eurorider - IVECO Body Builders

Transcription

EURORIDER
EURO 4
INDEPENDENT
WHEEL SUSPENSION
397E.12.33-SRI
397E.12.33A-SRI
397E.12.33-SRI (Dx)
397E.12.33A-SRI (Dx)
Engine Cursor 8 (F2B)
397E.12.38-SRI
397E.12.38A-SRI
397E.12.45A-SRI
397E.12.45A-SRI (Dx)
Engine Cursor 10 (F3A)
Vehicle equipment
regulation
The data contained in this publication was correct at the time
of going to press but, owing to possible modifications made
by the Manufacturer for reasons of a technical or commercial
nature or for adaptation to the legal requirements of different
countries, some changes may have occured.
Full or partial reproduction of the text and illustrations prohibited.
Publication Edited by:
IVECO SpA
Customer Service Bus
Lungo Stura Lazio, 15
10156 Torino (TO) - Italy
www.iveco.com
[email protected]
Print 603.93.748 - 1st Ed. 2007
Produced by:
B.U. TECHNICAL PUBLISHING
Iveco Technical Publications
Lungo Stura Lazio, 15
10156 Turin - Italy
EURORIDER CURSOR 8/10 - EURO 4
MOD. 397E.12.33 - 397E.12.33A - 397E.12.38 - 397E.12.38A - 397E.12.45A
Rule for vehicle equipment
Print 603.93.748 - 1st edizione
Base - April 2007
UPDATING STATUS
Section
Description
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Page
Revision date
Base - April 2007
Summary
SECTION
GENERAL SPECIFICATIONS
1
SPECIFIC CHASSIS AND BODY INSTRUCTIONS
2
PRODUCT COMPLIANCE (ELEMENTS SUBJECT TO
REGULATION: EEC, ECE, etc.) TO BE REQUESTED TO
BODY REPAIRERS AND THEIR CASCADE SUPPLIERS
3
HOT ROLLED/DRAWN STEEL AND
SCHEDULED PAINTING/PROTECTION
4
PROCEDURES FOR DAMAGES AND/OR DENTS
TO VEHICLES FORWARDED TO BODY REPAIRERS
5
Index
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Index
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Alphabetical index to subjects
A
Abrasionproof coating (optional)
Access for maintenance
AFTER SALES REGULATION FOR BODY REPAIRERS
4-10, 4-13
2-20
1-8
Air conditioning fitting requirements
2-41
Air inlet for services
2-28
ALIGNMENT
2-80
Annex (A)
5-9
Annex (B)
5-10
Annex (C)
5-11
Annex (D)
5-11
Annex (E)
5-17
Anti-corrosion coating maintenance
2-47
Anti-corrosion coating tests
2-46
Anti-corrosion coating using other materials
2-46
Anti-corrosion treatment on profile internal walls
2-45
Anti-corrosion treatment on the sheet
2-46
Anti-corrosion treatment on the structure external surface
2-46
B
B7 Tachograph signal (Output)
2-69
Battery compartment
2-46
Body maker supply
1-6
Body spare parts
1-5
BODYWORK ANTI-CORROSION TREATMENT
2-45
BODYWORK CONFIGURATION
2-42
BODYWORK CONFIGURATION - BASIC REQUIREMENTS
2-18
Bodywork connector 52A and 51B. Connection standards
2-59
Bodywork covering
2-44
BODYWORK ELECTRICAL INSTALLATION
2-57
BODYWORK MODULAR VERSION
2-80
Bodywork mounting - preparation
2-12
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I
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BODYWORK PAINTING
2-47
BUILDING THE BODYWORK
2-42
C
CENTRAL STRUCTURE CONFIGURATION
2-84
Centre of gravity
2-10
CERTIFICATE OF FITNESS FOR IRISBUS CHASSIS EQUIPMENT
3-13
Circuit board
2-32
Classification and features to be checked
4-5
Clutch actuator reservoir
2-26
Clutch control pipes
2-90
Coat of paint checking
4-14
Cold weather insulation
2-53
CONDITIONS FOR APPROVING A THIRD PARTY BODY ON AN
IRISBUS CHASSIS
3-16
Control, measuring and testing equipment checkout
3-9
Controls during manufacturing
3-11
Cooling for fitting the 140 + 80 amp. optional alternator
2-30
CORPORATE IDENTIFICATION
2-78
Corrective interventions
3-9
COUPON
1-10
Change of unit position and fixing of additional equipment
2-28
Chassis acceptance
1-8
CHASSIS CUTTING
2-83
CHASSIS DELIVERY
2-80
CHASSIS DELIVERY AND STORAGE
CHASSIS DRILLING
2-7
2-17
Chassis hoisting for loading on ships, trains, etc.
2-7
CHASSIS OVERHAUL FOR COMPLETED BUSES
1-9
CHASSIS PREPARATION
2-80
Checkout procedures
3-10
Chemical composition %
4-6
D
D+ Engine running signal (Output)
DEFINITIONS
2-60
3-5
Delivery 2-7
II
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Delivery at the Body maker expense
Direct sale by IRISBUS and through the Body maker
Direct sale through Body repairers.
Documents
5-8
1-10
1-9
3-8, 3-16
Doors Opening Inhibition Contact with Started up Vehicle (Input)
2-74
DRIVER STATION - CHARACTERISTICS
2-42
E
Earth connection distribution on chassis
2-58
Electric control units
2-29
Electric system tapping
2-31
Electrical installation
2-88
Electrical installation - safety measures
2-29
Electronic control units
2-32
End of travel with open doors (Input)
2-73
Engine air intake
2-22
Engine cooling system
2-26
Engine start-up (Output)
2-61
Engine Start-up Disabling (Input and Output)
2-62
Ex destination delivery
5-6
Ex shop or ex established parking delivery
5-5
F
Final product checkout and testing
3-11
Fitting the CAN line
2-32
Fitting the digital tachograph
2-43
Fitting the instrument panel combined unit
2-43
Fitting the outside temperature sensor
2-33
Fixing points
2-88
FIXING THE BODY TO THE CHASSIS
2-11
Fixing the body to the chassis by welding
2-13
Front fog lights (Output)
2-71
Fuel installation
2-89
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III
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G
General chassis modification standards
2-11
General features
3-7
General information
4-5, 4-9, 5-5
General specifications
1-5
H
HATCHES AND COVERS
2-87
HEATING EQUIPMENT AND INDEPENDENT HEATING SYSTEM
2-77
High elastic limit steel specifications
4-7
Horn (Output)
2-72
HOT ROLLED/DRAWN STEEL AND SCHEDULED PAINTING/PROTECTION
4-5
Hot-rolled/drawn steel
4-5
I
Identification plates and labels mandatory in a bodied vehicle
2-41
Idle RPM increase with Active Air Conditioning (Input)
2-73
Inside service doors
2-20
Installation dimensions
2-11
Internal noise Measurement method
2-47
INTRODUCTION
2-42, 2-80
Introduction
2-45
IRISBUS direct sale
1-9
IRISBUS supply to the Body maker
1-6
J
Jumper between body builder connector
2-62
L
Laying out speed change control cables
2-91
LH/RH Dipped Headlights (Output)
2-67
LH/RH Front and side blinkers (Outputs)
2-66
LH/RH Front Position and Clearance Lights (Output)/ Front Position Light Signal
2-68
LH/RH Stop Light (Output) / Stop Signal
2-70
LIABILITIES BEFORE THIRD PARTIES
3-12
Locked doors (Input)
2-75
IV
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M
Main dimensions
2-42
MAINTENANCE FOR VEHICLES STORED IN THE WAREHOUSE
1-10
MODIFYING THE DRIVER STATION HEIGHT
2-94
Module protection
4-13
MOUNTING THE INSTALLATIONS
2-87
N
NOISE LEVELS AND THERMAL INSULATION
2-47
Non-compliance management
3-11
O
Organic material requirements for fire protection
2-45
Others 2-41
Outdoor noise
2-47
Outside service doors
2-21
P
Painting cycle
4-10, 4-12
Painting/protection cycle classification, according to the equipment type
Parking Brake enabled (Output)
Particular procedures
Plate pretreatment
Plate pretreatment and painting cycle
Plates and strips reference cold bending fitness
4-9
2-64
4-10, 4-11, 4-13, 4-14
4-9, 4-12
4-11
4-8
Pneumatic installation
2-89
Pneumatic spring protection
2-19
PRODUCT COMPLIANCE (ELEMENTS SUBJECT TO REGULATION: EEC, ECE, etc.)
TO BE REQUESTED TO BODY REPAIRERS AND THEIR CASCADE SUPPLIERS
3-5
Product protection and storage
3-12
Project documentation control
3-9
PROVISIONS
1-6
Purchased product control
3-10
Purpose 4-9
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V
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R
Raw drawn steel specifications
4-8
Re-painting plastic components painted in a different color from the cab one
(bumpers, fenders, radiator grid and step)
4-13
Rear Blinker (Output)
2-76
Rear Fog Light (Output)
2-71
Rear light connection
2-58
Rear Position Light (Output)
2-76
Registers
3-8
REGISTRATION BOOK
1-7
RELATIONSHIPS BETWEEN manufacturer AND SUPPLIER
3-6
RESISTANT STRUCTURAL MATERIALS
2-44
Resistant structure pipes
2-44
Reversing Light (Output)/ Reversing Signal
2-69
Riveting technical specifications
2-44
RTU (ROUTINE TUNING UP)
1-9
RULES FOR BODY REPAIRERS USING IRISBUS SAFETY PARTS
3-12
Running vehicle operation test
5-10
S
Safety
2-32
Safety main control when connected (Output)
2-63
Safety main control when not connected (Direct from Battery)(Output)
2-63
Safety tips for welding, grinding and painting mechanical components during body
work assembly
2-29
Sale through IRISBUS distributor
1-10
Sale through IVECO distributor
1-10
SCOPE
3-5
Scope
4-5
SCR + UREA exhaust
2-24
Scheduled painting/protection
4-9
Soundproofing
2-49
SPECIFIC INSTRUCTIONS FOR BUS CHASSIS AND BODYWORK
2-7
SPECIFIC INSTRUCTIONS FOR THE CHASSIS
2-7
Specifications
4-7
Stamping protection
VI
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4-10
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Steam free mirrors (Input)
2-74
Steerin g
2-23
Stop request (Input)
2-75
Storage
2-8
STRUCTURE OF THE PRODUCT COMPLIANCE CONTROL SYSTEM
3-6
Structure preparation
System organization, planning, checkouts and revisions
2-45
3-7
T
Tack welding
2-17
TARGETS
3-5
TECHNICAL INFORMATION
1-6
TEST DRIVE BY BODY BUILDER
2-55
Thermal insulation
2-53
Type of material
4-5
U
Unlocked cargo hold doors (Input)
2-75
V
Vehicle delivery by IRISBUS-established carrier
5-8
Vehicle delivery to the Body maker workshop
5-8
Vehicle delivery to the shop after equipping
5-8
VEHICLE DEVICES - TECHNICAL SPECIFICATIONS
2-20
VEHICLE INTERIOR CONFIGURATION AND CAPACITY
2-42
Vehicle part malfunctions
5-8
Vehicle repairing
5-7
VEHICLE TRANSPORTATION AND LOADING - TRANSPORTATION
OF THE CHASSIS WITHOUT BODYWORK
2-7
Vehicle withdrawal
5-5
W
Warning activation (Input) - School transport
2-77
Water fittings for heating system
2-33
Weighing
2-8
WEIGHT AND DIMENSION SPECIFICATIONS
2-8
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VII
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Weight table
2-9
Welding technical specifications
2-15
Wheel covers
2-19
Wheelhouses
2-18
Wheels and tyres
2-19
Windscreen wiper function and Windscreen washer pump
2-64
WORK ORDER COMPONENT CONSISTENCY
VIII
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1-6
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I. GENERAL
SPECIFICATIONS
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1-1
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1-2
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Index
1.
GENERAL INFORMATION
1-5
1.1
RULES AND INSTRUCTIONS
1-5
1.1.1
Body spare parts
1-5
1.2
1-6
1.2.1
1-6
1.2.2
Body maker supply
1-6
1.3
1-6
1.4
PROVISIONS
1-6
1.5
REGISTRATION BOOK
1-7
1.6
1-8
1.7
CHASSIS ACCEPTANCE
1-8
1.8
1-9
1.9
1-9
1.9.1
IRISBUS direct sale
1-9
1.9.2
Direct sale through Body repairers
1-9
1.9.3
1-10
1.10
COUPON
1-10
1.10.1
1-10
1.10.2
1-10
1.11
1-10
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1-3
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1.3.
Instructions for the correct functioning of the parts of the vehicle
and accessibility for maintenance
1-13
1.4.
Legal provisions and prevention of accidents
1-14
1.5.
Vehicle delivery
1-15
1-4
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1
GENERAL SPECIFICATIONS
The instructions given in this section aim at the following targets:
D Ensure, in all cases, the mechanical groups making up the chassis work properly.
D Act as compulsory regulation for both IRISBUS shops and external Body repairers,
if manufacturing bodies on behalf of IRISBUS .
D Define the quality standard to be achieved for external Body repairers,
self-equipping IRISBUS chassis.
D Set the standard relationship between IRISBUS -Body repairers and subcontractors
as for production processing control and final product technical compliance
regulation.
D Define the Body maker obligations as for works involving safety parts.
D Determine the Body maker liabilities before and after the IRISBUS authorization
achievement.
D Define the IRISBUS -Body maker obligations as for the product direct liability.
D Define the Body maker obligations as for the warehouse and modified vehicle
quality management, as well as warranty procedures.
We remember that the Body maker cooperation with IRISBUS assumes he is a capable
professional, always able to best exploit his technical and organization capacities. Therefore,
IRISBUS takes for granted that his implementations shall always be carried out in compliance with
professional rules. The following issues are not exhaustive and simply provide basic rules and
provisions, which can be further developed.
Faults or defects due to total or partial failure to comply with the current regulation could not
be covered by the chassis warranty, chassis mechanical groups included.
1.1
RULES AND INSTRUCTIONS
The Body maker shall be totally liable for the body project and implementation, in order for
the vehicle to provide the necessary performances and reliability.
Therefore, he shall:
D Comply with the rules supplied by the current equipment instructions.
D Not modify the chassis without the IRISBUS written authorization.
D Build the body structure so to incorporate it within the IRISBUS chassis, by taking
particular care as for frame seams.
1.1.1
Body spare parts
The Body maker agrees to ensure the supply of spare parts for a minimum period of 10 years,
starting from the last ordered body, and for all the assembled parts and components.
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1.2
1.2.1
D Operation and Maintenance Manual, including chassis specifications.
D Chassis complete project, including dimensions essential to the Body maker.
D Equipment instructions, including information essential to the body manufacturing
(heating intakes, leveling stands, etc.).
D Diagrams of the electric, pneumatic and hydraulic systems, including data necessary
to the Body maker (authorized intakes, powers, etc.).
1.2.2
Body maker supply
For each equipped vehicle delivered, the Body maker will provide Operation and Maintenance
instructions for the body and the related components, which will complete the manual supplied
by IRISBUS along with the chassis.
Moreover, a spare parts catalog of the body and related components shall be supplied to the Body
maker.
1.3
All vehicles belonging to a same work order shall be equipped with components of a same
brand, model and quality.
1.4
PROVISIONS
The body maker shall always consider and check the final product fully compliance with all
applicable legal provisions for this type of vehicles, namely: local government/self-governing
body/national regulations enforced in each Country where they are registered and/or used (Road
Traffic Code, Official Rules, etc.), international rules (European Union Regulations, UNO/Geneva
ECE Regulations, etc.), as well as all those instructions relevant to accident prevention, servicing
instructions, environment, etc.
Note that the current equipment regulation only quotes recommendations concerning the
applicable law, accident prevention provisions or other information which, in our opinion, can be
considered as the most important ones. They are not meant to supersede or relieve the body
maker commitment and liability to constantly update his sources of information.
For this reason, IRISBUS is not held liable for consequences due to mistakes resulting from poor
knowledge or wrong construction of the currently enforced legal provisions.
1-6
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1.5
REGISTRATION BOOK
Current national laws do not provide for registration books related to chassis meant for
passenger vehicles. Therefore, the complete final product (equipped vehicle) contractor or
purchaser shall have to require the registration book, provided no specific agreements have been
made with IRISBUS .
IRISBUS will make all the necessary chassis documents available, so to obtain the equipped vehicle
registration and the relevant registration book (in Spain, the class approval according to Royal
Decree 2140/86 and the chassis manufacturing certificate).
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1.6
This chapter defines liabilities for the works to be carried out onto IRISBUS passenger vehicle
chassis, according to the following categories:
D sales to the distributor
D sales to the Body maker
D sales account
This in order to clearly define liabilities of whoever uses IRISBUS produced, controlled, supplied
and delivered chassis (for passenger vehicles).
Obviously, if problems arise due to transportation, lack of materials and transit, IRISBUS will fully
acknowledge and take its own liabilities, as provided for in the regulation.
The following paragraphs deal with various issues, namely:
D chassis acceptance
D checkout/overhaul
D routine tuning up (RTU before delivery)
D coupons
D warehouse maintenance
1.7
CHASSIS ACCEPTANCE
The Body maker receiving a chassis from IRISBUS or a distributor shall perform a preliminary
overhaul on the chassis acceptance, directly notifying missing parts or damages to the carrier.
This includes checking boxes of materials possibly supplied, compared to the enclosed sheet.
Any remark must be written on the sheet, listing damages and missing parts (See Annex A, Chapter
5), enclosed with the delivery note; then the sheet must be signed by the carrier for acceptance.
This delivery note, with the enclosed survey sheet, will be sent to IRISBUS, After Sales
department, which will ask the relevant IRISBUS shop Quality manager to supply the missing
material.
As for in transit damages or missing parts (not notified by IRISBUS), the receiver shall follow the
instructions given in Chapter 5 “Procedures for damages and/or dents on vehicles forwarded to
Body repairers”.
IRISBUS shall not be held liable for missing parts and/or damages detected after the chassis
acceptance; therefore, the Body maker shall borne all repair costs.
1-8
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1.8
During the delivery stage, the Body maker will perform, directly or by means of the IRISBUS
service network a functional checkout on the chassis, as specified in Annex B, Chapter 5. The
relevant costs shall be fully borne by the Body maker.
This annex lists all checks to be performed on completed vehicles, in order to correct defects
possibly arisen during processing and assess the equipped vehicle overall functionality.
Any defect or fault detected in the chassis mechanical members shall be notified by writing,
according to the Body maker testing procedures, to the local After Sales department manager
which, having seen the fault, shall choose whether to apply the RTU (routine tuning up) corrective
intervention at an IRISBUS servicing branch shop.
The costs for servicing interventions covered by the warranty shall be refunded according to the
IRISBUS current procedures.
At the end of these operations, the vehicle shall be considered as delivered in all respects, faultless
and ready to use.
1.9
1.9.1
IRISBUS direct sale
RTU must be performed by the IRISBUS servicing network (Servicing organization or a
distributor).
a)
RTU performed by IRISBUS Servicing organization: upon the vehicle delivery to
the client, the suitable sheet is detached from the warranty booklet and sent, enclosed to the
invoice, to the distributor which contacted the Authorized Workshop, who will forward it to
IRISBUS, according to the defined procedures.
b)
RTU performed by the distributor: upon the vehicle delivery to the client, the
suitable sheet is detached from the warranty booklet and forwarded to IRISBUS, according to the
defined procedures.
1.9.2
Direct sale through Body repairers.
As above.
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1-9
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1.9.3
RTU is up to the distributor. If the client directly withdraws his equipped vehicle from the Body
maker RTU, on the distributor request, can be performed at a local authorized workshop, which
will charge the cost to the distributor who sold the vehicle; the latter shall recover according to
the IRISBUS procedures.
