section,
vertical resistance to bending and weight are given in the summary below.
The height of the chassis frame side members is the same along their entire length, with the exception of
4x2EB and 6x2/4LB.
The front part of the side members is angled 27° outwards relative to the longitudinal axis of the vehicle.
The transition from the parallel to the angled part of the side member is always located 2055 mm behind the front axle.
The width of the frame (at the parallel part) is 770 mm measured between the outer surfaces of the webs
on both frame side members.
The inner frame on F958 frames always starts 535 mm behind the front axle. It terminates behind the
front driving axle between 1625 and 1962 mm. This varies slightly, depending on configuration and the
distance between axles.
The inner frame starts 535 mm behind the front axle and continues past the rear axle or bogie section. The
inner frame always stops 1962 mm behind the front driving axle.

Frame type F 800 F 950 F 950 50 F 958

8 9,5 9,5 9,5

Frame 270 270 270 270

member
section

R24 R24 R24 R24

90 90 90 90

Area cm2 33,6 39,4 39,4 69,3

Flexural
resistance
in vertial plane 250 287 287 468
per member
WX (cm3)
Moment of
inertia in
vertical plane 3367 3881 3881 6321
per member
IX (cm4)
Weight per
member and 26,4 30,9 30,9 54,4
metre (kg)
Minimum
yield limit 400 400 500 400
N/mm2
18 © Scania CV AB 2003
 General bodywork recommendations 2

This is not a recommendation for subframes or other

attachments for the bodywork but merely information
about the materials that SCANIA uses. It is up to the
bodywork builder himself, taking stresses and opera-
ting conditions into consideration, to assume
responsibility for those parts which together with the
chassis constitute a complete truck. The materials
used for frame members and crossmembers are
included in SCANIA standard STD 755. The material
is hot-rolled structural steel with a carbon content of
less than 0.2% and a hardness below 200 HV.

- The bending radius of the material varies between

0.3 x t and up to 2.0 x t for 180° bends.
- The material has good welding properties.
- Impact strength down to -40° does not go below
18 (J).

The tensile strength and chemical composition values

given for strength classes 32 to 40 are based on
SS-EN 10149-2.

The strength classes are not suitable for hot-dip

galvanizing due to excessively high silicon content.

Strength Wall Tensile strength Chemical composition

class thickness max. %
mm Yield Ultimate Elongation
limit breaking A5 min.
REH strength % C Si Mn P S
min Rm
N/mm2 N/mm2
28 1,8-16 280 350-470 28 0,12 0,40 0,80 0,025 0,020
32 1,8-16 315 390-510 24 0,12 0,50 1,30 0,025 0,020
40 1,8-16 420 480-620 16 0,12 0,50 1,60 0,025 0,015

Two materials are used for frame side members over

and above this.
The yield limit requirement for these lies between 400
and 500 and between 500 and 600 REH N/mm2.
These materials have a carbon content of up to 0.2%,
a minimum elongation of 21% and an impact strength
at -40°C of min. 18 (J).

© Scania CV AB 2003 19
 General bodywork recommendations 2

HOLE PATTERNS
Scania chassis frames can be ordered with X = measured from the first
predrilled hole patterns and/or prefitted body adap- driving axle ± n x 60
tation brackets ex works. The hole patterns are
arranged as shown in the figures below, their
lengthwise location depending on wheel con-
figuration, etc. The lengthwise location of the hole
patterns is described in Chapter 14 ”BWA”, sections
”Ordering BWA”, ”Body adaptation brackets and
holes”.

In the front part of the chassis frame the hole

pattern is adapted for flexible attachment with two
holes. In the centre and rear part the hole patterns
have four holes for rigid attachment. At the extreme
rear over the draw beam a horizontal row of holes Attachment plate in combination with draw beam.
with 60 mm c-c and 39 mm below the top of the
frame can be ordered.
See Chapter 14 ”BWA” section ”Body adaptation
brackets and holes”.

Measured from center

Bracket
line, front axle

Top edge of frame

60 60
20

Hole ∅ 14,5

25
(150)

50
26:104

Dimension from centre of rear

axle (centre 1st rear axle)
Bracket

Top edge of frame

60 60
20

Hole ∅ 14,5
25 100
(150)

140
26:103

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BATTERIES
To ensure that the batteries do not risk permanent
damage during bodywork mounting or other service
work, they should be looked after as described in the
following.

