The truck body building scene is India is very prominent as compared to Europe or North America. The owner procures only the chassis and cowl from the manufacturer and the truck is then built to suit the owners requirements and monetary constraints. A lot of customization is also done to the truck. The owners buy these trucks in spite of the manufacturers offering fully built options. The main reason for this is the customizable options available. They also believe that body built trucks are more durable and can be refurbished from time to time which is not possible in fully built trucks. Moreover they believe that factory built cabins and bodies are more difficult to maintain and service.
The body builders vary in the scale of their operations ranging from roadside garages working manually to large scale mechanized factories. The smaller operators are very unorganized in the way they function. They do not follow any guidelines or drawings while making the truck. There is no coordination between the chassis manufacturers and the body builders and no exchange of information takes place.
Approval from MAN FORCE for a body or a chassis modification:
Approval by MAN FORCE is not required if the bodies or modifications are being carried out in accordance with this guide.
If MAN FORCE approves a body or a chassis modification, this approval refers
• In the case of bodies only to the body’s fundamental compatibility with the respective chassis and the interfaces to the body
(e.g. dimensions and mounting of the subframe)
• In the case of chassis modifications only to the fact that, from a design point of view, the modifications to the chassis
in question are fundamentally permissible.
The approval note that MAN enters on the submitted technical documents does not indicate a check on the
• Function
• Design
• Equipment of the body or the modification.
Observance of this Guide does not free the user from responsibility to perform modifications and manufacture bodies properly from
a technical point of view. The approval observations only refer to such measures or components as are to be found in the submitted
technical documents.
MAN FORCE reserves the right to refuse to issue approvals for bodies or modifications, even if a comparable approval has already
been issued. Later submissions for approval are not automatically treated the same as earlier ones, because technical advances
achieved in the interim period have to be taken into account. MAN FORCE also reserves the right to change this guide at any time or
to issue instructions that differ from this guide for individual chassis. If several identical chassis have the same bodies or modifications
MAN FORCE can, to simplify matters, issue a collective approval.
1.2.5 Submission of documents
Documents should only be sent to MAN FORCE if bodies/conversions diverge from this guide. Before work begins on the vehicle,
technical documents that require approval or inspection must be sent to MAN FORCE. Chassis Drawings, data sheets etc.
Approval from MAN FORCE for a body or a chassis modification:
Approval by MAN FORCE is not required if the bodies or modifications are being carried out in accordance with this guide.
If MAN FORCE approves a body or a chassis modification, this approval refers
• In the case of bodies only to the body’s fundamental compatibility with the respective chassis and the interfaces to the body
(e.g. dimensions and mounting of the subframe)
• In the case of chassis modifications only to the fact that, from a design point of view, the modifications to the chassis
in question are fundamentally permissible.
The approval note that MAN enters on the submitted technical documents does not indicate a check on the
• Function
• Design
• Equipment of the body or the modification.
Observance of this Guide does not free the user from responsibility to perform modifications and manufacture bodies properly from
a technical point of view. The approval observations only refer to such measures or components as are to be found in the submitted
technical documents.
MAN FORCE reserves the right to refuse to issue approvals for bodies or modifications, even if a comparable approval has already
been issued. Later submissions for approval are not automatically treated the same as earlier ones, because technical advances
achieved in the interim period have to be taken into account. MAN FORCE also reserves the right to change this guide at any time or
to issue instructions that differ from this guide for individual chassis. If several identical chassis have the same bodies or modifications
MAN FORCE can, to simplify matters, issue a collective approval.
1.2.5 Submission of documents
Documents should only be sent to MAN FORCE if bodies/conversions diverge from this guide. Before work begins on the vehicle,
technical documents that require approval or inspection must be sent to MAN FORCE. Chassis Drawings, data sheets etc.
can also be requested from this office.
For an approval process to proceed swiftly, the following are required:
• Documents should be submitted in duplicate, at the very least
• The number of individual documents should be kept to a minimum
• All the technical data and documents must be submitted.
1.2.6 Liability for defects
Liability claims in respect of defects only exist within the framework of the purchasing contract between buyer and seller.
In accordance with this, liability for defects lies with the respective seller of the goods.
Claims against MAN FORCE are not valid if the fault that is the subject of the complaint was due to the fact that
• This Guide was not observed
• In view of the purpose for which the vehicle is used, an unsuitable chassis has been selected
• The damage to the chassis has been caused by
- the body
- the type of body mounting or how the body has been mounted
- the modification to the chassis
- improper use.