NOTE: It is understood that the above mentioned procedure is not inclusive of payments for
works on the chassis, concerning the functionality of both components added by the Body maker
(air conditioning , etc.) and parts and equipment already existing on the chassis and used by the
Body maker (relays, electric system control boards, etc.).
1.10
COUPON
The “Servicing Coupon”, for the chassis only, shall be issued by the IRISBUS Servicing
organization. The interventions shall be performed according to the procedure described in the
warranty manual. Otherwise, the warranty will be nullified.
1.10.1
The distributor who sold the vehicle shall follow the normal procedure as for issuing the
“COUPON”.
1.10.2
a)
Coupon issued by the IRISBUS Servicing organization: the suitable sheet shall be
detached from the warranty manual and sent, enclosed to the invoice, to the relevant distributor.
b)
Coupon issued by the distributor: the distributor shall detach the suitable sheet
from the warranty manual and send it, enclosed to the invoice, to the Regional Direction.
1.11
(Equipped vehicles and chassis)
In order to keep in good condition and operation new equipped vehicles and chassis used by
Body repairers which must be stored in the warehouse for a given time, a maintenance schedule
has been defined, from storage to final delivery to the client.
As for vehicles stored in areas under direct IRISBUS liability, several warehouse maintenance
procedures have already been enforced, at predefined intervals.
Remember that, as soon as the goods are taken under our sales network (complete vehicles) or
external Body repairers (passenger vehicle chassis) liability, these shall be held responsible for the
proper maintenance. They shall act so as to ensure vehicles are delivered in the best functional
and aesthetic conditions.
1-10
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Annexes C, D and E of Chapter 5 list all the operations provided for, divided into complete vehicles
and chassis as well as the recommended maintenance schedule for the vehicle optimum
maintenance.
The maintenance schedule shall be followed starting from the date of this paper and registered
on the “Maintenance sheet” which, on request, shall be shown to IRISBUS survey personnel
For a better understanding, we specify that the maintenance schedule shall apply to all chassis:
those sold to the distributor or Body maker as well as those on “sales account” and “work account.
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1-11
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1-12
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2. SPECIFIC CHASSIS
AND BODY
INSTRUCTIONS
Specific chassis and body instructions
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2-1
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2-2
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Index
2
SPECIFIC CHASSIS AND BODY INSTRUCTIONS
2-3
2.1
General
2-5
2
2-7
2.1
2-7
2.2
2-7
2.2.1
2-7
2.3
2-7
2.3.1
Delivery
2-7
2.3.2
Storage
2-8
2.4
2-8
2.4.1
Weighing
2-8
2.4.2
Weight table
2-9
2.4.3
Centre of gravity
2-10
2.4.4
2-11
2.5
2-11
2.5.1
2-11
2.5.2
2-12
2.5.3
2-13
2.5.4
2-15
2.5.5
Tack welding
2-17
2.6
CHASSIS DRILLING
2-17
2.7
2-18
2.7.1
Wheelhouses
2-18
2.7.2
2-19
2.7.3
Wheels and tyres
2-19
2.7.4
Wheel covers
2-19
2.8
2-20
2.8.1
2-20
2.8.2
2-20
2.8.3
2-21
2.8.4
Engine air intake
2-22
2.8.5
Steering
2-23
2.8.6
SCR + UREA exhaust
2-24
2.8.7
2-26
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2.8.8
2-26
2.8.9
2-28
2.8.10
2-28
2.8.11
2-29
2.8.12
2-29
2.8.13
Safety tips for welding, grinding and painting mechanical components
during bodywork assembly
2-29
2.8.14
Cooling for fitting the 140 + 80 Amp.
2-30
2.8.15
2-31
2.8.15.1
Circuit board
2-32
2.8.15.2
Electronic control units
2-32
2.8.15.3
Fitting the CAN line
2-32
2.8.15.4
Safety
2-32
2.8.15.5
Fitting the outside temperature sensor
2-33
2.8.16
2-33
2.8.17
2-41
2.8.18
2-41
2.8.19
Others
2-41
2.9
2-42
2.10
INTRODUCTION
2-42
2.11
2-42
2.11.1
Main dimensions
2-42
2.12
2-42
2.13
2-42
2.13.1
2-43
2.13.2
2-43
2.14
2-44
2.14.1
2-44
2.14.2
Bodywork covering
2-44
2.14.3
2-44
2.14.4
2-45
2.15
2-45
2.15.1
Introduction
2-45
2.15.2
2-45
2.15.3
2-45
2.15.4
2-46
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2.15.5
2-46
2.15.6
2-46
2.15.7
2-46
2.15.8
Battery compartment
2-46
2.15.9
2-47
2.16
BODYWORK PAINTING
2-47
2.17
2-47
2.17.1
Outdoor noise
2-47
2.17.2
2-47
2.17.3
Soundproofing
2-49
2.17.4
Thermal insulation
2-53
2.17.5
2-53
2.18
2-55
2.19
2-57
2.19.1
2-58
2.19.2
2-58
2.19.3
2-59
2.19.3.1
+15 A With keyswitch (Output)
2-59
2.19.3.2
+30 A Through the battery isolating switch (Output)
2-60
2.19.3.3
D+ Engine running signal (Output)
2-60
2.19.3.4
Engine start-up (Output)
2-61
2.19.3.5
Engine Start-up Disabling (Input and Output)
2-62
2.19.3.6
Jumper between body builder connector
2-62
2.19.3.7
Safety main control when connected (Output)
2-63
2.19.3.8
Safety main control when not connected (Direct from Battery) (Output)
2-63
2.19.3.9
2-64
2.19.3.10
Windscreen wiper function and Windscreen washer pump
2-64
2.19.3.11
LH/RH Front and side blinkers (Outputs)
2-66
2.19.3.12
2-67
2.19.3.13
2-67
2.19.3.14
LH/RH Front Position and Clearance Lights
(Output)/ Front Position Light Signal
2-68
2.19.3.15
Reversing Light (Output)/ Reversing Signal
2-69
2.19.3.16
B7 Tachograph signal (Output)
2-69
2.19.3.17
LH/RH Stop Light (Output) / Stop Signal
2-70
Print 603.93.748
2-5
Base - April 2007
2.19.3.18
Front fog lights (Output)
2-71
2.19.3.19
Rear Fog Light (Output)
2-71
2.19.3.20
Horn (Output)
2-72
2.19.3.21
Idle RPM increase with Active Air Conditioning (Input)
2-73
2.19.3.22
End of travel with open doors (Input)
2-73
2.19.3.23
Doors Opening Inhibition Contact with Started up Vehicle (Input)
2-74
2.19.3.24
Steam free mirrors (Input)
2-74
2.19.3.25
Stop request (Input)
2-75
2.19.3.26
Locked doors (Input)
2-75
2.19.3.27
Unlocked cargo hold doors (Input)
2-75
2.19.3.28
Rear Position Light (Output)
2-76
2.19.3.29
Rear Blinker (Output)
2-76
2.19.3.30
Warning activation (Input) - School transport
2-77
2.20
2-77
2.21
2-78
2.22
2-80
2.23
INTRODUCTION
2-80
2.24
CHASSIS DELIVERY
2-80
2.25
CHASSIS PREPARATION
2-80
2.26
ALIGNMENT
2-80
2.27
CHASSIS CUTTING
2-83
2.28
2-84
2.29
HATCHES AND COVERS
2-87
2.30
2-87
2.30.1
Fixing points
2-88
2.30.2
2-88
2.30.3
2-89
2.30.4
Fuel installation
2-89
2.30.5
2-90
2.30.6
2-91
2.31
2-94
2-6
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Print 603.93.748
2
2.1
2.2
Transportation of the chassis without bodywork should always be carried out on low flat
platform semi-trailers.
2.2.1
To load the chassis on ships, train, cars, etc., it must be hoisted only by the axles or wheels.
Fixing the crane cables to the cross-pieces and chassis members is strictly forbidden. The chassis
must be secured on the transportation vehicle only by the axles. The wheels must support the
chassis weight.
2.3
2.3.1
Delivery
IRISBUS carries out a thorough quality assurance procedure on every chassis before delivery.
However, upon reception, the Bodywork builder should check for anomalies that might have
occurred during transportation. IVECO shall not be held responsible for missing materials or
anomalies during transportation or after delivery if said problems are not noted on the forms
supplied to that end, and that the road haulier has signed in conformity.
In order to fill the complaint forms correctly, the Bodywork builder must observe section 1.6 of
”After sales rules for Bodywork builders” (see Chapter 1). For any complaint, the vehicle
identification number, stamped on the core of the right chassis member, in front of the pneumatic
spring support must be quoted.
See Figure 2.1.
Print 603.93.748
2-7
Base - April 2007
Figure 2.1
VEHICLE IDENTIFICATION NUMBER
Direction of motion
2.3.2
Storage
Once the delivery check has been carried out, should the vehicle be stored, it is necessary to
protect it adequately, taking into account the immobilization period and the ambient
characteristics.
It is the Bodywork builder’s responsibility to protect the delicate components- instrument panel,
batteries, relay and fuse box, etc.- so as to ensure their long useful life and reliability.
Observe section 1.11 ”Maintenance of vehicles in stock”.
2.4
2.4.1
Weighing
Bodywork design, seat layout and luggage compartment location should not exceed preset
maximum loads. Weighing should be carried out by the axle and with gross weight.
Due to factory-set tolerances, weight specifications can be subject to a ± 5% tolerance. This
tolerance should be taken into account for all specification values.
2-8
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Print 603.93.748
2.4.2
Type
Weight table
Chassis in
running order (1)
397E.12.33-SRI (Cursor 8)
Front axle
Rear axle
Total
Max. weight
technically allowed (2)
Max. weight
authorised (2)
640
5460
6100
7100
12600
19000
7100
11500
18000
397E.12.38/45A-SRI (Cursor 10)
Front axle
380
Rear axle
5760
Total
6140
7100
12600
19000
7100
11500
18000
(1) BOGIE version - vehicle status when leaving the factory - wheelbase: 3,000 mm (With empty
gas tanks, oil and other fluids at maximum level, batteries, spare tyre, without driver).
(2) Standard version according to type-approval in Spain.
Print 603.93.748
2-9
Base - April 2007
2.4.3
Centre of gravity
In order to calculate the centre of gravity of bodied vehicles, chassis centre of gravity location
is reported below for type-approval according to ECE Regulation No. 66.
Measurement X
Measurement Y
Measurement Z
Distance to front axle
Distance to vehicle medial plane ( + left-hand side - right-hand side)
Distance to ground
Specifications are supplied taking into account the conditions of sections 2.3.1 and 2.3.2, i.e. with
standard tyres.
Type
X
Y
Z
397E.12.33-SRI
397E.12.33A-SRI
0
0
0
0
0
0
397E.12.38-SRI
397E.12.38/45A-SRI
0
0
0
0
0
0
Figure 2.2
CENTRE OF GRAVITY - MEASUREMENTS X-Y-Z
2-10
Base - April 2007
Print 603.93.748
2.4.4
Installation dimension layouts for each type of vehicle.
Type
IRISBUS reference diagram
397E.12.33-SRI
397E.12.33A-SRI
397E.12.33-SRI (Dx)
397E.12.33A-SRI (Dx)
397E.12.38-SRI
397E.12.38A-SRI
397E.12.45A-SRI (Sx)
397E.12.45A-SRI (Dx)
500 631 0739 DL
500 631 0736 DL
500 631 0735 DL
500 631 0733 DL
500 631 1421 DL
500 631 1419 DL
500 631 0740 DL
500 631 1425 DL
Both the wheelbase and the bodied vehicle rear overhang can be modified within the values
specified in the installation dimension layouts so as to best adapt the bodywork to the chassis.
2.5
2.5.1
See the instructions on chassis operations allowed by IRISBUS on the corresponding sections.
Besides the allowed operations, expressly specified on the present Standard, any other
modification must be performed with written permit by IRISBUS Bus Quality Department.
Modifying the steering and the braking systems is strictly forbidden.
To get IRISBUS approval for chassis modification, the Bodywork builder must submit due
documentation justifying the change project. Documentation should include:
D List of all removed parts.
D List of all the modified and/or added parts, specifying quantity.
D Plans of each of the modified and/or added parts, specifying:
shape, dimensions, tolerances, material, heat treatment, surface protection, reference to
standards or other specifications they should comply with.
D Exploded view, with mounting position for each part.
D Descriptive memory, including dimension calculations and possible test results.
Print 603.93.748
2-11
Base - April 2007
2.5.2
The parts removed from the chassis should be adequately stored, protected and identified.
The chassis must be on level ground before assembling the body. Engine weight should be taken
away from the chassis until bending deformations on the latter are less than 3 mm.
Figure 2.3 shows levelling measurements for the front and rear axles, and the chassis member
bending deformation tolerance.
The chassis must remain in this position until the assembly welding process is completed.
Figure 2.3
LEVEL MEASUREMENTS WITH DEAD LOAD
295/80 R-22,5”
S. Front (A)
S. Rear (B)
726
926
*NOTE: These measurements are given dead load
conditions. The chassis, levelled with the
bellows at 270 ± 2 and 295 ± 2, and the
vehicle without load will be higher because
the radius of the tyre under load is greater
due to the fact that it lacks the dead load
weight.
Special attention should be taken so that the chassis elements and bodywork sides are correctly
attached. These unions should guarantee perfect stress transmission.
These unions are specially critical at the front and rear elements of the wheelhouses, since stress
transmission to the rest of the structure happens mainly through these points.
Excessive pressure at the body union points should be avoided.
Body structure should be so conceived that it forms a bearing unit together with the chassis;
bending, torsion and thrust stresses should be absorbed by the whole unit.
This is necessary due to the relative flexibility of the chassis. For further information, contact
IRISBUS Bus Quality Department.
Bodywork can be welded or screwed to the structure. The use of both assembly systems at the
same time is not recommended.
Bodywork elements shall be fixed by means of intermediate plates.
2-12
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Print 603.93.748
2.5.3
D
D
D
D
D
Before any welding procedure is attempted, the following items must be disconnected:
Electronic control units installed in the vehicle (see figure 2.3.1).
Battery earth cable.
All alternator and instrument panel connexions.
Disconnected cables must not be in contact with each other.
Figure 2.3.1
Z
”Z” VIEW
DRIVER SEAT CONTROL UNITS
I. INSTRUMENT PANEL (SRP1 combined unit)
2. DIGITAL TACHOGRAPH
3. SWI (Comfortable)
CHASSIS CONTROL UNITS
4.CAMU (VBC)
5.IOU
6.VCM
7.ABS / ASR
8.ELF (Suspension)
9.INTARDER (EST42) / ZF AUTOMATIC (EST 146) / VOITH / ASTRONIC
ENGINE COMPARTMENT CONTROL UNITS
10. DCU(Urea)
11. ECM
12. NOX
Print 603.93.748
2-13
Base - April 2007
It is important to protect the following parts against heat, weld spatter and grinding / drilling
ejected particles:
D Instrument panel
D Steering wheel.
D Electrical installation.
D Polyamide pipes.
D Pneumatic springs.
D Rubber sleeves, etc.
If required, these parts should be detached from the welding or grinding area and eventually
replaced to their original location once the operation is finished.
The welder earth cable should be connected as close to the welding area as possible but never
close to any rotating part (transmission, bushings, etc.) nor above or below a component with
moving parts (compressor, bearings, etc.).
Welding surfaces should be clean and paint-free in order to guarantee a good penetration.
The places in the chassis where welding procedures were carried out should be carefully cleaned
and protected with a primer containing zinc tetraoxichromate or similar, and a second coat of a
two-component epoxy primer plus an IRISBUS IC-444 (RAL 7021) chassis grey, two-component
polyurethane paint.
Fig. 2.4 shows two examples of welding attachment. Dimensions are estimates only.
Figure 2.4
Intermediate plate
HOLES 30-35 mm (weld from inside)
2-14
Base - April 2007
Print 603.93.748
2.5.4
The welding seams on beams subject to flexion should be as close to the neutral axis as possible
and should be parallel to the stress direction.
Abrupt section changes and seam accumulation should be avoided.
The welded material should have a good root bead penetration, and show no pores, notches, weld
spatter or slag inclusions.
No special means should be used to cool down welded areas. Welding quality should be CS/BK
complying with DIN 8563 - Part 3.
Figures 2.5 and 2.6 show the location of the weld beads in unions with longitudinal seams on chassis
members.
Figure 2.5
Outward from the curve
Chassis member
Chassis member
Figure 2.6
Outward from the curve
Chassis member
Print 603.93.748
Chassis member
2-15
Base - April 2007
Figure 2.7 shows the layout of flat reinforcements welded to the chassis member. Figures 2.8 and
2.9 show the recommended layout for pieces over the chassis members and the attachment of
L-shaped reinforcements.
Figure 2.7
Figure 2.8
Figure 2.9
Added part
Chassis member
For welding
Excess welding on the horizontal edge and later
longitudinal grinding to round sharp edges.
2-16
Base - April 2007
Print 603.93.748
2.5.5
Tack welding
Tack welding should guarantee a strong attachment between parts; dimension and distribution
will be according to the stress level to be transmitted.
Before welding, the contact surfaces should be thoroughly cleaned. After welding, they should be
protected with a coat of two-component epoxy rust inhibitor or similar product; finishing with
a coat of one- or two-component paint.
2.6
CHASSIS DRILLING
Chassis drilling aimed at fixing auxiliary units or components is allowed under the following
conditions:
D Never drill the wings of the chassis members, free beams and cross-pieces.
D Never drill near the areas of greater stress, i.e. near power-steering, suspension and engine
supports.
D Never drill on the chassis member curved areas.
D Drilling minimum diameter will be equal to plate thickness whereas maximum diameter
should not exceed 15 mm.
D The minimum distance between the bore centre and the chassis member outer edge should
be 35 mm.
D The minimum distance between bore centres should be 50 mm.
D Only a maximum of two holes can be drilled along a perpendicular line to the chassis
member.
D After drilling, burr should be removed, so that the parts assembled or the screw heads will
have a perfectly flat contact surface.
See figure 2.10 showing the relative location of holes.
Figure 2.10
Print 603.93.748
Ø 15 maximum
ONLY A MAX. OF TWO HOLES
Minimum 50 mm
50 mm minimum
2-17
Base - April 2007
Figure 2.11 shows an example of bodywork attached to the chassis with screws.
Figure 2.11
2.7
2.7.1
Wheelhouses
Type - BOGIE
IRISBUS ref.
Type - BOGIE
IRISBUS ref.
397E.12.33-SRI
397E.12.33A-SRI
397E.12.33-SRI (Dx)
397E.12.33A-SRI (Dx)
500 631 0739 DL
500 631 0736 DL
500 631 0735 DL
500 631 0733 DL
397E.12.38-SRI
397E.12.38A-SRI
397E.12.45A-SRI (Sx)
397E.12.45A-SRI (Dx)
500 631 1421 DL
500 631 1419 DL
500 631 0740 DL
500 631 1425 DL
Figure 2.12 shows the clearances to be observed between the wheels and their housing.
Min. x mm
Min. y mm
Figure 2.12
Min. 100
Front suspension
Measurement Y
425
2-18
Base - April 2007
Rear suspension
Measurement X
425
Tyre
295/80
Print 603.93.748
Fixing the crane cables to the cross-pieces and chassis members is strictly forbidden. The chassis
must be secured on the transportation vehicle only by the axles. The wheels must support the
chassis weight.
Figure 2.13
200
The wheelhouse lateral cover should be hinged to allow inspection and maintenance operations
for the pneumatic springs.
2.7.2
The bodywork should include a bulkhead separating the wheels from the pneumatic springs,
so that these are protected against sand, mud or stones. The bulkhead will leave a free diameter
of 350 mm around the spring and should allow easy access for inspection and maintenance
operations for the pneumatic springs and other suspension components.