If charging status drops below about 50% (specific

gravity of electrolyte less than approx. 1.20 g/cm3) the
lead plates in the batteries will start to sulphate. This
sulphating is permanent and it drastically shortens the
service life of the batteries and reduces their capacity
(Ah). It will also be harder to charge the batteries,
which could mean that for the remainder of their useful
life it will be more difficult to maintain a charge status
above about 50% and prevent additional sulphating.

Battery care
- When the truck is received by the bodywork builder
or workshop the charge status of the batteries should
be checked and if necessary they should be charged.
See description on the next page.
- If it is planned to leave the vehicle parked and
unused for more than 14 days while waiting for
bodyworking or the like to start, the earth cables
should be disconnected from the batteries to prevent
them being discharged by electrical equipment like
the tachograph, etc.
- While bodyworking or repairs are being carried out
the batteries are often partially discharged through
checking of the electrical system, frequent engine
starting, etc. Connecting the batteries to a trickle
charger is recommended while work is still in
progress on the truck. This ensures that their charge
status is maintained.
To prevent the charge status from dropping below
50% so that the batteries will have to be scrapped,
the charge status must be checked at least once a
week as an absolute minimum.
- Before delivery to a dealer or customer the bodywork
builder must check the battery electrolyte level and
make sure that the charge status of the batteries is
close to 100%. See description on next page.

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 General bodywork recommendations 2

Checking battery charge status:

Note that the battery contains corrosive acid and work
must therefore be carried out exercising care and using
suitable protective equipment.
The charge status of the batteries is checked by measuring
the density (specific gravity) of the electrolyte (battery
acid). This can be done by means of a hydrometer or
prism-type battery tester.
The specific gravity can be measured almost immediately
after the battery has been used but a rest period of an hour
or so is to be preferred.
NOTE: The specific gravity should be measured in all the
cells in both batteries. If the difference in specific gravity
between the cell with the highest value and the cell with
the lowest value exceeds 0.03 kg/dm3 it is an indication
that cell damage is present. Both batteries must be changed
for new ones if cell damage is indicated.
Charge status when checked at a temperature above
15º C

Specific
Charge status Terminal Recommended
gravity
(%) voltage (V) action
(kg/dm3)
More than 1,26 100 - 85 More than 12,6 Battery OK
1,26 - 1,20 85 - 50 12,6 – 12,2 Charge the battery
Less than 1,2 50 - 0 Less than 12,2 Change the battery

If the specific gravity has to be checked at temperatures

around -10º C and below, bear in mind that the tester will
show a somewhat higher value than that indicated in the
table above.
Warning!
Checking the electrolyte level of the batteries Explosive detonating gas is formed
during charging. Do not smoke.
Open the cover on the battery cell. Check that the surface No naked flame or welding in the
of the liquid is level with the mark visible in the cell. vicinity of the battery.
If the level is too low, top up with distilled water (battery Wear protective goggles. Battery
water) to the correct level. acid is highly corrosive. Rinse
NOTE: Sulphuric acid or ”booster electrolyte” must not immediately with water if it gets in
be used. your eyes, on your skin or clothes.
Always see a doctor if acid gets in
Boost charging your eyes. A short circuit can cause
burns and start a fire.
(Not applicable to trickle charging)
Always disconnect the negative terminal or the battery
disconnector before starting to charge the batteries.
If this is not done the control units could be damaged.

22 © Scania CV AB 2003
 General bodywork recommendations 2

DRILLING HOLES

All the mounting should be done using bolted

joints in the web of the chassis frame sidemembers.

The flanges absorb the greatest stresses and holes

act as fracture points. The only exception to this is
the hole in the rear overhang, located so far back
that it does not effect strength of the chassis frame.

Do not drill holes in the frame flanges.

The predrilled hole patterns should be used

whenever possible. Otherwise, hole patterns as
illustrated should be used. The illustration specifies
the minimum distance between holes and flange
and between each individual hole. Maximum hole
diameter in the frame section between the front and
rear axles is about 30 mm.
If new holes have to be drilled close to an existing
hole as illustrated, the existing holes should be A. Distance between hole and chassis frame flange,
welded up. See the ”Welding up holes”. should be at least 3xD, but at least 40 Nm.
B. At least 4 x D.
C. At least 3 x D.

Bolted joints
Bolted joints may be in the form of friction joints
or locating joints. Locating joints should be made
with tight-fit bolts which require machining.

Comparison of tight-fit bolt/friction joint.

If a torsionally rigid joint between the frame and
auxiliary frame requires 10 tight-fit bolts per metre,
a friction joint with the same torsional resistance
requires about 100 bolts per metre.