1.2.9 Manuals from body and conversion companies
In the event of a body being added or modifications to the vehicle being carried out, the operator of the vehicle is also entitled
to receive operating instructions from the conversion company. All specific advantages offered by the product are of no use if
the customer is not able to:
• Handle the product safely and properly
• Use it rationally and effortlessly
• Maintain it properly
• Master all of its functions.
As a result, every vehicle body builder and converter must check his technical instructions for:
• Clarity
• Completeness
• Accuracy
• Comprehensibility
• Product-specific safety instructions.
Inadequate or incomplete operating instructions carry considerable risks for the user.
Possible effects are:
• Reduced benefit, because the advantages of the product remain unknown
• Complaints and annoyance
• Faults and damage, which are normally blamed on the chassis
• Unexpected and unnecessary additional cost through repairs and time lost
• A negative image and thereby less inclination to buy the same product or brand again.
Depending on the vehicle body or modification, the operating personnel must be instructed about operation and maintenance.
Such instruction must also include the possible effects on the static and dynamic performance of the vehicle.
2.1.1 Door designation
The door designation comprises:
Model range + permissible weight + engine power
Abbreviated notation of model range CLA = Cargo Line A
technically permissible weight in [t]
engine power, rounded to the nearest 10hp.
2.1.2 Variant descriptor
The variant descriptor = vehicle designation which comprises the door designation + wheel formula + suffix.
The terms ‘wheel formula’ and ‘suffix’ are defined in the following section.
Model range + permissible weight + engine power + wheel formula + suffix
CLA 16.220 4x2 BB CLA 26.280 6x4 BB-CKD
In each individual case when a body is fitted care needs to be taken to ensure the following:
• Under no circumstances may the permissible axle weights be exceeded
• A sufficient minimum front axle load is achieved
• The position of the centre of gravity and loading must not be one-sided
• The permissible overhang (vehicle overhang) is not exceeded.
3.4 Permissible overhang
The overhang (vehicle overhang including body) is the measurement from the resulting rear axle centre (determined by the theoretical
wheelbase) to the end of the vehicle. For definition, see diagrams in the following section 3.5. The following maximum values are
permitted, expressed as a percentage of the theoretical wheelbase.
• For 2 axle vehicles 60%.
• For vehicles with more than 2 axles 70%. Local legal restrictions may occur.
5. Bodies
5.1 General
For identification purposes, each body must be fitted with a model plate that must contain the following data as a minimum:
• Full name of body manufacturer
• Serial number
The data must be marked permanently on the model plate.
Bodies have a significant influence on handling properties and the vehicle’s resistance to movement and consequently also on fuel
consumption. As a result, bodies must not unnecessarily:
• Increase running-resistance
• Impair handling characteristics.
The unavoidable bending and twisting of the frame should not give rise to any undesirable properties in either the body or the vehicle.
The body must be able to absorb such forces safely.
The frame must not be deformed before or during installation. Before positioning the vehicle for installation, it should be driven
backwards and forwards a few times to release any trapped stresses arising from torsional moments. This is particularly applicable
to vehicles with tandem axle units because of the secondary bending of the axles during cornering. The vehicle should be placed on
level ground to install the body. If possible, the maintenance intervals of the bodies should be matched to those of the chassis so that
maintenance costs are kept low.
5.3.1 General
The sub frame must have the same outer width as the chassis frame and must follow the outer contour of the main frame.
Exceptions to this require prior approval by MAN FORCE.
Should a subframe be required it must be of a continuous design, it may not be interrupted or bent out to the side.
No moving parts may be restricted in their freedom of movement by the subframe structure.
4.1.1 Subframe material
The subframe must be made of steel. For reasons of strength materials with yield point σ0,2 < 235 N/mm2 are not allowed at all.
Materials with yield point σ0,2 ≥ 235 N/mm2 and ≤ 350 N/mm2 are only suitable for use to a limited degree. They are therefore only
permitted for subframe longitudinal and cross members that are subject only to line loads from the body. Should point loads arise or if
auxiliary equipment is to be fitted that exerts localized forces, then steels with a yield point of σ0,2 > 350 N/mm2 must always be used.
If possible, use the holes already drilled in the frame. Drilling must not be carried out in the flanges of the longitudinal frame member
profiles, i.e. in the upper and lower flanges (see Fig. 9). The only exception to this is at the rear end of the frame, outside the area of all
the parts fitted to the frame that have a load-bearing function for the rearmost axle (see Fig. 10). This also applies to the subframe.
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