2.7.3
Wheels and tyres
When fitting the wheels, contact surfaces should be clean and rust-free.
If the rims or brake drums need painting, the contact surfaces between them should be protected,
as should the contact surfaces between the rims and the wheel nuts.
Before delivery to customer, wheel nut tightening should be checked (in case they have been
removed) applying the correct tightening procedures and torque shown in the ”Use and
maintenance manual”. See section 2.18.
2.7.4
Wheel covers
Series 397 is designed to allow mounting ”Front wheel optional caps”, Ref. IRISBUS
5006219063, ”Rear wheel optional caps”, Ref. IRISBUS 5006219062, and front and rear wheel
covers, Ref. 5006229005 (x2) for both caps.
The shape and dimension of such parts are suitable to adequately protect the wheel nuts and cool
the brakes, and they should be used if hub-caps are used.
Caps are included if optional 2300 or 2309 ”aluminium rims” are fitted.
The use of any other cap will void the warranty and will place the responsibility for any braking
problems that may arise on the bodywork builder.
Print 603.93.748
2-19
Base - April 2007
2.8
2.8.1
The bodywork should grant easy access for inspection, maintenance, repair and replacement
of the vehicles mechanical, pneumatic, hydraulic and electric parts. It is, therefore, necessary to
observe the instructions described in the ”Maintenance” chapter of the ”Use and maintenance
manual” supplied together with the chassis.
Inspection doors should be provided to get access to the chassis components. Two types of access
should be considered:
D Inside service
D Outside service
A minimum 110mm space should be left above the ZF-AS Tronic gearbox to remove the electronic
unit. A 50 mm space should also be left to dismount/ mount the clutch actuator. See figure 2.14.
Figure 2.14
To dismount the gearbox only (not the engine) a free
space of at least 150 mm is required behind the gearbox.
2.8.2
Service doors opened from inside the vehicle which allow access from above for:
D
D
D
D
D
D
D
D
Gear shift lever cable adjustment (not necessary with automatic gear-shift).
Lever and gear selector turret removal.
Fuel tank flowmeter.
Front bellows.
Rear shock absorbers.
Rear bridge.
Gear shift.
Engine.
2-20
Base - April 2007
Print 603.93.748
Service door location and minimum dimensions are indicated on the ”Installation dimensions”
layout.
Type - Boogie
397E.12.33-SRI
397E.12.33A-SRI
397E.12.33-SRI (Right)
397E.12.33A-SRI (Right)
397E.12.38-SRI
397E.12.38A-SRI
397E.12.45A-SRI (Left)
397E.12.45A-SRI (Right)
IRISBUS ref.
500 631 0739 DL
500 631 0736 DL
500 631 0735 DL
500 631 0733 DL
500 631 1421 DL
500 631 1419 DL
500 631 0740 DL
500 631 1425 DL
All service doors mentioned before are necessary in case of a low-floor bodywork (approximately
800 mm from the ground). If the inside floor level is higher, some of them may not be necessary,
as long as adequate access from the outside is guaranteed. For further information contact IRISBUS
Bus Quality Department.
2.8.3
Service doors opened from the side or rear of the vehicle which allow access to:
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
D
Engine compartment. Access through rear hood and side service door.
Engine, air filter, coolant and power-steering oil reservoirs for maintenance.
Radiator and injection pump.
Urea tank and pump.
Exhaust and muffler.
Batteries.
Front and rear pneumatic springs.
Shock absorbers.
Power unit.
Windshield wiper motors.
Towbar.
Connection for fast pneumatic circuit filling.
Power steering.
Brake actuation valve.
Clutch fluid and hydraulic brake fluid reservoirs.
Heating and air conditioning devices.
Defrost device.
Print 603.93.748
2-21
Base - April 2007
2.8.4
Engine air intake
The chassis is delivered complete with air filter and pipe lines from the filter to the intercooler
and from the latter to the engine. Filter position should be preserved for easy cartridge
replacement and name plate reading. Special care should be taken to prevent water and dust from
getting inside the air inlet. The air inlet should have:
D External grid. With horizontal louvers to keep water out.
Located on the side of the vehicle, as high as possible.
Its minimum effective area will be 300 cm2.
D Decantation chamber. Fitted between the inlet and the filter; it drains out water and dust.
The communication pipe between this chamber and the grid will have a minimum section
of 300 cm2, the same as the internal passages inside the chamber. At the bottom, the
chamber will have a ? 15 mm hole that will allow settled water and dust to drain. From the
chamber outlet up to the filter, there will be a pipe line with the same diameter as that of
the filter inlet. If section changes were necessary, a 30˚ conical coupling should be used for
minimal pressure drop. Bends and section changes should be avoided. If they were
unavoidable, increase section to reduce their effect. See relative position on figure 2.15.
Figure 2.15
DEFLECTOR
CLEANING ACCESS
TO AIR
FILTER
EXTERNAL GRID
AIR INLET
DECANTATION CHAMBER
Total pressure drop due to the grid, the chamber and the pipes should not exceed 350÷400 mm
of water flow, measured at full throttle.
The internal walls of the chamber and the ducts should be varnished. The chamber interior should
be soundproof to avoid intake noise.
Never replace the air filter with another of a different make or type, unless there is written permit
by IRISBUS Bus Quality Department.
A written permit by the IRISBUS Bus Quality Department is needed to modify the pipe line.
In order to obtain such permit, a modification project should be submitted -according to section
2.5.1- to get the type approval from IRISBUS Bus Engineering. If required, tests will be carried out
-at customer’s expense- to guarantee engine correct operation.
2-22
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Print 603.93.748
2.8.5
Steering
The steering gearbox should be accessible for maintenance, adjustment, and oil topping up,
bleeding and drainage operations. It is therefore important that the relay and fuse box be located
so that it is easily accessible and/or removable. Power steering fluid reservoir should also be easily
accessible to allow topping up, level checking and filter cartridge change. There should be a
minimum distance of 30 mm between the bodywork and the steering moving parts, in all rotating
positions to right and left, taking into account the extreme suspension positions.
According to point 2.5.1, it is strictly prohibited to actuate on any element that could modify the
steering column stresses, or that could result in any effect not within current legislation
prescriptions on ”steering systems” and/or ”devices against unauthorised use of motor vehicles”
(anti-theft systems).
Print 603.93.748
2-23
Base - April 2007
2.8.6
SCR + UREA exhaust
Exhaust pipe and muffler should be accessible to allow easy mounting and removal, and easy
nominal plate reading. If required, service doors should be made available.
The chassis exhaust pipe and muffler grant correct engine operation and it is prohibited to modify
them.
All structural and lining materials in the vicinity of hot points should comply with section 2.14.4
on ”Organic material requirements for fire protection”.
The body should have a service door to allow access to refill the urea tank and it should also allow
enough room for maintenance operations on the urea tank level gauge.
The urea doser position cannot be changed when it is added to the bodywork. Urea pump/unit
position cannot be changed and the bodywork should have an access door to allow maintenance
operations, fitting and removal of the filter. See Figure 2.16.
Figure 2.16
MIN. 900 X 1650 FREE ACCESS TO CATALYST AND
UREA TANK
UREA DOSER
UREA TANK
FILLER
OPENING
TEMPERATURE AND LEVEL SENSOR ADJUSTMENT
AND REMOVAL MIN. 230X230
UREA UNIT/PUMP
(FILTERS)
LEVEL GAUGE
(FLOWMETER)
respectively L1 = L − W2 ⋅ L
W
UREA DOSER
2-24
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Print 603.93.748
Muffler frame should be added to the bodywork observing the fixing points for muffler free
removal and refitting from under the bodywork. See figure 2.17 and 2.17.1
Figure 2.17
Figure 2.17.1
Print 603.93.748
2-25
Base - April 2007
Encapsulated mufflers:
Mufflers should be insulated with.
ACUTERM NC
ACUTERM NC + AL
ACUSTICELL FG/NC
Exhaust pipe:
The exhaust pipe end should be fixed to the bodywork observing its position and fixing point.
See figure 2.17.2
Figure 2.17.2
FIXING POINT
2.8.7
Located at the front of the chassis, to the left of the steering wheel. On the front of the
bodywork there should be a service door to check and refill the tank. If you wish to change its
position, the criterion applied is the same as for the previous section, but with a variation: height
should be 150 mm above clutch actuator cylinder.
For modular versions, once chassis transformation is completed, the system should be topped up
and bled using TUTELA DOT 4 fluid. See Workshop Manual.
2.8.8
The radiator-intercooler unit is located to the left of the engine. The bodywork should have
an inlet compartment, communicating the radiator to the outside through a grid. The grid should
keep dust and foreign bodies from getting to the honeycomb. The grid dimensions should be
similar to the radiator’s and should have a minimum area of 5,000 cm2 (Cursor 8) and 7,500 cm2
(Cursor 10). The inlet compartment shape and dimensions should allow free air flow from grid
to honeycomb with no obstructions or narrowings that could diminish that flow. Contact IVECO
if you have any queries and have the cooling system capacity tested if required.
There should be an access door to the injection pump on the fan inlet compartment wall that is
closest to the engine. The door tightness should be perfect; its dimensions are shown on the
installation dimensions layouts.
2-26
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Print 603.93.748
The inlet compartment should be perfectly tight, with rubber gaskets preventing hot air
recirculation. The gaskets should stand, without getting deformed or worn, a constant
temperature of 100 ˚C and temperatures of 120 ˚C for short periods. The compartment should
ensure efficient airflow all along the duct.
Hot air outlet should be through a grid, located on the highest section of the engine compartment
and it should have a minimum section of 2,000 cm2.
If a heating equipment is installed in the passenger compartment or pipes are modified, this should
not affect the cooling system efficiency. In this case, cooling circuit operation should be checked
taking into account filling, deaeration / water circulation, as follows:
D Open heating system feeding cocks and heater breathers.
D With engine off, top-up the water circuit with a constant flow of 8 - 10 l/min, and close the
heater breathers once they are air-purged.
D Start the engine and leave it running at idle speed for 5 minutes. Once this time has elapsed,
the water level in the feeding reservoir should not have decreased beyond minimum.
D Gradually, rev up the engine, checking that the pressure on the water pump outlet pipe
increases gradually and without pressure pulses.
D Keep the engine revved up, until the thermostat opens, checking there are air bubbles
passing through the transparent pipes installed between:
. engine outlet and radiator;
. filling reservoir and water pump;
. engine deaerator and filling reservoir.
D 15 minutes after thermostat opening, there should be no bubbles in the circuit.
D With open thermostat and idling engine, the pressure measured at the water pump outlet
should be above 500 mm of water flow.
Figure 2.18 shows the cooling air inlet and outlet relative position at the back of the bodywork.
Figure 2.18
A Air inlet
B Air outlet
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2.8.9
A position change for units (such as fuel tank, batteries, spare tyres, etc.) due to bodywork
structure is allowed as long as relocated unit performance is not compromised, original
connections remain unchanged, new supports allow original coupling and support, and new
location and earth connection are compatible with vehicle design.
In order to install additional equipment (reservoirs, compressors and condensers for air
conditioner, etc., or spare tyres and batteries supplied as standard), refer to sections 2.5.4 on
”Welding technical specifications” and 2.6 ”Chassis drilling”.
Fixing heavy components (e.g. batteries) overhanging is not allowed. Its supports, besides resting
on the chassis member, should be fixed to other elements such as free beams or any side bodywork
structure.
The spare tyre support should facilitate removal and comply with a minimum entry angle of 7º or
greater depending on the service the vehicle is intended for.
2.8.10
It will be taken from the overflow valve mounted on the auxiliary services reservoir located
in the rear section of the chassis, on the left chassis member, and never from the brake reservoirs.
Figure 2.19 shows the location of valve and reservoir.
Figure 2.19
SERVICES INLET AT 11
BAR
W
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2.8.11
The electrical installation should be protected against heat and spatter during welding
operations. If required, the electrical wiring should be removed from the area near the welding
procedure and be laid again afterward.
The electric system should be disconnected in case of electric welding.
When the electrical installation is laid through the bodywork sheets, the wiring harnesses and
cables should be protected with cable glands. It is strictly forbidden to fix cables or any other
electrical component to fuel pipes.
If paint is oven-dried, temperature should not exceed 80 ˚C. At the painting phase, electrical
connections should be protected to prevent paint from causing short-circuits.
When there are connections at the terminals, maximum intensity allowed should not be exceeded.
Bodywork electrical installation should have a suitable fuse protecting each and every circuit. The
wiring harnesses and cables used should be correctly protected and have adequate dimensions
complying with ECE Regulation 36 and/or any other standard in force in the country where the
vehicle will be registered or run.
The safety central control unit should operate according to applicable standards in force.
2.8.12
Before handling the electrical installation or electrical / electronic components, batteries
should be disconnected to prevent system reset.
Before connecting the batteries, all electrical and electronic components should be correctly
connected to avoid system setting failure.
See figure 2.3.1.
2.8.13
Safety tips for welding, grinding and painting mechanical components
during bodywork assembly
D Before any electric welding procedure is attempted, disconnect all cables connected to the
(24 V) battery positive and negative terminals and join them physically by means of bolt and
nut.
Furthermore, the vehicle electronic central control units should be disconnected before
any welding process. See figure 2.3.1.
ECM motor built-in control unit should also be disconnected.
D Certain components should be protected against heat, weld spatter, grinding and drilling
ejected particles. Such components include the instrument panel, steering wheel,
polyamide pipes, sleeves, rubber pipes, pneumatic springs, electrical connectors, etc., and
any other element that could be affected by the above mentioned agents.
D It is strictly forbidden to paint the following items: rubber diaphragms and metal plungers
of suspension pneumatic springs, brake discs and callipers; shaft with slip joint (between
steering pinion and power steering gearbox); heat exchange surfaces (radiator panels and
air coil pipe); radiator fan and fan hub.
Specific instructions for bus chassis and bodywork
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It is not advisable to paint the chassis mechanical parts that have been treated at the factory,
electrical component housings, valves for hydraulic and pneumatic installations, control cable
terminals, nameplates and die cuts of components. Should the engine (except catalytic muffler)
need painting, ”Red” Code IRISBUS 41589 is recommended.
Wheel rims should not be painted unless specifically required by the Customer, and in no case
should the area of the rim relative to the fixing nuts be painted
2.8.14
Cooling for fitting the 140 + 80 A
In order to guarantee cool airflow to the alternator, there should be an air inlet in the radiator
air inlet compartment or in any other place exterior air can be sucked in. At the air inlet, it is
advisable to fit a minimum 40-cm2 section mesh, fine enough to prevent foreign bodies from
getting into the alternator. An adequate air filter can also be fitted at the end of the suction pipe.
Air will flow through sleeves 99438818 and 500321736 supplied. Figures 2.20 and 2.21 show the
alternator cooling pipe layout.
Figure 2.20
(for motor types 397E. 12.33
Cursor 8)
W
A
MESH
DETAILED VIEW A
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Figure 2.21
(for motor types 397E.12.38/45
Cursor 10)
A
MESH
DETAILED VIEW A
2.8.15
The basic electrical installation fitted to the chassis, instruments panel and relay and fuse box
should not be tampered with.
The connections for the bodywork services, except those defined in the basic installation, must
be carried out on a bodywork circuit board, with the appropriate relays, connectors, fuses and
other components.
Power to feed the circuit board will be taken directly from the output terminal of the battery
electromagnetic disconnecting switch (never directly from the battery terminals) with the relevant
protection (fuse) and suitable wire section.
The chassis is fitted with two 90 A alternators as standard. The maximum installed power of all
the components will be 3600W. If the vehicle is fitted with an electronic retarder, the installed
power must not exceed 3300W.
As optional, a 140A alternator plus a second 80A alternator are fitted (instead of two 90A). With
these two alternators (140+80) the total admissible power will be 4600W. If the vehicle is fitted
with an electronic retarder, the installed power must not exceed 4300W.
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If more power is needed, install of a second 80A alternator, activated by the air conditioning
compressor.
In this case, the second alternator wiring will form part of the bodywork. The second alternator
fitted should be a Bosch N1 type to ensure functioning and adjustment compatibility. If the
electrical installation requires 12V power supply, do not make the connection directly at the
terminals of one of the batteries. A 24/12V converter of suitable capacity should be foreseen for
the intended power requirement.
2.8.15.1 Circuit board
Relays, fuses and connexions box must be so fitted that it can be opened at its hinged fittings
for maintenance and fitting operations. The relays and fuses box nor the installations can be altered
without written consent by Irisbus Bus Quality Department.
The circuit board features two connectors for bodywork services linked to the chassis installation,
see point 2.19.3.
If a new connexion not specified in point 2.19.3 is needed, it must be asked in written to the Quality
Department, which will process this request. The bodywork electrical installation, however, must
not be tampered with in order to obtain the signal needed.
2.8.15.2 Electronic control units
The electronic control units supplied onto a transporting plate on the right side of the vehicle
must be assembled over a rigid and conductive (not varnished) surface in a cabinet inside the hold,
placed in an area near the front axle, and it must comply with the ambient conditions specified for
the (SPR1) instrument panel combined unit.
There should be a physical union between the metal plate and the vehicle earth connection, as
short as possible, with a 20mm metal mesh, and along its path, it should be as close as possible
to the crossing surfaces to avoid static.
Temperature - 40˚C a +70˚C, acceleration +/-2g
The control unit wiring harnesses should not be modified.
2.8.15.3 Fitting the CAN line
The CAN line is a data transmission installation among every electronic unit in the vehicle.
This wiring is different from any other because it has a protective bellowed sheath in a different
colour. A bipolar wire, made up of two twisted conductors with a specific number of loops per
metre. It must be at least 10 cm away from any other wiring.
2.8.15.4 Safety
The end-of-stroke switch, provisionally in the engine compartment area, must be fitted
permanently so it can change status when the boot is open.
The purpose of activating this circuit is to prevent starting the engine from the driver’s seat,
with the engine compartment cover open.
Do not tamper with (coupling, branching, cutting or lengthening) the chassis fixed electrical
installations to avoid compromising tightness, excess current in the circuits or the chance to
possibility of mechanical wear of the protections of wiring harnesses and cables.
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2.8.15.5 Fitting the outside temperature sensor
The outside temperature sensor is located over the chassis, fitted to its holder and fixed at the
lowest section of the pedal base over the first cross-member. The permanent position of the
outside temperature sensor must so that the temperature-sensitive area does not receive direct
sunlight or the influence of any hot area that result in a misreading. The sensor should not be
screened as this could retard sensor reaction to more or less rapid temperature variations caused
by passing through courses or areas with different temperatures (entering a tunnel, passing
through wooded areas, etc.)
It is important that the actual ambient temperature be correctly detected as this may help
anticipate the presence of ice.
2.8.16
When the caloric source for the heating system is the engine only, the installation must be done
connecting the pipe fitted for this purpose at the engine water collector outlet, if the vehicle is
equipped with manual gearbox. If the vehicle is fitted with an automatic gearbox or hydraulic
retarder, the installation must be done the joint with the engine water outlet pipe the gear shifter
or retarder. See details in figures 2.22; 2.23; 2.24 (for 397E. 12.33, Cursor 8 engines) and 2.25, 2.26,
2.28 (for 397E .12.38/45, Cursor 10 engines).
1 ” 1 / 4 cocks should be fitted at in both inlets and outlets to isolate the heating circuit. The
minimum diameter for the heating pipes will be 32 mm.