© Scania CV AB 2003 23
 General bodywork recommendations 2

In a friction joint, the bolts must be pretensioned.

Bolts in bodywork mountings are normally short,

meaning that the working length of the screw is
short. When the layers of paint in the joint are worn
away, the pretension of the bolts is reduced.
Retightening is essential so that the joint can work
properly. It is important that the layers of paint are

L
as thin as possible.

Lock nuts do not prevent the loss of pretension as

the nut does not move in relation to the bolt.
However, lock nuts prevent the nut from becoming
unscrewed when pretension decreases.

In order to reduce the surface pressure under the

head of the bolt and nut, washers should be used.
An old rule of thumb also says: if the L/D ratio is
The hardness of these washers should be at least
greater than 3 the risk of the nut working loose is
200 HV.
reduced, provided that the joint is tightened to the
recommended torque.
The number of bolts should be adapted according
to load.

Mounting plate for the auxiliary frame and cross-

members should be drilled at the same time as the
frame.

Drill diameter 13.8 mm for M14 bolts

Drill diameter 15.8 mm for M16 bolts
Other mountings do not need to be drilled at the
same time

Tightening torques: So that any play should be as little as possible,

M14 bolt class 8.8 115 Nm the stem of the bolt should reach through the
M16 bolt class 8.8 180 Nm mounting and chassis frame.

The stem of the bolt should reach as far as possible

through attachment and chassis frame.
M16 (minimum M14) tight-fit bolts and machined
holes are used for attaching the auxiliary frame at
the centre and rear parts when extra resistance to
torsion is required.

24 © Scania CV AB 2003
 General bodywork recommendations 2

WELDING GENERAL
Welding the chassis frame should be avoided
whenever possible. If welding must be carried out,
e.g. when changing the wheelbase or reinforcing Welding on the chassis frame for
using bars, it should be carried out as carefully as attaching the bodywork is not
possible by qualified personnel. Cracks and permitted.
embrittlement of the material drastically reduces
the strength of the chassis frame.
Welding must not be carried out on chassis frames
Safety measures: When electric
of high tensile materials between the front and rear
welding, disconnect the negative cable
axles. (See the ”Work on frames of high-strength
from the battery.
steel = F950 50”).

Risk of fire in noise insulation

It has happened that the noise insulation under the
gearbox has caught fire.
Before welding, cutting and grinding in the vicinity
of the gearbox, make sure that you always take
away the noise insulation cover under the gearbox.
Since the noise insulation cover under the gearbox
consists of wool, covered with plastic, a hot weld
splash could cause it to catch fire.

Electric welding
In modern trucks, there are any number of
electronic control units and components such as
ABS, automatic gearbox, torque convertors, over-
revving protection etc. These may be sensitive to
electrical interference, during welding for example.
Earth the welding apparatus as close to the welding Earth the welding apparatus as close to the
point as possible. welding point as possible.
Unplugging connectors or removing electronic
control units and components is not usually
necessary. However, the battery negative terminal
must be disconnected.

© Scania CV AB 2003 25
 General bodywork recommendations 2

When welding in the vicinity of the axle springs, the

spring leaves must be protected against weld splash.
Otherwise, this may cause damage to the spring leaves.

NOTE!
Also protect plastic brake lines and cabling from weld
splash and excessive heat.

When welding with direct current, the following electrodes

may be used:
Esab OK 48.00 or equivalent
Oerlikon Super Cord
FILARC 35

When carrying out alternating current welding, the

following electrodes can be used:
Esab OK 48.15
Oerlikon Spezial or equivalent

For MIG welding use:

Filler material: ESAB OK Autorod 12.51, diam. 1 mm
Gas: AGA-MIX AK 20 (80% Ar + 20% CO2)
or FOGON 20.
Amount: 10 dm3/min.

Welding on the chassis frame for attaching the bodywork

is not permitted

Welding up holes
If existing holes are to be welded up, follow the general
work description below.
Note: On frame F950 50 the hole between the axles
should not be welded up but filled in with a rivet.
1 Chamfer the hole.
2 Fasten a copper plate by means of a clamp or the like
on the inside of the side member.
3 Weld up the hole. Suitable electrode size: 3.25 mm.
26:2040

4 Remove the coppeer plate and weld on the inside of the

side member.
5 Grind the weld flat on both sides. Welding up holes.
6 Coat with anti-corrosion paint.

A filler pad may be used for blanking off large holes.