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Figure 2.22
Heating system intake, C.V. MANUAL
(Cursor 8 engines)
HEATING WATER
OUTLET
HEATING WATER
RETURN
HEATING WATER
OUTLET
HEATING WATER
RETURN
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Figure 2.23
Heating system intake, C.V. AUTOMATIC ZH 6HP604
(Cursor 8 engines)
HEATING WATER
OUTLET
HEATING WATER
RETURN
HEATING WATER
OUTLET
HEATING WATER
RETURN
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Figure 2.24
Heating system intake, C.V. ZFS6-1600 + INTARDER
(Cursor 8 engines)
HEATING WATER
OUTLET
HEATING WATER
RETURN
HEATING WATER
OUTLET
HEATING WATER
RETURN
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Figure 2.25
Heating system intake, C.V. MANUAL
(Cursor 10 engines)
HEATING WATER
OUTLET
HEATING WATER
RETURN
W
HEATING WATER
OUTLET
HEATING WATER
RETURN
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Figure 2.26
Heating system intake, MECHANICAL C.V + INTARDER
(Cursor 10 engines)
HEATING WATER
OUTLET
HEATING WATER
RETURN
HEATING WATER
OUTLET
HEATING WATER
RETURN
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Figure 2.27
Heating system intake, C.V. AUTOMATIC VOITH
(Cursor 10 engines)
HEATING WATER
OUTLET
HEATING WATER
RETURN
HEATING WATER
OUTLET
HEATING WATER
RETURN
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Figure 2.28
Heating system intake, C.V. AS TRONIC
(Cursor 10 engines)
HEATING WATER
OUTLET
HEATING WATER
RETURN
HEATING WATER
OUTLET
HEATING WATER
RETURN
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2.8.17
The crankshaft output pulley has two free grooves for activating the air conditioning
compressor. Excessively taut belts should be avoided or the crankshaft neck lock stop can be
damaged; the pre-tension value should not be over 25kg per belt.
The compressor will be fitted at the rear hatchback due to its activation requirement. The
condenser and the evaporators are so fitted as to allow an adequate load distribution according
to the vehicle limitations.
The air conditioning system should respect all environmental-protection measures, specifically
those regarding the ozone layer. Therefore, all systems emitting halons or CFCs are prohibited.
The bodywork configuration must allow an easy access for maintenance and repair operations for
the compressor, its driving belts should not touch any part of the bodywork and they should be
easily reached without the need of removing the bumper or any other component.
2.8.18
According to the actual legislation in force, the final product (the bodied vehicle must feature
at least the following identification plates and labels):
D Chassis manufacturer nameplate (by IRISBUS), supplied as standard.
D Plate or label indicating the maximum set cruise control speed for the vehicle complying
with the European Directive on ”Vehicle Speed Limiters” (it is advisable to stick this label
to the windscreen central upper part) IRISBUS reference 4100 4446, supplied as standard.
D Body builder nameplate To be fitted by the bodywork builder
D Plate indicating the vehicle dimensions complying with EEC Directive 83/364 To be installed
by the body builder.
2.8.19
Others
The following elements or systems must be taken into consideration:
D Sound alarms: The bodied vehicle must comply with the minimum noise limit specified in
the relevant regulations.
D Do not modify any element that can alter the correct functioning of the system or the
mandatory ”speed limiter” pursuant the current regulation.
D The braking system of these vehicles includes ABS. Pursuant point 25.1, it is absolutely
prohibited to tamper with the braking system and/or change elements (valves, tanks, etc.)
in a way that could damage the original characteristics of the chassis according to the
current regulations.
D You are reminded that the compressed air reservoirs are type-approved according to a
specific regulation.
D The vehicle fuel tanks have been type-approved as well as their fillers, caps and other
elements. Therefore, modifying any of their parts will involve a new type-approval test, at
the body builder’s expense.
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2.9
2.10
INTRODUCTION
This chapter provides instructions to build the bodywork and deals with the most important
technical aspects and regulations. The definition of the bodywork is left to the body builder’s
discretion, according to the specifications of each order.
2.11
2.11.1
Main dimensions
Angles of inflow and departure: equal or greater than 7˚ for all vehicles.
Outer and inner steering circles: bodywork configuration must allow steering circles according
to what is specified in ECE Regulation 36 or equivalent regulations, applicable in the country where
the vehicle is registered or run.
Mudguards: vehicles will be equipped with mudguards on the back part of every wheel, up to 75mm
from the ground.
Bodywork configuration must allow an easy reading of a vehicle identification number, placed at
the front of the right chassis member. See section 2.3.1.
2.12
For every vehicle class (l, ll / ll) the passenger area and the number of seats should comply with
ECE Regulation 36 or the regulations of country the vehicle is shipped.
2.13
Heating system: it is mandatory to have hot air outlets for the windscreen demister.
Sun visor: a sun visor must protect the driver; it should be foldable and adjustable in height while
the vehicle is running. A sun screen or a tinted glass can be fitted, total or partial.
Driver’s seat: it will be adjustable in height, inclination and longitudinal distance to the steering
wheel. Each one of these adjustments will be independent. The seat should have the suitable
suspension and will be upholstered with perspirable material.
Driver station - ergonomics: the instrument panel supplied with the vehicle can be added to the
front case or the instruments can be disassemble and then fitted in a customised panel but keeping
the original instrument distribution layout to optimise ergonomics. The panel supplied as standard
complies with the Directive on ”Indicators, controls and telltale lights”. If a modification is
introduced, this aspect should be checked and type-approved, if required.
Upon fitting and surfacing the floor of the driver station, the body builder must take care not to
limit the clutch pedal travel, as well as the full action of the foot pedal (step-on) to reset steering
adjustment.
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2.13.1
The (SPDR1) combined unit is an electronic device to indicate and display to the driver the
vehicle performance conditions. This device, fitted on its supporting casing, can withstand the
vibrations and temperatures that may occur while using the vehicle as follows:
Temperature: 40˚C to + 70˚C; acceleration: +/-2g.
The electrical connection wiring harness of the combined unit must be fixed at a distance that does
not exceed the 200mm from the 2 connectors on the back of the device.
To have a good field of view to read the information that is shown on the display; the ß angle
(formed by the line perpendicular to the display and the driver’s vision) will be between 0 and 30˚.
The closer the ß value is to 0˚, the better the reading will be.
Figure 2.29
β
Driver’s eye
Combined
unit
2.13.2
A tachograph is an electronic device to view and save vehicle speed. It also helps to obtain
additional information given by the corresponding menus. As per the regulations in force for these
devices, the tachograph is to be fitted on the vehicle so that the driver can have access to the
functions needed for driving from the driver station. The tachograph display must be seen from
the driver station while driving.
The tachograph must be fitted into a supporting casing and be firmly secured through a rear pin;
if required, use angle bracket to fix it to the casing.
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2.14
The resistant materials used to build the structure must be included in the table of materials
of Chapter 4. If different materials are employed, they must at least have similar characteristics.
To obtain a good weight-resistance ratio it is advisable to use Fe 430 C sheets or profiles or
their equivalents.
In Spain and pursuant to ECE Regulation 66, all types of vehicles used for passenger
transportation (class I / II) which are currently registered should be type-approved. The side
structure must be designed, calculated and sized to comply with this requirement.
2.14.1
They should be preferably made of Fe 430 C material. See table of materials, Chapter 4.
The resistant pipes must comply with the flattening test according to the DIN 50136 standard.
Profile torsion should be 0.5º maximum per length metre.
The maximum deviation of the profile regarding to the straight line should be 0.25% of its length.
The outside rounded radius of the edges will be twice the thickness of the wall maximum, the inside
radius will be equivalent to the wall thickness.
The inside radius should correspond to the outside evenly, without crushings or creases.
The surface must be free of rust.
The welding seam must be trimmed on the outside surface but still visible.
The status of the outside surface should allow tack welding unions using regular welding pliers.
2.14.2
Bodywork covering
Use preferably matte finished galvanised sheets without spangle, STE-280 3Z
200-SC-CHROMAT, according to DIN 17162-2 standard.
This one will be used to apply sheet plates to wheelhouses, boards, etc.
Either stainless steel or composite materials can be used for wheelhouses.
2.14.3
Rivets used to fix the outside covering of the bodywork must be watertight so that no water
can get inside. It is advisable to perform water-tightness tests in case of doubts. If the union is
carried out on a pipe, it is advisable to locate the drill at the centre of the pipe wall and in any case
at a distance of at least 10mm from the edge.
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2.14.4
The covering organic materials used inside the engine compartment must be non-flammable
or fuel or lubricant resistant.
The rest of the bodywork organic materials must be non-flammable or self-extinguishing,
complying with the legislation in force in each country of destination.
The polyamide piping and electrical wiring harnesses laid next to an engine hot zone, like the
manifold or exhaust pipe, turbocharger, etc., must be protected by a metal screen made of
aluminium or stainless steel, covered with insulating material.
2.15
2.15.1
Introduction
To guarantee a long duration of the bodywork, the anticorrosive treatment is essential. Avoid
diminishing structural pipe sections with thin walls, profiles, sheet, etc.
Applying this anticorrosive treatment should not adversely affect the chassis componentspolyamide piping, electrical wiring harnesses, valves, etc.
2.15.2
Bear the following points in mind:
D
D
D
D
Avoid the points where water, dust and dirt can form deposits.
Generally the pipe ends must be plugged.
In open profiles, the opening must be facing downwards.
In closed profiles and in all bodywork hollows where water can deposit, drill approx. 8-mm
holes, oriented downwards. Avoid blocking these holes when painting or applying the
anticorrosive solution.
Edges, flaps with folds, ribs, ridges, etc. of the external pieces to the structure must be
reinforced so as to facilitate water drainage. Apply suitable sealants where required by the design.
2.15.3
It is compulsory to apply a wax-based anti-corrosion coating to the internal side of the
structural pipes in the following cases:
D
D
D
D
D
From windows, downwards.
Door pillars.
Horizontal pipes of the structure.
Chassis areas exposed to the elements.
As an option, polyester foam can be used at the same points. The specifications of this
product must comply with the current health standards.
The auger bits used to inject wax-based products should be covered with plastic caps.
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2.15.4
The pipes must be protected externally with a primer.
The areas welded to the sheet plates should be protected with a weldable product.
2.15.5
To insulate and protect against corrosion all the bodywork internal areas, use materials to
render them resistant to chemicals and mechanical wear. For example:
D Roofs
1) Apply of dry primer, from 20 to 30 μm, check bonding periodically.
2) Apply polyurethane foam or expanded polystyrene layers.
To provide protection against ejected chips and strange elements, seal the wheelhouses subject
to water splashes, apply an underbody protection anti-corrosion.
To protect the underbody apply an anti-corrosion treatment consisting of a high-density
thixotropic, with a film thickness from 300 to 800 μm.
Special attention should be given to the coupling areas of structural pieces, folded couplings /
weldings, where a non-drying sealing paste with good bonding should be applied.
For applying anti-corrosion products adequately, strictly follow the instructions provided by the
manufacturers.
At the request of the IRISBUS Bus Quality Department, the body maker will provide samples of
the products employed.
2.15.6
One way to guarantee anti-corrosion protection is to use materials offering a good resistance
to corrosion, such as stainless steel, plastic materials, resin-laminated fibreglass, etc. The use of
these materials must be always compatible with the resistance required for each part.
2.15.7
The anti-corrosion coating must pass a corrosion resistance test in a salt fog chamber. Test
duration depends on the type of material and treatment. See Chapter 4.
2.15.8
Battery compartment
The base of the battery compartment must be painted with a high-corrosion resistance
process, see Chapter 4. Applying over it a wax-based coating, 100 μm thick, taking into account
that this will require a periodic maintenance that the Body builder must foresee.
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2.15.9
Periodic maintenance is required to render an anti-corrosion treatment effective. The body
builder must provide, with the vehicle, the necessary instructions for this maintenance according
to the bodywork in question.
2.16
BODYWORK PAINTING
To guarantee the quality level IRISBUS wants to ensure for the bodyworks it manufactures, the
processes specified on Chapter 4 should be applied.
2.17
Once the vehicle is finished, the Body builder must ensure that the vehicle complies with all
the noise level specifications required for each case. It is the Body builder’s responsibility to obtain
the type-approval certification for the vehicle, if required.
In order to obtain a high level of internal comfort and to comply with regulations about noise
emissions, it is advisable to proceed as follows.
2.17.1
Outdoor noise
According to current regulation for European Union countries, the maximum outdoor noise
emission level must be 83+1 dBA, in force until 1.10.95.
The same regulation requires a maximum level of 80+1 dBA and adds the requirement of a noise
level limit produced by pneumatic component exhausts, from 1. 10.95 for new type approvals and
from 1.10.96 for new registrations.
2.17.2
The measurements will be carried out according to what is specified by the ISO 5128 standard,
given the following conditions:
The tests will be carried out at the following set speeds:
D With manual gearbox
60, 80 and 100 km/h for the penultimate gear.
80 and 100 km/h for the top gear.
D With automatic gearbox
40, 60, 80 y 100 km/h, with D key.
D Sound level meter location.
D Penultimate seat row, rear central area, at passenger ear level.
D Front area, at driver’s ear level.
Under these conditions, the results obtained must never exceed the following values:
D Long distance intercity vehicle
Without air conditioning
72 dBA
With air conditioning, maximum power
74 dBA
D Suburban or city vehicle
Without air conditioning
74 dBA
With air conditioning, maximum power
76 dBA
Figures 2.30 and 2.31 show where microphones are located to measure internal noise.
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Figure 2.30
(Cursor 8 engines)
REAR SOUND LEVEL METER LOCATION
FRONT SOUND LEVEL METER LOCATION
W
Figure 2.31
(Cursor 10 engines)
FRONT SOUND LEVEL METER LOCATION.
W
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2.17.3
Soundproofing
The insulation should be as homogeneous and regular as possible, avoiding interruptions.
It is very important that flaps or service doors that communicate the passenger compartment with
the engine, gear, cover areas, etc., are well sealed.
The engine compartment walls can have three insulating elements:
D A)
D B)
Board with an interposed layer of insulating material (Septum or similar).
Heavy mixture, to be fixed to the walls of the compartment metal plate. It will have
a minimum surface weight of 5 kg/m2.
D C) Sound-absorbing material, fixed over the heavy mixture or the structural wall, 30 mm
thick, which must comply with the specifications defined on tables I or II.
The walls of the engine compartment separating it from the outside (side and rear walls) must have
a heavy mixture layer joined directly to the plate and covered with sound-absorbing material as
soundproofing cover. According to definitions B) and C).
For the lower acoustic enclosure, take into account that it should not obstruct the air outlets of
the radiator cooling system. It is advisable that the enclosure only affect the area under the engine
and, if necessary, the right area of the engine. Avoid covering the bottom radiator so that its outlet
is as free as possible.
In case of doubts, request the coating type-approval from the IVECO Bus Engineering Dep., which
will carry out tests, charged to the applicant.
If the walls separating the engine compartment from the vehicle interior are made of board with
Septum, they will be covered with sound-absorbing material on the engine side, according to
definition C). If these walls are very close to the engine (vehicles with a floor level of 800 mm or
less) it may be necessary to include also a heavy mixture under the sound-absorbing material. If
these walls are made of sheet, their coating must be the same as the one described for the walls
separating from the outside in the previous section.
The service doors in the engine compartment must comply with the general specifications defined
for walls.
To cover the floor, the service doors on the floor and openings for doors and steps, it is advisable
to use a 15 mm thick board minimum, with an interposed layer of Septum.
The step hole fixings should not have slots or cracks which allow noise getting in. The same applies
to the area under the doors.
To comply with the 80+1 dBA outdoor noise standard, it may be necessary to cover the lower
part of the engine compartment.
To that end, the Body builder can request the optional ”03590 engine acoustic enclosure” If the
optional feature cannot be used due to bodywork characteristics, you can build your own
enclosure version bearing the following points in mind:
In this case the lower acoustic closure will be made up of:
D Structural part. It must be removable, made of plastic, steel sheet, aluminium
sheet, etc.
D Heavy mixture with a thickness depending on the mass of the structural material so that
both together make up a minimum surface density of 10 kg/m2.
D 15mm-thick sound-absorbing material which complies with the specifications on tables I
or II.
This material must also be protected against potential fluid leakage coming from the engine
(oils, diesel fuel, coolant).
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For the lower acoustic enclosure take into account that:
D It should not obstruct the air outlets of the radiator cooling system.
D It should not interfere with the discharge pipe of the engine deareator.
D It should have a bore with an approximate diameter of 150 mm to access the engine oil
outlet. This bore will be generally covered with an aluminium cap with an internal coating
of sound-absorbing material, easy to use when draining engine oil, and holes with a diameter
of 25 mm to drain fluids.
Find below a list of materials with soundproofing characteristics which have been tested at IRISBUS
laboratories. Using these materials guarantees the specified results will be obtained.
All the materials used must comply with the specifications at point 2.14.4., regarding fire
protection. Make sure that the elements fixing the insulating or sound-absorbing materials are
durable enough, will not become detached and touch hot parts or moving components. It is
advisable the use of good quality adhesives or metal meshes or other retaining devices.
TABLE I
Measurement in reverberation room
wo/ DIN 52215 standard
Thickness
30 mm
Octave band
Absorption coeff.
125
0.18
250
0.3
500
0.7
1000
0.9
2000
0.95
4000
0.98
TABLE II
Measurement in Kundt’s tube
wo/DIN 52212 standard
Thickness
15 mm.
Octave band
Absorption coeff.
125
0.06
250
0.08
500
0.17
1000
0.32
2000
0.64
4000
0.80
Figures 2.32 and 2.33 show where sound insulation is located in all vertical walls of the engine
compartment.
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Print 603.93.748
Figure 2.32
(Cursor 8 engines)
ACOUSTIC ENCLOSURE D
W
Print 603.93.748
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Figure 2.33
(Cursor 10 engines)
W
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2.17.4
Thermal insulation
The most critical points from the point of view of thermal insulation are the points where
operating temperature is higher:
Turbo, manifold and exhaust pipes, silencer and the electrical retarder rotors.
When an organic material element of the bodywork is so close to one of these critical points as
to reach a temperature higher than the admissible one, protect such part by means of a layer of
insulating felt covered with an aluminium sheet able to endure a set temperature of 250 ºC and
a maximum conduction coefficient of 0.1 W/mºK. In any case, the minimum distance between a
critical point and the insulation will be 80 mm at least.
When the available space is limited, especially to protect the polyamide piping and the electrical
wiring harnesses, it is advisable to shield them by means of an aluminium plate with sandwich
insulation. The plate must have a conduction coefficient equivalent to the felt coefficient value.
Between the protected component and the shield there must be a minimum distance of 20mm.
See section 2.14.4.
In order to keep a comfortable temperature inside the vehicle, the sound insulating material
located in the gear and engine compartment must have a minimum conduction coefficient of 0,08
W/mºK and a minimum operating temperature of 85ºC. The correct arrangement of the
soundproofing-thermal insulating material must cover all the distance surface between the engine
compartment and the interior, also covering steps, walls and any other surface which may let heat
in.
In areas that do not require sound insulation, such as the area close to the electrical retarder,
insulation with polyurethane foam with similar characteristics to the ones described before is
allowed.
Some points are not critical from the point of view of heat transmission, but must be taken into
account to keep them away from the bodywork components or installations which can be
damaged by an excessive temperature. The most important are:
air duct from turbo to intercooler, air compressor and outlet pipe, crankcase and engine block,
coolant pipes.
2.17.5
Vehicle insulation for cold weather conditions must guarantee that the engine cooling water
temperature must not drop below 80ºC under regular operation.
The thermostat integrated to the heating circuit, with an triggering temperature of 68º ± 2ºC
ensures correct engine operation. In cold weather it may be necessary to close the engine
compartment in order to keep heat for heating. Closing the compartment must be done according
to figures 2.32 and 2.33 and consists of the following insulation areas:
− Side Walls.
− Rear.
− Division walls of the engine compartment inside the vehicle.
− Lower closing. (Acoustic Enclosure D in figures 2.32 y 2.33).
− Front Wall. Its arrangement must show a 30 mm clearance approximately with the change in
order to allow the engine suspension movements.
Both materials and their arrangement must comply with the specifications in sections 2.17.3.
(Those insulations which also act as soundproofing) and 2.17.4 in all cases.
It is advisable that the insulating panels be partially movable so that they can be removed to facilitate
engine cooling in summer.
Print 603.93.748
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If the engine works with less than 80ºC or the water for heating is not enough despite the
insulation, a pre-heater should be installed (pre-heater fitting mandatory when the vehicle works
regularly at a temperature below 0ªC) Figure 2.34 shows the recommended fitting layout; always
follow the instructions of the pre-heater manufacturer; in case of any doubt, contact IVECO The
minimum pre-heater power must be 25000 kcal/hour.
Once the engine insulation is defined, it is necessary to measure its efficiency and to time it,
if required.
Two tests will be carried out; one for the cooling system capacity, the other for the heating
capacity.
Cooling capacity test:
Test conditions
− Engine rpm: 1300 approx.
− Power: maximum at given rpm.
− Duration: enough to stabilize temperatures
− Engine thermostats locked in open position
− Cooling fan with clutch locked so that it is continuously working
− Insulating movable panels in open position.
Measurements:
− Cooling water temperature
WT
− Ambient air temperature
AT
− Engine oil temperature
Eot
− Engine shock mount temperature
EmT
− Engine compart. max. temperature
maxT
Maximum values allowed:
− WT - AT = 65 ºC
− Eot - AT = 90 ºC
− EmT - AT = 45 ºC
− maxT - AT = 55 ºC
Heating test.
Measurement conditions. Motorway and mountain roads combined, with an ambient air
temperature close to the minimum that can be reached give in the weather the vehicle has been
designed for.
Measurements:
Engine water temperature. Temperature inside the passenger compartment.
Values allowed:
engine water temperature must never drop below 80ºC. The internal temperature must never
be below 18 ºC. As a consequence, the heating system will be defined depending on outdoor
working temperature of the vehicle.
After the tests, it may be necessary to time both insulation and the heating system. Increase
heating power or insulation if testing temperatures for the heating system are low, or increase the
air flow and decrease insulation if the temperatures obtained when testing the cooling system are
too high. It is advisable to inform IVECO of the results obtained at the tests and consult about any
possible modifications in timing.
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Figure 2.34
4
A
3
1
3
B
2
Water pre-heater mounting layout
I. ENGINE - 2. PRE-HEATER - 3. COCK - 4. HEATER HEATING
A. HEATING WATER OUTLET (See point 2.8.16, Figures 2.22 - 2.23 - 2.24 (Cursor 8 engines)
and 2.25 - 2.26 - 2.27 - 2.28 (Cursor 10 engines)
B. HEATING WATER RETURN (See point 2.8.16, Figures 2.22 - 2.23 - 2.24 (Cursor 8 engines)
and 2.25 - 2.26 - 2.27 - 2.28 (Cursor 10 engines)
2.18
Before starting the functional test, carry out the following checks, with the vehicle at a standstill:
D Tyre pressure, engine oil levels, gear and bridge, clutch fluids, brakes and steering, cooling
water from booster pump, suspension heights, maximum braking pressures at each axle
and maximum at tanks, discharge pressure in the pressure regulator; make sure to keep
pneumatic circuit pressures, parking brake operation.
D Door operation, emergency buttons sensitivity, check lights, windscreen washer and wiper
and horn.
D External lights : position light, dipped headlights, road lights, blinkers, brake lights and
reversing gear light, engine start-up disconnection from the rear compartment, battery
charge level and status.
D Bodywork alignment with the chassis.
D No obstructions in the steering controls, flywheel and wheel turning.
Print 603.93.748
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Ride 50 km along varied roads (flat ground, bends, slopes and sections with irregular road surface),
check the following parameters:
D During regular vehicle operation no vibrations or anomalous sounds are produced, deriving
from gear, bridge, transmission and any other chassis or bodywork units.
D The gear shift operates correctly, gears are engaged normally, no jamming or
disconnections are produced in the version with automatic gear.
D Brakes are sensitive, progressive and no excessive efforts are needed to push the pedal.
Once once the regulator discharge is finished, all the warning lights must be off.
D System operation. Check that no failure message is displayed and that no relevant hazard
or warning indicators is on.
D Retarder operation, Telma, Intarder or integrated to the automatic gearbox; the must have
a short time response and its action must be progressive at each actuation points.
D Speed limiter operation, check that it limits to the correct speed and that its operation does
not cause tugs.
D Emergency button operation pursuant to Regulation 36, check its operation: linked to the
engine, connects the warning and disconnects batteries.
D Tachograph operation and sealing.
D Check the correct operation of the air conditioning installation and the heating system.
D The steering must operate progressively, smoothly, without stops; it must allow to keep
the vehicle running in a straight line without the need to make continuous corrections. It
will allow to have full control over the vehicle even in rough manoeuvres.
D Steering circles according to Regulation 36.
D Bodywork tightness test, passage along a water arch.
D Outdoor and internal noise level check.
D Controls and panel ergonomics check:
Gear lever: paths, hardness, interferences with panel and seat.
Seat position adjustment, access to controls and pedals.
Access to pedals and operation difficulty.
It must be possible to adjust the height and angle of the steering wheel The clutch lever must
operate progressively.
Instrument panel: visibility, correct operation of light and sound indicators, visual
interferences with the steering wheel, brightness and lighting.
D At the end of the travelled distance, check for potential water, oil, diesel fuel and brake fluid
leakage, steering and clutch fluid leakage.
D Check and tighten again the wheel nuts to 599-732 Nm.
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2.19
The electrical installation supplied together with the chassis is the one required for its
operation, there are no load variations nor modifications in the lines.
A written permit from IRISBUS Bus Quality Department is needed for the Body builder to modify
any of the points mentioned before. Should it be necessary to shorten or lengthen the battery
cables, keep the same original characteristics, regarding terminal dimensioning, protective sheaths
and cable sections.
The specific location of batteries, manual and electromagnetic isolating switch requires fitting of
a fuse holder box to connect and protect power supply cables to the relay and junction box
supplied with the chassis with an 80A fuse in the cable connected to the electromagnetic isolating
switch output, and another 50A fuse connected to the input of the same switch.
The electric lines that the Body builder adds for the operation of electrical elements must comply
with the following requirements:
D All the wirings will be sheathed with fireproof and self-extinguishing plastic pipes.
D These sheaths will cover a stretch as close as possible to the connection point.
D The conductors will have the appropriate section to comply with the requirements of
voltage drop and maximum current density. The minimum section will be 1 mm2.
D All the circuits will be protected with fuses, which these together with the relays used will
be found in a box that ensures their protection. Stick a diagram of the internal circuit on
the cover of this box.
D Circuit layout and fitting will be adequate to keep them away from any moving component
of the vehicle that could damage them- pulleys or any other rotating part, suspension or
steering wheel components, battery carrier, etc.
Print 603.93.748
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2.19.1
The connectors located in the chassis rear part will be used to connect the rear pilot lights.
Right rear connector.
Path No.
1
2
3
4
5
6
Cable No.
1454
1733
9842
1569
1557
1329
Function
BLINKER
FOG LAMP
EARTH CONN.
POSITION LIGHT
REVERSING LIGHT
STOP LIGHT
Cable No.
1453
1733
9841
1570
1557
1467
Function
BLINKER
FOG LAMP
EARTH CONN.
POSITION LIGHT
REVERSING LIGHT
STOP LIGHT
Left rear connector
Path No.
1
2
3
4
5
6
2.19.2
In case that the bodywork installations need chassis earthing, the already fitted earth
connections can be used; the Body builder should always respect the tightening torque and the
maximum contact surface. (See figures 2.35)
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Figure 2.35
EARTH CONNECTION
EARTH
CONNECTION
EARTH
EARTH
CONNECTION
CONNECTION
EARTH CABLES
TIGHTENING TORQUE 3,2 - 4M8 Nm
EARTH PLATE
EARTH CONNECTION LAYOUT
2.19.3
Find below a description of vehicle signals and how to handling them for correct operation,
available for the Body builder.
2.19.3.1 +15 A With keyswitch (Output)
Signal at connector 52A path 5. +24V is supplied through the keyswitch for use by the Body
builder. This output is protected by the D7 diode and the 3 A F49 fuse.
Figure 2.36
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2.19.3.2 +30 A Through the battery isolating switch (Output)
Signal at connector 52A path 18. +24V is supplied through the battery keyswitch. This output
is protected by the 3 A F17 fuse and the D10 diode.
Figure 2.37
2.19.3.3 D+ Engine running signal (Output)
The Body builder is provided with 3 Volt-free contacts for use. The contact that includes relay
terminals 30 and 87 is closed when the engine is off. The contact that includes relay terminals 30
and 87 remains closed when the engine is running.
Maximum charge between contacts
Charge type
30-87a (A)
30-87 (A)
1.4
2
Inductive
6
15
Ohmic
10
20
Lamp
Figure 2.38
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2.19.3.4 Engine start-up (Output)
This signal is at connector 52A path 9. It is protected by diode D33 and fuse F30. This signal
supplies +24V when the conductor starts up the vehicle. The body builder maximum charging
current should not exceed 1 A.
Figure 2.39
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2.19.3.5 Engine Start-up Disabling (Input and Output)
Available to the Body builder: path 16 of the 52A connector (+24V output) and path 17 of the
52A connector (+24V input) to be used for the Engine Start-up disabling system. The Body builder
will need to install his own system to disable start-up between these paths. The cable found in the
52A connector counter-part must be previously removed.
Figure 2.40
2.19.3.6 Jumper between body builder connector
In case the Immobilizer is used, the Body builder will remove the jumper and add the
appropriate signal to each path.
Figure 2.41
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2.19.3.7 Safety main control when connected (Output)
This signal at connector 51 B, path 11. +24V is supplied, protected by D21 diode and F26 fuse.
Once the conductor has enabled the switch of Regulation 36, +24V will be directly supplied from
battery. The body builder is allowed a maximum charge of 1A.
Note: According to Regulation 36 the body builder must never use this output to supply any kind
of control unit or any other device. This output is only a representation of the status of the
Regulation 36 switch.
2.19.3.8 Safety main control when not connected (Direct from Battery) (Output)
Signal at connector 51 B path 12. +24V is directly supplied from the battery provided that the
switch of Regulation 36 is disabled. This output is protected by D12 diode and F50 fuse. The body
builder maximum charging current should not exceed 1 A.
Figure 2.42
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2.19.3.9
This signal is available for the body builder at connector 51 B, path 15. This output is protected
by diode D33. There is an earth connection when the Parking brake is enabled. The body builder
maximum charging current should not exceed 100 A.
Figure 2.43
2.19.3.10 Windscreen wiper function and Windscreen washer pump
The Body builder is provided with a unit for interface with the windscreen wiper motor and
the windscreen washer pump.
The CN6 connector must be connected to the windscreen washer motor. The path 5 of this
connector must be connected through a fuse and afterwards the switch key, to the vehicle power
supply. The CN4 connector must be interfaced with the 51B connector which has the following
functions: 51B path 5 (to CN4, path 4) to enable windscreen wiper at low speed. 51B, path 6 (to
CN4, path 2) to enable windscreen wiper at fast speed. 51B path 7 (to CN4, path 3) to enable timed
windscreen wiper functioning. It produces a pulse every 5 seconds.
51B, path 8 (to CN4, path 1 and windscreen washer pump) to enable the windscreen washer pump
and the windscreen wiper. Once the windscreen washer pump has stopped, the windscreen wiper
keeps sweeping 3 times before stopping.
It is compulsory to fit a protective diode in inverse connection, parallel to the pump power supply.
The windscreen wiper motor and the windscreen washer pump must be connected to negative.
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Figure 2.44
POS
FUNCTION
1
Wash In
2
Fast In
3
Intermittent In
4
Slow In
5
15 (+24V)
6
Slow Motor Output
7
31 (GND)
8
Fast Motor Output
9
Positive Motor Output
10
53s Motor Feedback
Print 603.93.748
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2.19.3.11 LH/RH Front and side blinkers (Outputs)
Left front blinker: signal at connector 52 A, path 6. EARTH is supplied to connect the blinker
bulb.
Right front blinker: signal at connector 52 A, path 7. EARTH is supplied to connect the blinker bulb.
Left side blinkers: signal at connector 52 A, path 14. EARTH is supplied to connect the blinker
bulbs.
Right side blinkers: signal at connector 52 A, path 13. EARTH is supplied to connect the blinker
bulbs. The VBC control unit supplies 1.5 amp per output
The power supply positive of the blinker bulbs is placed at connector 51 B, path 21. +24 V is
supplied protected by the 7.5A, F54 fuse.
Figure 2.45
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2.19.3.12 LH/RH Dipped Headlights (Output)
The left Dipped Headlight is at connector 51 B, path 16. It is protected by the 5A, F25 fuse and
+24 V is supplied.
The right Dipped Headlight is at connector 51 B, path 17. It is protected by the 5A, F26 fuse and
+24 V is supplied.
Figure 2.46
2.19.3.13 LH/RH Dipped Headlights (Output)
The left Main Beam connection signal is at connector 51 B, path 18. It is protected by the 5 A,
F27 fuse and +24V is supplied. The right Main Beam connection signal is at in connector 51 B, path
19. It is protected by the 5A, F28 fuse and +24V is supplied.
Figure 2.47
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2.19.3.14 LH/RH Front Position and Clearance Lights (Output)/ Front Position
Light Signal
The right Position and Clearance Lights are at connector 52A, path 2. It is protected by the
5 A, F11 fuse and +24V is supplied. The left Position and Clearance Lights are at connector 52 A,
path 10 and +24 V is directly supplied from battery. It is protected by 5 A, F12 fuse. Front Position
Light signal.
The front position light signal to be used is the one at connector 51 B, path 22. The Body builder
maximum charging current should not exceed 1A.
Figure 2.48
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2.19.3.15 Reversing Light (Output)/ Reversing Signal
To connect Reversing Lights, paths 5 and 3 of every connector placed in the chassis wiring
harness and marked as RIGHT REAR PILOT LIGHT and LEFT REAR PILOT LIGHT must be used.
The light bulbs maximum power should be 21W for each one.
Reversing Signal
The signal at connector 51 B, path 10 should be used as reversing signal.
The Body builder maximum charging current should not exceed 1 A.
Figure 2.49
2.19.3.16 B7 Tachograph signal (Output)
The B7 signal given by the tachograph is available for the Body builder. Such signal is at
connector 52 A, path 4. The Body builder maximum load current should not exceed 5 mA.
Figure 2.50
C3 AMPLIFIER
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2.19.3.17 LH/RH Stop Light (Output) / Stop Signal
Stop Signal.
The signal at connector 52 A, path 19 should be used as stop signal. The Body builder maximum
charging current should not exceed 1A.
To connect Stop Lights, paths 6 and 3 of every connector placed in the chassis wiring harness and
marked as RIGHT REAR PILOT LIGHT and LEFT REAR PILOT LIGHT must be used. The light
bulbs maximum power should be 21W for each one.
Figure 2.51
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2.19.3.18 Front fog lights (Output)
The signal to connect the front fog lights is at connector 51 B, path 20. This output is protected
by the 7.5 A, F29 fuse and +24 V is supplied.
Figure 2.52
2.19.3.19 Rear Fog Light (Output)
To connect Rear Fog Lights, paths 2 and 3 of the connectors placed in the chassis wiring harness
and marked as RIGHT REAR PILOT LIGHT and LEFT REAR PILOT LIGHT must be used. The light
bulbs maximum power should be 21W for each one.
Figure 2.53
Print 603.93.748
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2.19.3.20 Horn (Output)
Two signals are provided to connect the horn. Control unit +24 V is supplied in connector 52
A, path 1.
Figure 2.54
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2.19.3.21 Idle RPM increase with Active Air Conditioning (Input)
The Body builder must provide an earth connection to connector 52 A, path 11 when the air
conditioning system is started. Thus, engine idle speed will be increased from 600 to 800 rpm.
Figure 2.55
2.19.3.22 End of travel with open doors (Input)
The Body builder must provide a no-voltage contact between paths 15 and 12 of connector
52 A, which will close when either front, rear or central doors are opened. Such contact must
remain open when the doors are closed. If there is no connection in this signal, neither the Stop
brake system nor the accelerator pedal inhibition function will work, with open doors. Besides,
the driver could accidentally enable some ELF function.
Figure 2.56
Print 603.93.748
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2.19.3.23 Doors Opening Inhibition Contact with Started up Vehicle (Input)
A Normally Open contact and a Normally Closed, and No voltage contact are available for the
Body builder, who must include them in the doors opening circuit so that they cannot be
accidentally opened while the vehicle is moving. These contacts operate as follows:
The contact at connector 52 A, path 21 and 22 is managed by the VBC through relay R10. When
the vehicle speed is below 3 km/h, this contact remains open. The contact at connector 52 A, path
21 and 20, is managed by the VBC through relay R10. When the vehicle speed is above 3 Km/h,
this contact remains closed. Over that speed, the contact between paths 21 and 20 of connector
52A remains open, and it should not be possible to open the vehicle doors.
The Body builder must include this contact in the doors opening circuit mounted on the board.
Such contact must never be included in the vehicle external emergency switches. The maximum
current in R10 contacts should be 10 A.
Figure 2.57
2.19.3.24 Steam free mirrors (Input)
The Body builder must connect + 24 V at connector 52 A, path 3.
The Body builder must provide a +24 V signal when the steam free mirrors are connected to
activate the telltale control lamp on the instrument panel.
Figure 2.58
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2.19.3.25 Stop request (Input)
The Body builder must provide an earth connection at connector 51 B, path 1.
The Body builder must provide an earth connection signal when a stop is requested to activate
the telltale control lamp 1.
2.19.3.26 Locked doors (Input)
The Body builder must provide an earth connection signal when the doors are locked to activate
the telltale control lamp 2.
2.19.3.27 Unlocked cargo hold doors (Input)
The Body builder must provide an earth-connecting signal when the cargo hold doors are unlocked
to activate the telltale control lamp 3.
Figure 2.59
Print 603.93.748
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2.19.3.28 Rear Position Light (Output)
To connect Rear Position Lights, paths 3 and 4 of the connectors placed in the chassis wiring
harness and marked as RIGHT REAR PILOT LIGHT and LEFT REAR PILOT LIGHT must be used.
The light bulbs maximum power should be 5W for each one.
Figure 2.60
2.19.3.29 Rear Blinker (Output)
To connect Rear Blinker Lights, paths 1 and 3 of the connectors placed in the chassis wiring
harness and marked as RIGHT REAR PILOT and LEFT REAR PILOT must be used. The light bulbs
maximum power should be 21W for each one.
Figure 2.61
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2.19.3.30 Warning activation (Input) - School transport
The Body builder must connect +24V at connector 52 A, path 8. This signal activates R30,
whose contact sends a negative signal to path 8 of the VBC control unit when it closes, activating
the warning function. The Body builder maximum charging current should not exceed 1A. This
signal is protected in two ways: by D36 diode and D34 diode, protecting the chassis manufacturer
circuit and the Body builder circuit respectively, to avoid a return between circuits.
Figure 2.62
2.20
The heating intake from the engine cooling circuit is detailed in point 2.8.16. The added pipes
must be made of brass or any other coolant corrosion-resistant alloy; coupling sleeves must follow
standard 18-0400 IRISBUS specifications.
Heaters must have air discharge valves and drain cocks.
When the vehicle is used in cold weather and a higher heating power is necessary, an extra
independent heating system will have to be added to the circuit.
Once the heating circuit installation is finished, fill it with Paraflu 11 fluid, see Workshop Manual.
Print 603.93.748
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2.21
Front view:
D A) 1 centred ”DELFINO” anagram, Ref. 5006210564.
See layout in figure 2.63.