26 © Scania CV AB 2003
 General bodywork recommendations 2

WORKING WITH FRAMES OF HIGH

TENSILE STEEL = F950 50

When changing the wheelbase, the bogie/rear axle

should be moved.

Welding and jointing of high-strength chassis

26:2066
frames should be avoided as a high level of
competence and knowledge is required for carrying
out the weld.
In the boundary zones round a weld there is in
addition always a stress concentration which
constitutes a greater risk of crack formation.
Welding in high-strength material increases the risk
of crack formation in areas where fatigue
properties are a requiremenet.

However, welding on high-strength material is

generally permitted in the area 1000 mm behind the
bogie centre except on vehicles with a rear-
mounted crane.

26:2069
Welding and jointing of high-strength chassis
frames in the area between front and rear axles is
only permitted on vehicles with an evenly
distributed load, such as a fixed platform and box
body, etc.

Welding in this area is not permitted on tractor

and construction vehicles nor on vehicles with
high spot loads far behind the rear axles.
26:2074

When straightening, check that the temperature

does not become too high. The properties of the
material in the frames is considerably compromised
if the frame member is heated above 650°C.

© Scania CV AB 2003 27
 General bodywork recommendations 2

AUXILIARY FRAME FOR BODY

Auxiliary frame design

The auxiliary frame fulfills several functions:
1 It distributes the load evenly across the chassis
frame.
2 It provides clearance for wheels and any other
parts which proetrude above the frame.
3 It links the body work to the chassis frame.
4 It provides rigidity and lowers stress ini the rear
overhang.

In order to adapt the auxiliary frame to the tor-

sionally flexible part of the chassis frame, it should
also be torsionally flexible. The sidemembers of the
auxiliary frame and crossmembers should consist
of open sections such as U-section. In general, the
rear section of the chassis must be relatively
resistant to bending and torsionally rigid. Rigidity
is achieved by attaching the rear section of the
auxiliary frame using mounting plates. In trucks
which require particularly high rigidity in the rear
section, the rear overhang can be further reinforced.
This generally applies to tippers and trucks with a
rear mounted crane. This reinforcement can be
achieved using several methods or combinations of
methods. Note that only the rear axle or bogie
sections and rear overhang should be reinforced.

Sizing the auxiliary frame

The sizing of the auxiliary frame must be based d = M
both on theoretical calculation of the stress that W
may occur and on practical experience. In certain d = Bending stress
cases, determination of the static stresses may be M = Bending torque
valuable for estimating the stress level in relation to W = Bending resistance
a truck of known design. This may be useful, for
instance, for estimating, the stress in the rear over-
hang caused by a rear-mounted crane. The adjacent
formula can then be applied:

28 © Scania CV AB 2003
 General bodywork recommendations 2

Front end of subframe 45°

A subframe that extends far forward exerts less stress
R5
on the chassis frame and also reduces the likelihood of
frame oscillation.
This is especially important in trucks with full air
suspension.

The front end of the auxiliary frame should be well

26:2045
chamfered to provide smooth transition, 45° chamfer
is recommended.
In order to avoid fractural points, the lower front edge
should be well rounded.
The radius should be 5 mm.

Crossmembers
Crossmembers on subframes usually consist of open
U-sections.
The members may of course also consist of tubing or
square box sections when a more torsionally rigid
vehicle is required. However, there is a risk of crack
formation in a more rigid design.
Cracks occur primarily round the welds where there is
a concentration of stresses.

Rear part of subframe as a closed box section.

An extra web can be welded to the side members on
vehicles where greater torsional rigidity at the rear is The reasr section of the subframe is designed as a
required. This is a suitable method in combination box section.
with a rear tipping pivot shaft. To avoid crack forma-
tion the transition between closed and open U-sections
should be smooth as it is subjected to very high
stresses.

Diagonal stays
Diagonal stays prevent parallel movement between
the sidemembers and thus provide for a rigid auxiliary
26:2042

frame.
Example, see figure.
It is important that the stay attachments are strong and
are located at the crossmembers and mounting plates.
Diagonal stays may be made of steel bar if the
strength requirements are moderate and with square
box sections if high strength is required. If diagonal
stays of flat bar are used the cross between the two Diagonal stays made of bar.
bars should not be welded, ensuring that they are
subjected to tensile forces only.

© Scania CV AB 2003 29
 General bodywork recommendations 2

Sizing and material grade

Over and above the instructions in the Scania
bodywork manual, sizing should be based on
experience and expected operating conditions as
well as pertinent laws and regulations.