Figure 2.63
A: Ideal position
Side view:
D C) 2 ”EuroRider” anagrams, Ref. IVECO 9945 4806, on both sides of the vehicle, placed
below the first passenger window.
D D) See abbreviations in the tables of figures 2.65.
Example of the position of signs C and D:
EuroRider C 33.SRI
EuroRider C 33.A.SRI
Figure 2.64
C
D
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Rear view:
D E) 1 ”IRISBUS” anagram, Ref. 5006222577, placed on the left.
D F) 1 ”IVECO” anagram, Ref. 5006230579 placed on the right.
Figure 2.65
Print 603.93.748
397E.12.33 (BOGIE) SRI
ZF S6-1600 + TELMA
“C-33”
“SRI”
5006309161
5006300340
KZ
KZ
397E.12.33A (BOGIE) SRI
ZF-6HP
“A”
“C-33”
“SRI”
5006300345
5006309161
5006300340
KZ
KZ
KZ
397E.12.38 (BOGIE) SRI
ZF S6-1600 + TELMA
“C-38”
“SRI”
5006309693
5006300340
KZ
KZ
CV. VOITH D.864.5
“C-38”
“SRI”
“A”
5006309693
5006300340
5006300345
KZ
KZ
KZ
CV. ASTRONIC +
INTARDER
“C-45”
“SRI”
“A”
5006309693
5006300340
5006300345
KZ
KZ
KZ
DELFINO
IRISBUS
5006210564
EY
SIGLAS
IRISBUS
5006222577
EB
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2.22
2.23
INTRODUCTION
EuroRider Series is offered in two basic versions:
The Bogie chassis, with a 3000 mm wheelbase, adequate to cut the members and add a central
structure, integrated in the bodywork. The complete vehicle wheelbase can be between 5900 mm
and 6900 mm.
Instructions for building a modular bodywork on a Bogie chassis and indications for the Body
builder on the steps to follow so as not to damage the operation of mechanical parts.
2.24
CHASSIS DELIVERY
The vehicle is delivered with a 3000 mm wheelbase, front and rear overhangs in the same
conditions described in previous chapters.
The chassis parts are long enough to allow the modular bodywork with a 6900 mm wheelbase.
2.25
CHASSIS PREPARATION
Unclamp the following elements before cutting the chassis members:
The electrical wiring harnesses, polyamide pipes, accelerator control and gear change cables, and
power steering brake lines. Then remove the clutch operation copper pipes.
This will facilitate later cutting of chassis members and assembly of the cargo hold central area.
2.26
ALIGNMENT
It consists of levelling the chassis through racks (at least four racks for the front module and
other four for the rear module) see Fig. 2.66 and Fig. 2.67.
A - B (the difference between these measurements was not higher than 5 mm).
The levelling heights are specified in section 2.5.2 ”Bodywork mounting - preparation”.
Once it is levelled and before cutting the chassis, make sure it is not twisted and that it is totally
fixed, especially the rear module, which will remain fixed after being cut.
It is possible to use a specially designed alignment and fixing tool instead of racks.
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Figure 2.66 (Cursor 8 engines)
RACKS SETTLEMENT POINTS TO ALIGN THE CHASSIS (AT LEAST FOUR PER MODULE)
W
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Figure 2.67 (Cursor 10 engines)
RACKS SETTLEMENT POINTS TO ALIGN THE CHASSIS (AT LEAST FOUR PER MODULE)
W
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2.27
CHASSIS CUTTING
Once the chassis has been properly levelled and fixed, cut the members according to the
minimum measurements indicated in figure 2.69.
The members must be cut in a perpendicular way to the vehicle longitudinal axle, paying special
attention to obtain the same length in both members. Mistakes when cutting the chassis will result
in an incorrect assembly. So, check lengths before proceeding with the following operations,
correcting them if necessary.
Once the cutting is done, move the front module until reaching the distance between axles
specified for the bodied vehicle.
When this position is reached, check the chassis before mounting the structure, verifying its
alignment by means of the four reference points placed in the lower part of the chassis, two in the
front module and two in the rear one, which must be totally aligned, correcting the front module
positioning if necessary. Besides, it is convenient to check that the left and right wheel arches are
equal, as well as dimensions A and B, with a 5 mm maximum difference. See figures 2.66 and 2.67.
In order to verify dimensions A and B correctly it is necessary to place the front wheels in right
wheel position and check that the markings on the steering and lever match. See figure 2.68.
The four reference points shown in detail in figures 2.66 and 2.67 determine the vehicle
longitudinal centre axle.
Once alignment is done, check the front and rear modules levelling, according to the
dimensions specified in section 2.5.2 to fix them. After this, the above alignment must be kept.
Once the correct position of both modules has been ensured, proceed to assembling the central
structure.
The description of the cutting and positioning processes is just indicative. Other methods can
be used, especially through specific positioning tools, provided that correct chassis alignment and
levelling are ensured.
Figure 2.68
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Figure 2.69
It is advisable to first level and fix the chassis as described above, then mount the central
structure so that it forms a rigid structure, and later cut the members.
2.28
The central structure (cargo hold area) must have a reticular shape, designed and dimensioned
to support bending and torque stresses, optimizing the strength-weight ratio.
All changes of section must be as smooth as possible so as not to cause stress concentrations,
especially in the doors and toilets areas.
The structure profile unions must be made in such a way that they resist stress; the joined profiles
must be of similar thickness. Some support reinforcements to improve stress distribution should
be inserted if necessary. See figure 2.70.
Figure 2.70
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It is also advisable to reinforce those knots where several profiles are joined by means of
connecting gussets See figure 2.71.
Figure 2.71
The correct connection between the central structure and the chassis members is obtained by
closing the member profile, welding a vertical pipe on it, which will be connected to the cargo hold
horizontal pipes, and bracing it with a diagonal element, to join the lower vertex of the central box
to the member. See figure 2.72.
Figure 2.72
*
*
*
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Close profile
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It is advisable to make the remaining structure-chassis joints (especially the stake pockets) as
indicated in figures 2.73 - 2.74 - 2.75 - 2.76, where an optimal transition of sections is obtained
through intermediate reinforces, without specific stresses that may originate cracks due to fatigue.
Figure 2.73
Figure 2.74
Figure 2.75
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Figure 2.76
Recommendations in sections 2.14 ”Resistant structural material”, 2.15 ”Bodywork
anti-corrosion treatment”, 2.5.4 ”Welding technical specifications”, must be taken into account
for their construction.
2.29
HATCHES AND COVERS
Make sure there are no chassis members or plates in the central structure and chassis coupling
points that could prevent easy access to the areas referred to in section 2.8.1 ”Access for
maintenance”, as well as the hatches specified in the general standards.
2.30
The whole polyamide pipes and electrical wiring harnesses are long enough to be mounted in
the upper part of the cargo hold, passing through the central structure.
Their must always be fixed using polyamide clamps with a spacer pin and a washer IVECO
references:
41803081
8188348
42125406
Clamp
Washer
Spacer
To hold pipes and single wiring harnesses, a clamp with a rubber protection can be used according
to IVECO EY 11 -0760 standards. All of them are supplied by the Body builder.
The wiring must be made along the cargo hold upper area (alongside the walkway, under the
passenger seats area) so that they can be easily reached without using a pit or elevator, except
for the clutch control pipes, according to section 2.30.5. See figure 2.77.
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Figure 2.77
Fixing points
2.30.1
Fixing points
Pipes mounted on the bus chassis are adequate for the bodywork with complete chassis.
In the case a module transformation has to be made, the central sections of pressure and return
pipes must be released, loosing the respective fittings placed next to crossbars 4 and 7.
The central area will be build by the Body builder, adapting it to the upper part of the cargo hold
mounting.
To do this, he will take out the removed pipes, replacing them with the pipes supplied by the Body
builder, Ref.ª IVECO 9945 5943 ∅ 15 x 12 y 9945 5942 ∅ 19 x 22.
The supplied pipes will be cut according to the necessary length and they will be connected by
means of the fittings supplied as standard equipment, as stated in IVECO STD. 11-4203, 11-4301
and 11-4310.
2.30.2
If some extra cable is left after laying the electrical wiring harnesses, which is long enough to
pass along the cargo hold, it must be coiled and fixed to the chassis so that it cannot be lowered
later.
Connections will be assembled checking that the terminals are firmly fixed to their corresponding
elements.
Make sure there is a compartment to house the batteries together with the disconnection switch,
which must be protected from dust and humidity. These elements should also be easily accessible.
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2.30.3
Polyamide pipes are long enough to pass through the cargo hold. The minimum bending
radiuses must be observed when installing them:
Pipe Ø 9x12
Pipe Ø 6x8
Minimum radius 65 mm
Minimum radius 45 mm
The wiring harness must be fixed according to the details in fig.
Figure 2.78
The bending areas must be fixed in such a away the cannot vibrate.
Make sure there is no twisted pipe after mounting. To do this, the connecting fittings can be
loosened, tightening them again once they are in their correct position. They must be retightened
according to the following table:
Nuts M 16 for pipes 9x12
Nuts M 12 for pipes 6x8
Remaining nuts of the connections
Torque 33 ± 2 Nm
Torque 23 ± 2 Nm
Torque 70 Nm
Make sure there is no leaking after retightening them.
These recommendations must be observed for diesel fuel pipes, which are also made of polyamide.
Make sure there is no leaking in the pneumatic installation. To do this, it is important to observe
tightening torque specifications. The complete installation must have a maximum drop of 0.2 bar.
2.30.4
Fuel installation
The same precautions must be taken for fixings and protections as well as for the rest of tecalan
installations (plastic pipes). Pipes diameter dimensions and their lengths must not be modified,
since that can affect the engine correct functioning, varying the expected results according to the
electronic programmed parameters.
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2.30.5
In its central area, the clutch control pipes have end fittings to facilitate removing them before
dividing the chassis. After the fitting operation, the Body builder will be able to lengthen the pipes
by adding the sections supplied as standard equipment, connecting them by means of fittings, as
stated in the IVECO STD. 11-4203, 11-4301 and 11-4310.
It is very important that the clutch control pipes installation should be laid in the hold lower area,
unlike the rest of the installations, to ensure drainage and a correct clutch operation. This
installation must be able to be registered to have an easy access to the pipe, unless it consists of
a single piece in its pathway through the cargo hold.
To purge the installation it is advisable to operate a pressure drop, using the reference tool ET
0071, proceeding as follows:
D 1)
D
D
D
D
D
D
D
D
D
Connect a 5.5 compressed air source at 12 bar with the screw-type quick coupling
4 that is in the upper part of the vacuum equipment.
2) Remove the clutch hydraulic reservoir cover 1 of the vehicle and fill it with fluid,
placing the container 2 full of clean clutch fluid for the reservoir to fill up.
3) Remove the bleed screw, apply silicone grease on the thread and refit.
4) Place the rubber adaptor in the hydropneumatic cylinder trap 5.
5) Operate a half turn on the bleed screw of the hydropneumatic cylinder.
6) Push the lever in the upper part of tool 3 to suck in fluid.
At the beginning of this operation, you will observe through the transparent pipe that
the sucked in fluid contains bubbles or foam.
7) When the fluid flows along the flexible pipe without bubbles, tighten the bleed screw.
8) There must always be fluid in the clutch reservoir during the whole process.
9) Check the clutch fluid level in the reservoir and repeatedly operate the clutch pedal
to check it is firm and so ensure that air has been completely purged.
10) Check that the settings are correct before removing the clutch bleed tool, according
to the instructions in the corresponding Service Manual.
Otherwise, repeat steps 4 to 10 to guarantee a correct functioning.
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Figure 2.79
3
4
2
1
5
1
2
3
4
5
Hydraulic fluid reservoir
Container
Pressure drop tool
Screw-type quick coupling
Hydropneumatic cylinder trap
Never use old fluid for purging operations.
2.30.6
Cables must be protected during the bodywork building process to avoid being burnt out or
damaged when operations are being performed near them.
The vehicle is supplied with the SELECTION and TESTING cables, IRISBUS reference 5006303494
(x2), suitable for most bodywork models.
When a change is made into modular bodywork, the cables should be laid so that the path has
rectilinear sections connected by the slightest bends possible. If there is cable surplus, it must be
absorbed by means of the largest possible radius bends, distributed along the path in the cargo hold
area. It is advisable to lay cables along the lower part of the cargo hold.
Minimum bending radius = 250 mm.
Total maximum angle = 400º (adding all the path angles). It is advisable to lay cables along the lower
part of the cargo hold.
Cables will be independently clamped from the other pipes and wiring harnesses to facilitate
later removal, fastening them on the chassis or fixed parts with clamps similar to the ones
described in section 2.30 ”Mounting the Installations”, trying not to press the cable to avoid its
core easy sliding off.
In the areas between the support tray in the cargo hold and the gearbox or the gear lever, cables
must not remain hanging. To avoid this, use fastening clamps with rubber protection. Due to the
cable distance to the nearest profile, a brace with a fixed clamp to its end will be used to provide
a smoother course, if necessary. See figure 2.80.
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Figure 2.80
Proceed to adjust the cables after laying them in the bodywork. Observe cable ends dimensions
as indicated in figures 2.81 and 2.82 to guarantee a correct position and functioning of the gear
control lever.
Figure 2.81
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Figure 2.82
D Once the cables are laid on the turret, carry out a last check to make sure they are not
excessively taut or twisted. Loosen both ends and verifying that the ball joints can easily
get in and out of their casings. ).
If after having done this, the gear lever is too rigid, maybe due to tight cable fastening, check the
assembly and loosen or replace the clamps that are tightly fastened.
If the gear lever remains rigid, please contact IRISBUS After-Sales Service.
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2.31
The driver station can be lifted up to X = +70mm, keeping the original steering transmission,
reference 5006309113, and observing the original position of the constant velocity universal joints
indicated in figure 2.83.
Figure 2.83
5006309113
DRIVER’S FLOOR
To raise the driver station from 70mm to a maximum of 200 mm, the original steering
transmission must be replaced with reference 504051709; observing the original position of the
constant velocity universal joints indicated in figure 2.84.
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Figure 2.84
504051709
DRIVER’S FLOOR
Assembling Transmission on the planetary gear
Assembly the transmissions as indicated below, with the vehicle front wheels straight, and the
steering wheel and power steering centred:
Figure 2.85
SEEN FROM A
SEEN FROM B
Assemble the steering wheel planetary gear transmission No. 5006309113 (standard) or the
No. 504051709 (optional), oriented having the vehicle longitudinal axis as reference, according to
detail seen from A.
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3. PRODUCT
COMPLIANCE
(ELEMENTS SUBJECT
TO REGULATION:
EEC, ECE, etc.) TO BE
REQUESTED TO
BODY REPAIRERS
AND THEIR CASCADE
SUPPLIERS
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3-2
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Indice
3.
PRODUCT COMPLIANCE (ELEMENTS SUBJECT TO REGULATION:
EEC, ECE, etc.) TO BE REQUESTED TO BODY REPAIRERS
AND THEIR CASCADE SUPPLIERS
3-5
3.1
TARGETS
3-5
3.2
SCOPE
3-5
3.3
DEFINITIONS
3-5
3.4
RELATIONSHIPS BETWEEN manufacturer AND SUPPLIER
3-6
3.5
3-6
3.5.1
General features
3-7
3.5.2
3-7
3.5.3
Documents
3-8
3.5.4
Registers
3-8
3.5.5
3-9
3.5.6
3-9
3.5.7
3-9
3.5.8
Checkout procedures
3-10
3.5.9
3-10
3.5.10
3-11
3.5.11
3-11
3.5.12
3-11
3.5.13
3-12
3.6
3-12
3.7
3-12
3.8
3-13
3.9
CONDITIONS FOR APPROVING A THIRD PARTY BODY
ON AN IVECO CHASSIS
3-16
Documents
3-16
3.9.1
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3
PRODUCT COMPLIANCE (ELEMENTS SUBJECT TO REGULATION:
EEC, ECE, etc.) TO BE REQUESTED TO BODY REPAIRERS AND THEIR
CASCADE SUPPLIERS
3.1
TARGETS
This chapter defines and describes the Control System requirements during the production
process, which are necessary to ensure the final product compliance (either complete vehicles,
vehicle systems, components or technical units) as for matters subject to regulations (EEC
regulations, Geneva/UNO/ECE Regulations, national laws, etc.).
3.2
SCOPE
The instructions contained in this chapter are applied during production process control of
complete vehicles, components and technical units.
3.3
DEFINITIONS
In this chapter the following terms are so defined:
D Final product: the result of the production process, which must fully comply with the
requirements defined by law (at various levels: Local Government/ Self-governing
body/State/European Union, etc.); this applies to either complete vehicles, components or
technical units.
D Vehicle systems: any vehicle system, for example braking system, subject to regulations.
D Component: device to be supplied with a vehicle, for example warning horns, and subject
to any regulation according to which it can or must be approved independently of the
vehicle.
D Technical unit: device subject to statutory provisions, whose function is to be part of a
vehicle; it can be separately approved, but only for one or more vehicle models specified
in the “technical unit” approval.
D Maker (Manufacturer): the person or body liable, before the approval body, for all
concerning the approval procedure, and the subject charged with production compliance.
D Supplier: any natural or legal person, body or organization from which the manufacturer
purchases “not final” products and which can affect in some way the “final product”
manufacture compliance.
D Legislation/Regulation: the technical requirements required and defined according to the
various EEC, ECE, national regulations, etc.
D Production compliance control system: the set of procedures adopted by the
manufacturer, correctly registered and retained, to ensure and prove that the product fully
complies with the applicable law.
The system includes organization, procedures, methods and tools provided by the
manufacturer to ensure the final product compliance.
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3.4
RELATIONSHIPS BETWEEN MANUFACTURER AND SUPPLIER
Considering that the manufacturer is fully liable for the control process on components and
technical units compliance with the related requirements, the relationships with the suppliers can
be included in one of the following categories, according to the adopted contractual provisions:
a) Planning, project development, experimentation, industrial systems, production, testing
and shipment.
b) Industrial systems, testing and shipment.
c) Production, testing and shipment.
In order to ensure the final product compliance, the manufacturer will require a) and b) group
suppliers to prove and properly implement their own Production Compliance Control System;
a similar system will be requested of c) group suppliers or the manufacturer will directly check
the products.
For each of the above groups, the System required by the manufacturer to the supplier shall cover
either a), b) or c) supply category, as per contract.
3.5
The system is composed of the following items:
D General features.
D System organization, planning, checkouts and revisions.
D Documents.
D
D
D
D
D
D
D
D
D
D
Registers.
Corrective interventions.
Project documentation control.
Control equipment checkout.
Testing/approval procedure.
Purchased product control.
Checks during manufacturing.
Final product checkouts and tests.
Non-compliance management.
Product protection and storage.
NOTE: As for b) and c) groups, at 3.4 item, the “Project documentation control” item and
information contained in other items and concerning the project will be omitted.
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3.5.1
General features
The manufacturer shall define, register and update his own System, according to the production
features and order of priority, to ensure and prove the product compliance with the related
requirements, both if an in-house processing procedure has been experimented and if the system
has been partly supplied by external suppliers.
In the latter case, the manufacturer may compare it to the System adopted by his own suppliers
according to 3.4 item.
The system must include all provisions listed at paragraph 3. However, development ranges,
implementation and tools can vary according to the product types and size, the organization
structure followed by the manufacturer, existing automation types and degrees.
The manufacturer is liable for the overall System procedures (thus, we used the term “cascade”).
Since the tools used to manage and transmit information are continuously in development because
of new methods, each procedure must be meant and valued on the basis of the result to be
obtained, not according to the method used to obtain it.
3.5.2
1) System Organization
The manufacturer shall define its own System, such as the involved functions suitably comply
with the provisions given in this chapter, in order to ensure the product fully complies with the
related regulations.
2) Training
The manufacturer shall define the training requirements of the personnel involved in the
production process and in the relevant control system.
3) System planning
D
D
D
D
D
D
Project and manufacturing documentation control.
Technical project identification and acquisition.
Personnel training.
Tool checkout and testing techniques updating, if needed.
Testing procedure definition and diffusion.
Quality control programs, if foreseen by the related requirements.
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4) System checkout and revision
The manufacturer shall perform periodical checks to the implemented system, adopting
techniques best suiting his organization, in order to:
D
D
D
D
Verify the system effectiveness, according to the estimated results.
Detect any fault/inconsistency in all checked System sections.
Find out missing items.
Check for the corrective intervention procedures effectiveness.
3.5.3
Documents
The documents shall support the work development through planning, production, testing and
shipment stages. As concerning the legislation/regulation in force, the documents can include:
D Projects.
D Rules and procedures.
D Product and/or project changes.
D Test and acceptance procedures for supplies.
D Production process control programs.
D Product control, repairing and rejecting procedures.
D Tools, gauges and equipment periodic checkout procedures.
D Storage, packing and shipment instructions.
D Registration and filing procedures of the production process control results.
D Evidence management instructions (if any).
However, information supplied by means of computer-aided techniques are applicable, even if the
final target is to provide the necessary documents to the right persons and at the right moment,
and/or needed for.
3.5.4
Registers
The manufacturer shall fill-in and retain the registers provided for by his system in order to
prove the actual compliance and the control System effectiveness.
Moreover, the manufacturer shall ensure that products supplied by any supplier are in compliance
with the necessary requirements. To do this the manufacturer can avail himself of the registers
compiled by his own suppliers, following the procedures and methods previously agreed on.
The registers shall be retained and kept available at least up to the date set by 224 Law of 24/05/88
(EEC Regulation in force). The registers compiled by any supplier are included in this data group.
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The registers shall include, at least:
D Plain identification of each element and group they are composed of, in compliance with
the necessary requirements.
D Moreover, according to circumstances, the type and number of performed checkouts,
accepted and rejected amounts and the nature of any adopted corrective intervention.
Besides data relevant to the control system checkouts, the registers shall also include those
relevant to testing and measuring equipment adjustment.
3.5.5
The manufacturer must define and keep efficient all documented procedures allowing him to
detect any non-compliance causes through all stages from the product purchase to the final
product sale and able to possibly affecting planning, procurement, manufacturing, tests and any
other element/function which could change the final product compliance with the necessary
requirements, according to the legislation/regulation in force.
In particolare il fabbricante dovrà:
D Select useful information to find out non-compliance causes and start the necessary
corrective interventions.
D Monitor manufacturing processes and working procedures, as well as check the registers,
to eliminate all final product non-compliance causes.
D Start the suitable interventions, following any non-complying item.
D Check the corrective interventions effectiveness.
3.5.6
The manufacturer system shall ensure overall control on the project.
If applicable, the above mentioned provisions shall include:
D
D
D
D
Identification of the activities considered as involved in the project by the administration.
Liability for the projects and/or relevant rules and/or procedures.
Instructions to comply with the necessary requirements.
Project revision procedures, to ensure the final product compliance.
3.5.7
The manufacturer shall provide specific procedures to locate, control, adjust and keep efficient
all measuring and testing equipment, which will prove the final product compliance with the
necessary requirements.
These procedures shall be checked as for the related response, as well as to verify their
effectiveness, both following a preset maintenance schedule and by means of extraordinary
interventions if necessary.
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The measuring tools accuracy shall be checked at regular intervals and compared to reference
patterns.
The periodic checkout results shall be retained, so to always be easily available.
3.5.8
Checkout procedures
The manufacturer shall define and register the checkout procedures adopted. Similar
procedures shall be used by suppliers dealing with compliance control.
Both checkout procedures based on statistic methods and test results shall be suitably registered
and valued, in order to assess fault and all significant reject causes and start the necessary
corrective interventions on the product and/or manufacturing process.
The manufacturer shall define and keep efficient a system identifying the product testing
conditions.
The manufacturer shall mark all not complying products, using suitable identification techniques,
namely stamps, labels, tags, etc.
3.5.9
According to what provided at 3.4 item, the manufacturer must ensure the purchased products
fully comply with the necessary requirements.
Supply sources and control methods will be chosen according to the product type and the supplier
capacities. The manufacturer shall therefore prepare a list of selected and qualified suppliers.
The compliance of purchased products shall be proven by means of the following:
(for a) and b) group supplier products),
D “a priori” effectiveness of the proprietary Compliance Control System, which includes
cascade suppliers.
D Proper use of the system.
D Manufacturer checkouts performed by the manufacturer according to what provided at
3.5.2 item for in-house checkouts.
D Direct statistic controls on the supplies performed, performed by the manufacturer (for
c) group supplier products, as an alternative)
D As for a) and b) groups or simply by means of direct statistic controls performed by the
manufacturer on the supplies.
D By means of direct statistic controls on the supplies performed by the manufacturer.
The manufacturer buy order shall include a technical description of the required product and the
data needed by the supplier to check for compliance.
Faulty products coming from the suppliers, delivered at the manufacturer’s premises, must
undergo the same procedures followed for faulty products detected in-house.
The manufacturer shall ensure the supplied product compliance as per the “supply contract” or
make the supplier carry out compliance control, according to the system adopted by the latter.
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3.5.10
The manufacturer shall ensure that manufacturing processes are performed under close
control, to ensure the Product Compliance with the necessary requirements. The control must
be based on documented working instructions, defining control equipment to be used and
methods to be applied.
The manufacturer must ensure that production rules, projects and/or any other necessary
technical data are made available to whoever needs them; these data must always be updated.
The manufacturer must perform the necessary checkouts to ensure the product compliance with
the necessary requirements. These checkouts can be performed by means of processing survey
automatic controls or by means of product test performed with suitable equipment and qualified
personnel (for example: self-control).
The checkout and control methods adopted by the manufacturer must be quickly enhanced if
resulting unsuitable; the procedures defined by the manufacturer shall name the body or person
liable for the processing and control rules issue, checkout and modification.
The working instructions defined by the manufacturer and duly registered shall include all
manufacturing stages which could affect the product compliance with the necessary requirements,
assembly and installation included.
Moreover, the control methods must be specified.
3.5.11
The manufacturer, to prove the final product compliance (single elements or whole production
lot) with the necessary requirements, shall define the checking procedures.
The manufacturer shall consider the following factors: testing procedures and involved personnel,
testing equipment (accuracy and fitness), testing conditions and data to be registered. The
manufacturer System shall ensure that all materials, parts and subsets are in compliance with the
requirements before their assembly. This because, once assembled and built-in in the final product,
accessing and monitoring could result difficult.
3.5.12
The manufacturer shall define and keep efficient the compulsory intervention management
procedures in case of non-compliance.
These procedures shall include operations to be carried out to identify, locate and work on
non-compliance parts. Non-compliances shall be suitably labeled to avoid using or shipping not
complying final products.
Moreover, it is recommended to suitably retain the related registers, which shall report the
non-compliance nature and extent, as well as the adopted remedies.
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3.5.13
The manufacturer must define and keep efficient a system to identify, store, group and handle
products, starting from the arrival and through the whole production process. This System shall
define product management methods to avoid faults, improper use and deterioration, as well as
provide suitable information concerning single elements and subsets handling and stocking.
Moreover, the system shall ensure that the defined procedures are actually carried out.
Suppliers must comply with these requirements, ensuring a similar check on materials and final
product protection.
3.6
If, when the bus equipped by an external Body maker on IRISBUS chassis is in transit, with
passengers on board, or during a modification carried out by an external Body maker, on behalf
of himself or of IRISBUS , an accident or unpredictable event occurs resulting in casualties or
damages, the Body maker shall be held liable. This in case the damage survey or inquiry prove that
it was due to body faults (design and/or manufacturing) and/or changes made on the chassis which
were neither agreed on nor authorized by IRISBUS, or irrespective of the rules or
recommendations included in this chapter.
In this case the Body maker can not recover from IRISBUS , as for claims/actions started by third
parties or expenses borne by IRISBUS must in connection with or in consequence of these actions
or claims.
Therefore, the Body maker shall draw a (Product liability) insurance, whose terms and conditions
will be defined according to the above criteria.
3.7
Constantly striving to achieve higher safety standards and in view of the specific regulation
enforcement within the European Union, IRISBUS has drafted a regulation concerning safety parts.
It deals with vehicle components, elements and parts on whose safety the driver’s and third parties’
durable safety directly depends.
The safety part drawing must be marked with the letter “S”.
In the drawing all levels, features, notes, materials, etc. corresponding to project critical elements
must be marked with asterisks.
Work orders for “S” parts shall be delivered to Body repairers as soon as the presence of
equipment, machines and control organization able to grant the required reliability is ascertained.
The procedure for “S” parts, with which the Body maker shall comply, is as follows:
1) Compulsory compliance with safety features.
3-12
Base April 2007
Body construction
Print 603.93.748
2) Ten year retention of all the documents reporting the tests performed on safety features.
3) Notice of faults detected as for critical features; the form is given at page no. 3-14.
4) Notice of parts and/or components modification proposals, as for materials, processing and
testing; the form is given at page no. 3-14.
5) Delivery, for each lot sent, of the product identification quality certificate, according to no.
0103 IVECO specification.
6) Written statement, by the Body maker, attesting the acceptance of all provisions given at
1, 2, 3, 4 and 5 items; the form is given at page no. 3-15.
After acceptance of the above mentioned items, the Body maker shall allow IRISBUS , if needed
or reasonably requested, to survey, at any time, his safety product control system effectiveness.
IRISBUS will classify the DRAWING-DENOMINATION.
3.8
IRISBUS
The company (business name and address) asks for the issue of the Certificate of Fitness,
authorizing the ......model chassis equipment, as well as approval of the enclosed drawing copies
no.........
From this moment it is engaged to:
D
D
D
D
Equip the chassis work-manlike.
Comply with the limits and provisions, as for masses provided for the model.
Carry out no modification on the chassis as delivered by the shop.
Duly assemble the body structure with the frame provided by IRISBUS (which is not load
bearing), carefully performing frame seams.
D Be liable, before its clients, for the body as well as faults resulting from improper equipment
(such as frame failure) and for all possible consequence.
Particularly, as for the current chassis, we state the related diagram has been received and
surveyed, namely:
D Drawing......
Sheet 1/3 overall view
Drawing......
Sheet 2/3 provisions
Drawing......
Sheet 3/3
and we will thoroughly follow the instructions given, in compliance with generic IRISBUS
equipment regulation.
As for body strength specific requirements, within the overall structure, we state suitable
calculation and/or testing shall be provided for all implementations, which shall be suitably
registered and retained, on our liability.
Body construction
Print 603.93.748
3-13
Base April 2007
As for the acceptance of our structural drawings, for approval purposes, it is understood that, in
the event your theoretical and/or practical checkouts prove unfeasible, due to economic or
technical reasons, we shall be fully liable for the project development and implementation,
dimensioning and materials included.
Safety parts
Notice of “S” parts faults
Our Company (business name and address) has detected the part (reference
number-denomination) non-compliance with one of the safety specifications.
The lot containing faulty parts is possibly composed of no . . parts, of which about no . . parts
are faulty and has been manufactured between . . . . . and . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
This fault has been due to : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
It could be corrected by means of the following actions: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
............................................................................
Date . . . . . . .
Supplier stamp and sign
Safety parts
Modification request
Our company (business name and address) has detected enough reasons to request the
following modification of the part (reference number-description), belonging to the group . . .
for the following purposes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
.............................................................................
To carry out the modification, the following actions are recommended:
D Planning (if the group has been designed by the supplier)
.......................................................................
D Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
D Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
D Machinery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
D Test cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
D Testing equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Time required for the modification: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-14
Base April 2007
Body construction
Print 603.93.748
Safety parts
Retention of documents obligation
Our Company (business name and address) as the supplier of the part (reference
number-denomination), undertakes to retain for 10 years all documents relevant to the above
mentioned parts.
THESE DOCUMENTS SHALL INCLUDE:
D Work orders and amendments.
D Test sheets, checkouts and subsequent rules attesting the product quality. These sheets
shall expressly refer to the single part or lot (specifying the relevant date), according to
quality regulations.
D Modification requests as for processing, testing or drawings of parts belonging to a group.
D Notice of defects of workmanship detected on “S” parts.
D Modifications performed on “S” parts on our request.
These documents must always be made available in the event of surveys, also if the safety part has
been manufactured by one of our subsuppliers.
Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Body construction
Print 603.93.748
3-15
Base April 2007
3.9
CONDITIONS FOR APPROVING A THIRD PARTY BODY ON AN
IVECO CHASSIS
When the body is ordered directly by IRISBUS, this shall be of the homologated type and, thus,
the body-maker shall deliver the documentation specified below in addition to the
results of the calculations and tests that justify the suitability of the body.
3.9.1
3.9.1.1
Documents
Description of the body
The body-maker shall deliver the descriptive documentation of the body that shall at
least include the following:
3.9.1.1.1 Views of the external part of the body. Side, front and rear views.
3.9.1.1.2
Internal distribution, height from the floor, levels, capacity.
3.9.1.1.3
Materials used in manufacturing, treatments and superficial coverings.
3.9.1.1.4
List of the parts coming from the supplier that are incorporated in the body.
3.9.1.1.5
Type, characteristics and flow rate of the air conditioning system.
3.9.1.1.6
Type, characteristics and flow rate of the defogging and heating systems.
3.9.1.2
Weights.
The body-maker shall supply the specific distribution of the weights of the body,
specifying the following:
3.9.1.2.1
Position of the masses of the body.
3.9.1.2.2
Position of the load of the passengers and of the luggage
3.9.1.2.3
Distribution of the load by axle in tare load and maximum load
3.9.1.2.4
Position of the centre of gravity of the vehicle in tare load and maximum load
3.9.1.3
Soundproofing.
This shall be sufficient to achieve the external and internal noise levels specified in points
2.5 and 2.6.
The insulating material shall include, in the part facing the engine, a covering suitable
to repel the oil or fuel; all the materials shall be fire retardant. The body-maker shall
supply the description of the placement of the soundproofing material and the
characteristics of the materials.
3.9.1.4
Thermic insulation.
This shall be adequate to maintain a maximum temperature of 45°C in the internal part
of the dividing wall between the passenger compartment and the engine compartment.
The body-maker shall provide information on the placement and the characteristics of
the materials. The thermal insulation shall respect the same conditions of fire
retardantness required for the soundproofing material.
3.9.1.5
Life of the materials.
The body-maker shall supply all the information concerning the life of the parts specified
in point 1.1.4. The supplied data shall be obtained following testing carried out in
laboratories of the supplier of the component in question or in other suitably equipped
laboratories. A copy of the documentation specifying the conditions and the results of
the tests shall always be enclosed, so that these may be reproduced if necessary.
3-16
Base April 2007
Body construction
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3.9.1.6
Documentation for the customer.
The body-maker shall supply a copy of the Spare Parts handbook and a copy of the
Operation and Maintenance Handbook.
3.9.1.7
Calculations of the dimensions of the structure.
The body-maker shall supply the results of the calculations of the stresses using the
Finite Element method obtained in the calculation hypotheses that were used as
standard. The values of the load hypothesis shall be indicated in the calculation report.
The calculated values shall be further convalidated through tests with extensiometric
calipers.
3.9.1.8
Painting and rust-proofing.
The body-maker shall supply information on painting and general rust-proofing
protection, specifying the duration of the effectiveness of said protection obtained in
the salt spray fog tests.
3.9.1.9
Description of the heating system.
The body-maker shall specify the type and the flow rate of its parts, specifically: heaters,
defogger, preheater, dimensions of the piping, flow rate, heating capacity etc.
3.9.1.10
Specific documentation for CNG versions. The body-maker shall supply a written
statement that specifies that the body was made in the CNG versions. This statement
shall include the following:
1)
Description and dimensional justification of the resistance of the structure where
the tanks of compressed gas are secured.
2)
Commitment statement to observe the dispositions concerning the fastening of
the tank to the vehicle.
3)
Commitment statement to observe the dispositions concerning the gas system.
3.9.2
Tests.
3.9.2.1
Cooling.
Two measurements shall be required. These are: firstly, the load concerning the
maximum torque and, secondly, the load of maximum power (the latter shall be
measured at a speed of less than 100 rpm with respect to the speed corresponding to
the maximum power)
This test shall be carried out on a roller stand with a capacity adequate to absorb the power
generated by the engine; we recommend it is carried out in a laboratory that has
adequate experience and equipment.
Before carrying out the other measurements, check the reading of the data of the roller stand to
make sure that the torque and the power supplied correspond to the nominal ones of
the engine; whenever the nominal values are not reached, inspect the vehicle and the
engine in order to resolve any present defects.
The following shall be measured:
Ambient temperature of the air entering the radiator grill
Ambient temperature of the air entering the suction filter
Temperature of the water entering the radiator
Temperature of the water exiting the radiator
Temperature of the engine oil, measured in the inlet of the level rod
Engine rpm
Preparing the vehicle:
Viscous clutch of the fan in fixed position
Thermostats completely open
By pass completely closed
ATB=106°C - T.
Body construction
Print 603.93.748
water entering radiator + T. air entering grill
3-17
Base April 2007
Minimum values of ATB:
40°C for vehicles running in temperate areas
50°C for vehicles in tropical areas
55°C for vehicles in desert areas
3.9.2.2
Temperature of the engine compartment.
The test shall be performed at the same time as the measurements specified in 3.9.2.1
The temperatures shall be measured in the following points:
Elastic supports for supporting the front of the engine, right and left.
Elastic supports for supporting the rear of the engine, right and left.
Compressor pipe feeding the engine.
The measured temperature shall not be greater than 85°C.
3.9.2.3
Temperature of the engine insulation:
The test shall be carried out at the same time as the measurements specified in point
3.9.2.1 Measure the temperature in the interior side of the vehicle, at the separation
with the engine compartment. The temperature shall not be greater than 45°C.
3.9.2.4
Suction pressure of the engine air.
The test shall be carried out at the same time as the measurements described in point
3.9.2.1 The maximum value of the fall of pressure, measured at the inlet of the filter,
shall equal 100 mm of a column of water.
3.9.2.5
External noise levels.
The measurements shall be carried out according to the EEC Directives
70/157*96/020. The maximum acceptable value equals 80 + 1 dBA.
3.9.2.6
Internal noise.
The measurements shall be carried out according to Standard ISO 5128, in the
following conditions:
Vehicle with manual gearbox: measure at 60, 80 and 100 km/h in the second-last gear;
repeat the measurement at 80 and 100 km/h in the top gear.
Vehicle with automatic transmission: measure at 40, 60, 80 and 100 km/h with letter
D.
Position of the sonometers: One in the middle of the last row of seats at the height of
the ear of the passenger, and one in the position of the ear of the driver.
Maximum values: 72 dBA for tourism-type bodies and 74 dBA for urban or suburban
bodies. These values may be increased by 2 dBA if the measurements are made with
the air conditioning on at top speed.
3.9.2.7
Speed of the air on the windscreen.
On 80% of the surface of the windscreen the speed of the air shall be at least 1 m/sec.
3.9.2.8
Measuring the stresses for extensiometry.
In order to check the results of the calculations described in point 3.9.1.7, some stress
measurements shall be made by subjecting the vehicle to stresses that reproduce all
the load states used in calculation. The extensiometric calipers shall be placed in the
points and in the directions that in the previous calculation indicated the highest values;
their number shall not be less than 16 and the distribution shall be representative of
the whole of the structure. The body-maker shall modify the structure whenever the
result of these tests makes it recommendable and partially or totally repeat the tests
if this is necessary, until reaching a stress level corresponding to a sufficient duration.