This manual contains recommendations for

subframe sizing suitable for the various bodywork
types and truck configurations. See under index
tabs 4-8.

When sizing, also consider space for rear wheels,

26:2047
suspension damping, snow chains, height of the
load-carrying deck, total height of vehicle etc.

All recommendations in these instructions are

for steel auxiliary frames.
If using other materials, such as aluminum, sizing
and design should take the properties of the mate-
rial into consideration.

TRANSFERRING BODY FROM AN

OLDER SCANIA
When moving an auxiliary frame from and older
Scania, up to series 3, to modern trucks, spacers
should be fitted under the bodywork mounting in
the angled section of the chassis frame.
Unlike older chassis frames, modern chassis frames
have a V-shaped front section. The switch from
straight to angled frame is in the same position on
all frame types, old and new. The angle for new
frames is about 2.7°. The corresponding angle on
older chassis frames is about 3.6°. In addition, the
chassis frames are parallel in the front section.

Older frame shown dotted

30 © Scania CV AB 2003
 General bodywork recommendations 2

ATTACHMENT
Attachment of the subframe is designed to absorb
the forces which could separate the body from the
chassis. The attachment should absorb all the
forces involved and provide lateral and longitudi-
nal location.

There are usually also legal requirements

governing sizing, sometimes based on the type of
bodywork to be mounted.

The front part of the subframe is normally mounted

with flexible attachments to allow a certain degree
of movement between subframe and chassis frame. Movement between subframe and chassis frame
The friction in this movement reduces frame oscil-
lation and so increases the level of comfort when
driving on uneven road surfaces.

19:1533

Flelxible Rigid
Auxiliary frame attachment.

© Scania CV AB 2003 31
 General bodywork recommendations 2

MOUNTINGS

There are various types of mountings for attaching

the bodywork, each with individual properties,
depending on whether the bodywork is torsionally
rigid or torsionally flexible.

Front section
Torsionally flexible body
A torsionally flexible body should be attached at
the front end using mountings which are flexible in
the longitudinal direction.
A torsionally flexible body is e.g. a fifth wheel,
a platform or a tipping platform.

Longitudinally flexible mounting

The mounting shown in the figure conforms to the
requirements and can be ordered from the spare parts
department. Top section Part No. 309380 and bottom
100 8
section Part No. 1384093.
Supplied without bolts.
By inclining the bolt, the auxiliary frame and chassis 60
frame will be able to move slightly in a longitudinal A
direction in relation to one another. Flexibility of the 30
mounting is determined by dimension A in
combination with the diameter of the bolt. An M16 60
bolt and dimension A of 65-100 mm are generally
suitable. Flexibility is determined by the torsional 60
rigidity of the body and operating conditions.
19:1535

A torsionally rigid body that is driven on uneven road 4

surfaces requires longer bolts and some form of 25 25 20
sprung spacer in the bolted joint.
Longitudinally flexible mounting.
The bolted joint presses the frames together and the
lower part of the attachment provides lateral location.
To achieve maximum effect, the attachment should be
located in contact with the crossmembers or lateral
stays to prevent the subframe section from tilting
when the bolt is tightened.

Mount the attachment in existing hole patterns as

described in the ”hole patterns” section.

32 © Scania CV AB 2003
 General bodywork recommendations 2

Torsionally rigid body

The front section of a torsionally rigid body should

be secured by means of mountings which do not
excessively restrict the torsional movement of the
chassis frame. It is important to prevent high
torsional forces in the body and mountings.
The mountings should allow a certain amount of
vertical movement in relation to the chassis frame.
The chassis frame and body should move in rela-
tion to one another only when there is torsional
movement and when irregularities in the road
surface are large. In order to prevent the body
A torsionally rigid body may be e.g. a box or tank.
oscillating in relation to the chassis frame when
driving on an uneven road surface, movement
should be damped.

Movement depends on the torsional rigidity of the

body and the truck’s operating conditions. Driving
on uneven road surfaces with a torsionally rigid
body requires that the mountings allow a large
amount of movement.
M16 M16
The mounting should also provide lateral and
longitudinal guidance for the body. The mounting
should be designed so that it allows longitudinal
movement between the body and chassis which
occurs when the chassis frame is twisted. Examples

19:1538
19:1537

of mountings which comply with this are shown in

the figures. Mounting with coil spring and with
Belleville washers.

The hardness and the thickness, A, of the rubber

element and the spring rate of the spring element
must be adapted to the torsionally rigidity of the
body and the operating conditions. Damping is
provided by the preloading applied to the spring or
rubber element. The bottom part of the mountings
(Part No. 1384093) can be ordered from the Spare
Parts Department.
The alternative comprising a rubber element
requires more space in the chassis frame than that
specified in the section entitled ”Hole patterns”.
For this reason, the space in the chassis frame may
be insufficient for this mounting. Attachment with rubber element

© Scania CV AB 2003 33
 General bodywork recommendations 2

Extra torsionally rigid body

Extremely torsionally rigid bodies such as tankers,
used for driving on uneven road surfaces, require
mountings which allow a certain amount of
downwards movement and slightly more upwards
movement between the chassis frame and body.
The mounting should also meet the requirements
specified for mountings for torsionally rigid bodies.

Figures below show a mounting which meet the requirements

The square box section A forms the bottom part of A Box section secured to the chassis
the mounting and is firmly secured to the chassis B Plate secured to the tank
frame. The plate B is the top part of the mounting C Rubber element which allows downward
and is firmly secured to the tank. The plate provides movement
lateral guidance for the tank over the ends of the D Rubber element which allows upward
box section. Note the clearance between the ends of movement
the box section and the plate B which allows for
relative longitudinal movement when the chassis Normal rubber grade:
frame twists. C = 70 Shore
The tank rests on the rubber element C which is D = 45 Shore
compressed when the tank settles on its suspension.
When the tank moves upwards, the two rubber
elements D are compressed. The rubber elements C
and D are preloaded to provide the necessary
damping. The hardness and thickness of the rubber
elements are adapted to suit the torsional rigidity
and driving conditions.

34 © Scania CV AB 2003
 General bodywork recommendations 2

Rear section

It is normally necessary to make the rear overhang

resistant to bending and torsionally rigid. This is
especially important in tippers, concrete trucks and
trucks with a rear mounted crane.
This reinforcement is achieved by securing the
auxiliary frame by means of mounting plates. The
mounting plates link the chassis frame to the
auxiliary frame so that they work as one unit.

In certain cases, such as for securing a rear tipping

pivot shaft, a sturdier mounting plate may be
required.

Torsionally rigid bodies used on uneven road

surfaces should be attached with the same type of
mounting at the rear as at the front.
Mountings which are less flexible can be used at
the rear axle or bogie section since there is less
movement in this part of the chassis frame. Mounting illustrated in the figure meets the
requirements and is supplied by the
Spare Parts Department.
Attachment plate, Part No. 1379122

ATTACHMENT USING ”U” BOLTS

Some bodywork builders still use ”U”
bolts when attaching bodywork.
This type of attachment is not
recommended by Scania.
If, in spite of our advice, this type of
attachment is used, the chassis frame
flanges must be protected to prevent
deformation by using spacers between
the top and bottom flanges of the
chassis frame.
The clamps should also be designed so
that they do not chafe against the
chassis frame member as this may
cause fractural impressions.

© Scania CV AB 2003 35
 General bodywork recommendations 2

BODY SENSITIVE TO FRAME FLEXING

Certain vehicles are extra sensitive to frame flexing.

For such vehicles, such as concrete mixing trucks, etc.,
we recommend mounting the subframe rigidly along
the greater part of the frame. We call this an ”interactive
subframe”. An advantage of the interactive subframe is
also that the weight of the chassis frame can be
reduced, allowing the payload to be increased by
between 200 and 300 kg. The double F958 frame can
be replaced with F950.

A larger quantity of rigid attachments are required and

they should be fitted so that at least ten M14 tight-fit
bolts per metre of frame side are used. They can also be
riveted. Scania can supply premounted attachments ex
works for the following chassis types:
6x2A/B/Z, 6x2*A/B, 6x4A/B/Z, 8x4A/Z.

See further about this type of adaptation under the BWA

description.

A = Tight-fit bolt or rivet

36 © Scania CV AB 2003
 General bodywork recommendations 2

FITTING BODYWORK

When mounting, it is extremely important to ensure that

the chassis is level and the vehicle transversely horizon-
tal. Check this with a spirit level.
If the chassis has, for example, one wheel in a dip, the
chassis frame will be twisted due to its torsional
flexibility. If a body is fitted is fitted in this position, it
will hold the chassis frame in a twisted position. This
will make the chassis seem distorted.

When fitting the auxiliary frame, the frame should first

be pressed together with a sufficient number of clamps.

No spacers should be used between the auxiliary

frame and chassis frame

Whenever the body is being fitted,

make sure that chassis is standing on a
flat surface or is horizontal.

© Scania CV AB 2003 37