3-18
Base April 2007
Body construction
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3.9.2.9
Internal vibrations.
The measurements shall not be carried out when the vehicle is stopped and with the
engine idling. An accelerometer shall be fitted on the floor on the side of the driver’s
seat and another on the floor above the rear axle. The maximum value shall not exceed
0.7 m/sec2.
3.9.2.10
Air conditioning.
When the vehicle is empty, closed with the air conditioning working on maximum
power, and placed in a place with a minimum temperature of 40°C, there shall be a
maintainable difference of 15°C between the external and the internal temperatures.
The internal temperature shall be measured at a height of 1.5 m from the floor and in
the hottest point. The temperature difference between the average measured in the
previous testing conditions and any other point shall not exceed 2° C. The maximum
velocity of the measured air conditioning in any point that could be occupied by a
passenger shall not be greater than 0.5 m/sec.
3.9.2.11
Sealing of the body.
The vehicle, with all its openings completely closed (doors, boot, etc.), shall be
subjected to, using adequate equipment, a rain with a flow rate of 150 mm/h distributed
uniformly and directly perpendicular to the surface of the vehicle (vertical jets in the
area of the roof and horizontal jets on the sides, at the front and at the rear).
The vehicle shall be maintained in the above conditions for a period of 15 minutes. When this
period has elapsed, it shall travel for 1 km at least. When this is accomplished, inspect
it carefully to make sure that no water has penetrated the inside. Only minor
infiltrations are acceptable in the openings of the doors.
3.9.2.12
Draining the water with the suction system.
In the measuring conditions described in point 3.9.2.4, a jet shall be applied with a flow
rate of 6 litres/min. This shall be directed vertically, distributed uniformly and placed
immediately near the suction grill of the engine at the same speed of maximum power
for 3 minutes; the placement shall be such so that the drained water volume from the
suction system that precedes the filter in this time lapse is of at least 0.5 litres; after
testing, no water shall be present in the air filter.
3.9.2.13
Lighting of the passenger compartment.
Applicable to the urban and suburban type bodies. The lighting, with all the interior
lights switched on and in the total absence of external light, shall be measured in the
following points:
Seats, at 300 mm from the level of the seat
In the aisle running down the middle of the vehicle, at a height of 1500 mm from the
floor.
In the seats reserved for disabled people, at 1000 mm from the floor
The minimum measured value shall reach 100 lux.
3.9.2.14
Electromagnetic compatibility.
Compulsory in the vehicles with EDC (Electronic Injection Control). Tested according
to the EC Directive 95/54
3.9.2.15
Visibility in the driver’s seat and door mirrors. Tested according to the EC Directives
79/795 and 88/321.
Body construction
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3-19
Base April 2007
3-20
Base April 2007
Body construction
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4. HOT ROLLED/DRAWN
STEEL AND
SCHEDULED
PAINTING/PROTECTION
Hot rolled/drawn steel and scheduled painting/protection
Print 603.93.748
4-1
Base April 2007
4-2
Base April 2007
Print 603.93.748
Index
4
4.1
HOT ROLLED/DRAWN STEEL AND SCHEDULED
PAINTING/PROTECTION
4-5
HOT-ROLLED/DRAWN STEEL
4-5
4.1.1 General information
4-5
4.1.2 Type of material
4-5
4.1.3 Scope
4-5
4.1.4 Classification and features to be checked
4-5
4.1.5 Chemical composition %
4-6
4.1.6 Specifications
4-7
4.1.7 High elastic limit steel specifications
4-7
4.1.8 Raw drawn steel specifications
4-8
4.1.9 Plates and strips reference cold bending fitness
4-8
4.2
4-9
4.2.1 Purpose
4-9
4.3
4-9
GENERAL INFORMATION
4.3.1 Painting/protection cycle classification, according to the equipment type
4.4
4-9
“01” CYCLE - BUSES AND DERIVED VEHICLES, OVERSIZE BODIES,
DUMPERS, TANKERS, TRAILERS, SEMITRAILERS, TRUCK MIXERS, ETC.
4.4.1 Plate pretreatment
4-9
4-9
4.4.2 Painting cycle
4-10
4.4.3 Stamping protection
4-10
4.4.4 Abrasionproof coating (optional)
4-10
4.4.5 Particular procedures
4-10
4.5
4-11
“02” CYCLE - MODIFIED CHASSIS
4.5.1 Plate pretreatment and painting cycle
4-11
4-11
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4-3
Base April 2007
4.6
“03” CYCLE - MODIFIED CABS/BODIES (PLATES ASSEMBLED
ON STRUCTURES WITH COMPLETE AND ORIGINAL IRISBUS PAINT)
4-12
4.6.1 Plate pretreatment
4-12
4.6.2 Painting cycle
4-12
4.6.3 Module protection
4-13
4.6.4 Abrasionproof coating (optional)
4-13
4-13
4.7
“04” CYCLE - CAB AND/OR CHASSIS RE-PAINTING
(THE SAME OR A DIFFERENT COLOR FROM THE ORIGINAL ONE)
4-13
4.7.1 “Cab” “frame”, “frame” and “chassis” painting cycle
4-13
4.7.2 Re-painting plastic components painted in a different color from the cab one
(bumpers, fenders, radiator grid and step)
4-13
4-14
4.8
4-14
COAT OF PAINT CHECKING
4-4
Base April 2007
Print 603.93.748
4
HOT ROLLED/DRAWN STEEL AND SCHEDULED
PAINTING/PROTECTION
4.1
HOT-ROLLED/DRAWN STEEL
4.1.1
General information
General purpose structural plates, strips, bars and section bars.
Features, prescriptions and tests.
4.1.2
Type of material
Products made of carbon, unalloyed, untreated steel, used to manufacture structural parts.
Hot-rolled plates and strips (4 to 50 mm thick) provided in sheets or rolls, to be used for shearing or
bending and, within given limits and if previously requested in the order, forming.
Hot-rolled, drawn or cogged and, if previously requested in the order, 3 to 30 mm rectified circular,
square, hexagonal plates, circular bars and section bars.
If requested in the order, rolled steel sections are provided after normalizing. Bars which are drawn by
rolling are provided either raw or hardened.
4.1.3
Scope
4.1.4
Classification and features to be checked
Features to be checked
Steel 1)
Degree of
deoxidization
Chemical
composition
Tensile
strength
Bending
Fe 360 C
Hardened
F
F
F
Fe 360 D
Grain refined
hardened
Structure
Strength
0º C
- 20º C
F
F
Fe 430 C
Hardened
F
F
F
Fe 430 D
Grain refined
hardened
F
F
F
Fe 510 C
Hardened
F
F
F
Fe 510 D
Grain refined
hardened
F
F
F
F
F
F
F
F
F
1) The letters C and D specify the steel quality, indicating the respective weldability and the degree
of brittleness insensitiveness.
Recommended use:
D Fe 360 steel for details subject to medium deformations
D Fe 430 and 510 steel for details subject to slight deformations.
All steel types can be riveted or bolted as well as welded by means of arc and autogenous welding.
Print 603.93.748
4-5
Base April 2007
4.1.5
Chemical composition %
Steel
C
max.
P
max.
Fe 360 C
Fe 360 D 1)
Fe 430 C
Fe 430 D 1)
Fe 510 C
Fe 510 D
0.17
0.17
0.19
0.19
0.20 2)
0.20 2)
0.040
0.040
0.040
0.040
0.040
0.040
Casting analysis
S
Mn
max.
max.
0.045
0.040
0.045
0.040
0.045
0.040
----1.60 3)
1.60 3)
Si
max
C
max.
Semifinished steel analysis
P
S
Mn
max.
max.
max.
Si
max.
----0.55
0.55
0.20
0.19
0.22
0.21
0.22 1)
0.22 1)
0.045
0.045
0.045
0.045
0.045
0.045
----0.60
0.60
0.050
0.045
0.050
0.045
0.050
0.045
----1.70 3)
1.70 3)
1) Nitrogen fixing agents could be added: for example, min. 0.015% soluble Al for each casting (equal to 0.018% total Al).
2) For C degree products whose thickness exceeds 16 mm and D degree products whose thickness exceeds 30 mm, 0.22%
is the maximum carbon content allowed for in casting analysis and 0.24% in semifinished steel analysis.
3) Mn contents in excess are allowed up to 1.70% for casting and 1.80% for products, with a simultaneous 0.010% reduction
in C for each Mn 0.05% increase.
Chemical composition, expressed in %, of steel having high elastic limits.
Steel
C
max.
Mn
max.
Si
max.
P
max.
S
max
Al
max.
Nb(1)
max.
Fe 355
Fe 420
Fe 490
0.10
0.11
0.12
0,60
1.00
1.60
0.40
0.40
0.40
0.025
0.025
0.025
0.025
0.025
0.025
0.020
0.020
0.020
0.020
0.030
0.040
1) Nb can be replaced with V or a combination of both components.
4-6
Base April 2007
Print 603.93.748
4.1.6
Specifications
Steel
Tensile test
Breaking
point
Re min. elastic limit per
thickness (mm)
≦ 16
16 ÷ 40
> 40
N/mm2
N/mm2
N/mm2
N/mm2
Bending
test
Strength test
D/a
kv min.
s ≧ 5 mm
J
A
% minimum elongation
per thickness (mm)
>3
3 ÷ 40
temp
> 40
α=180o
0 ºC
-20ºC
Fe 360
C
D
360 ÷460
235
225
215
21
25
24
1
28
-
28
Fe 430
C
D
430÷530
270
260
250
19
22
21
2,5
(2) (*)
28
-
28
Fe 510
C
D
510÷610
350
340
330
17
20
19
2
28
-
28
Vickers
hardness
Bending
test
Strength
D/a
kV min
(*) Values between brackets refer to straps whose thickness is <3 mm.
4.1.7
High elastic limit steel specifications
Type
Tensile test
Rm break- R.p.O 2
ing point
min.
elastic
limit
Re/Rm
ratio
Minimum elongation %
1
Fe 355
Fe 420
Fe 490
N/mm2
N/mm2
max
415÷530
470÷590
540÷690
335
420
490
0,89
0,89
0,89
2
J
A80
A
A80
A
(mm) (mm) (mm) (mm)
s<3
s<3
s.3
s.3
20
18
14
25
23
19
21
19
15
26
24
20
HV
α=180º
t=20ºC
180
197
220
0
0,5
1
40
40
40
1 = Sample kept perpendicular to the rolled section fibre.
2 = Sample kept parallel to the rolled section fibre
Print 603.93.748
4-7
Base April 2007
4.1.8
Raw drawn steel specifications
Semifinished
steel types
Size
Tensile test
R min.
N/mm2
breaking point
A min. %
minimum elon
gation
Raw Fe 430
<10
10...<16
16...<25
25...<40
40...80
540
540
540
490
440
7
7
8
9
11
Raw Fe 510
<10
10...<16
16...<25
25...<40
40...80
650
610
610
560
540
6
7
8
9
10
4.1.9
Plates and strips reference cold bending fitness
Cold bend radius minimum values which can be achieved without cracking.
Material
Bending
direction
Minimum bend radius allowed per thickness (mm)
1÷1,5
1,5÷2,5
2,5÷3
3÷4
4÷5
5÷6
6÷7
7÷8
8÷10
10÷12
12÷14
14÷16
16÷18
18÷20
Fe 360
Transverse
Longitudinal
1,6
1,6
2,5
2,5
3
3
5
6
6
8
8
10
10
12
12
16
16
20
20
25
25
28
28
32
36
40
40
45
Fe 430
Transverse
Longitudinal
2
2
3
3
4
4
5
6
8
10
10
12
12
16
16
20
20
25
25
32
28
36
32
40
40
45
45
50
Fe 510
Transverse
Longitudinal
2,5
2,5
4
4
5
5
6
8
8
10
10
12
12
16
16
20
20
25
25
32
32
36
36
40
45
50
50
63
Weldability - The Fe 360, Fe 430 and Fe 510 types compliance to normal welding procedures and
applications is guaranteed; however, we recommend to use grain refined, hardened steel rather than
effervescing steel, particularly if welding is supported to reach segregation areas, thus affecting the seam
strength.
4-8
Base April 2007
Print 603.93.748
4.2
4.2.1
Purpose
This section specifies the painting/protection cycle and the related coat of paint check, as provided
for IRISBUS-authorized Body repairers and installators and recommended when equipping a vehicle on
behalf of the customer.
4.3
GENERAL INFORMATION
4.3.1
Painting/protection cycle classification, according to the equipment type
(see table I)
TABLE 1
Painting/protection cycle
01
02
03
04
Type of equipment
Buses and derived vehicles, oversize bodies, dumpers,
tankers, trailers, semitraiers, truck mixers, etc.
Modified chassis (for example, 3rd axle)
Modified cabs/vans
Cab and/or chassis repainting (the same or a different color
from the original one)
4.4
“01” CYCLE - BUSES AND DERIVED VEHICLES, OVERSIZE BODIES,
DUMPERS, TANKERS, TRAILERS, SEMITRAILERS, TRUCK MIXERS,
ETC.
4.4.1
Plate pretreatment
4.4.1.1
Painting all surfaces to be welded, riveted or bolted with zinc-rich, electro-weldable paint or
similar products, providing equal protection (for example: zinc strips).
4.4.1.2
Chemical or mechanical deoxidization, if needed.
4.4.1.3
Pretreatment (degreasing and phosphating or phospho-degreasing), according to the available
systems.
4.4.1.4
Washing with service water.
4.4.1.5
Washing with demineralized water or service water, having ≥ 20 F hardness.
4.4.1.6
Drying.
4.4.1.7
As an alternative to 4.4.1.2 - 4.4.1.3 - 4.4.1.4 and 4.4.1.5 items, the following cycle is allowed
for:
a) Sandblasting.
b) Careful removal of sand dust by means of blowing, with no oil and water compressed air.
c) Mono or bicomponent wash primer coating, gun-sprayed 5 to 10 μm thick.
d) Room temperature drying.
Print 603.93.748
4-9
Base April 2007
4.4.2
Painting cycle
4.4.2.1
Epoxy bicomponent rust preventer or equivalent coatings, gun-sprayed, ≥ 40 μm thick.
4.4.2.2
Oven or room temperature drying.
4.4.2.3
Surfaced areas check.
4.4.2.4
Surfacing, if needed.
4.4.2.5
Careful cleaning with resinous grease.
4.4.2.6
Sealing of all seams with polyurethan products, dried at room temperature.
4.4.2.7
Removal of dope in excess.
4.4.2.8
Polyurethan bicomponent or equivalent coating, ≥ 30 μm thick.
4.4.2.9
4.4.2.10
Sanding, if needed, and overall cleaning with resin-bonded grease.
4.4.2.11
Polyurethane bicomponents enamel or equivalent application, ≥ 30 μm thick.
4.4.2.12
4.4.3
Stamping protection
4.4.3.1
All stampings must be protected with oily-wax coating (required equipment: airless pump and
flexible probe, provided with 360° sprinklers).
4.4.3.2
Removal of protective coat in excess.
4.4.4
For added ferrous parts (for example rear wheelhouses), the following must be provided for:
4.4.4.1
Cycle “01”, items 4.4.1.1 to 4.4.2.12.
4.4.4.2
“Elastomeric” or equivalent coating; oven or room temperature dried.
4.4.4.3
4.4.5
a) Before painting/coating “waxed” vehicles, carefully remove all wax, acting as follows:
Sprinkle with white spirit, oil or gas oil.
Let the solvent act for 5-10 minutes. Wash with hot water (50-60°C, low pressure, 5-6 bars)
containing neutral detergents (for example: liquid soap, 3-5% concentrated).
Rinse with hot water. Dry thoroughly.
b) Provide any added “metallic mixed parts” with a suitable protection.
c) Provide any added “clamping elements” and “small items placed outside the cab with
“DRACOMET” coating or manufacture them in “STAINLESS STEEL”.
d) Provide any added “clamping elements” and “small items placed outside the chassis with
“galvanization zinc plating” or “DRACOMET” coating.
4-10
Base April 2007
Print 603.93.748
4.5
“02” CYCLE - MODIFIED CHASSIS
4.5.1
Plate pretreatment and painting cycle
4.5.1.1
On raw surfaces:
4.5.1.1.1
Cycle “01”, items 4.4.1.1 to 4.4.1.6.
4.5.1.1.2
As an alternative to 4.4.1.1 item, the following cycle is allowed for:
a) Careful cleaning of all raw zones (no grease, dirt or rust).
b) Mono or bicomponent wash primer coating, gun-sprayed 5 to 10 μm thick.
c) Room temperature drying.
4.5.1.2
On the chassis (modified zones and surfaces showing the original paint).
4.5.1.2.1
Careful overall cleaning.
4.5.1.2.2
Bicomponent polyurethan enameling, ≥ 30 μm thick (gloss and color according to what
provided for).
4.5.1.2.3
4.5.2
a) As for “01” cycle, item a)
b) As for “01” cycle, item b).
c) As for “01” cycle, item c).
Print 603.93.748
4-11
Base April 2007
4.6
“03” CYCLE - MODIFIED CABS/BODIES (PLATES ASSEMBLED ON
STRUCTURES WITH COMPLETE AND ORIGINAL IRISBUS PAINT)
IMPORTANT NOTE
The following cycle is only allowed for if the IRISBUS painting cycle (cataphoresys pretreatment
/priming/enameling etc.) can not be applied to the raw assembled structure (for example: oversize
vehicles).
4.6.1
Plate pretreatment
4.6.1.1
Removal of oil in excess and rust, if any, painting of all seams and plate surfaces which, after
assembling, will form the niche insides with zinc-rich electro-weldable paint.
4.6.1.2
As an alternative to 4.6.1.1 item, we recommend the use of plates whose internal side has been
pretreated (electrically zinc plated) or prepainted (such as zincometal).
4.6.1.3
Assembling.
4.6.1.4
cycle “01”, items 4.4.1.2 to 4.4.1.6.
4.6.1.5
As an alternative to 4.6.1.4 item, the following cycle is allowed for:
a) Mechanical deoxidization, if needed.
b) Degreasing with solvents.
c) Careful drying and cleaning.
d) Mono or bicomponents wash primer coating, 5 to 10 μm thick.
4.6.2
Painting cycle
On the cab internal and external raw surfaces and lower parts:
4.6.2.1
cycle “01”, items 4.4.2.1 to 4.4.2.12.
4.6.2.2
If needed (color evenness, repairs due to various damages, technically difficult paper
spreading, etc.), partly or wholly re-paint all the other original structure surfaces, according
to the specific “04” cycle.
4-12
Base April 2007
Print 603.93.748
4.6.3
Module protection
4.6.3.1
All new modules affected by the modification shall be designed so to result easily accessible
(by means of holes or openings) for internal protection.
4.6.3.2
As for “01” cycle, items 4.4.3.1 to 4.4.3.2.
4.6.4
On previously painted, ferrous parts, subject to crushed stone abrasion, repeat “01” cycle, items
4.4.4.2 and 4.4.4.3.
4.6.5
a) As for “01” cycle, item a).
4.7
“04” CYCLE - CAB AND/OR CHASSIS RE-PAINTING
(THE SAME OR A DIFFERENT COLOR FROM THE ORIGINAL ONE)
4.7.1
“Cab” “frame”, “frame” and “chassis” painting cycle
4.7.1.1
Overall washing and drying.
4.7.1.2
Disassembling, if possible, of all movable parts whose paint is different from the cab one and
paper covering of all zones not to be painted.
4.7.1.3
Checking for faulty and/or wearied parts.
4.7.1.4
“Light” sanding of all internal zones to be painted.
4.7.1.5
For plate-cleaned parts, follow “01” cycle, item 4.4.1.7. (c and d) from 4.4.2.1 to 4.4.2.10 items.
4.7.1.6
Careful cleaning with resinous cloth.
4.7.1.7
As for “01” cycle, items 4.4.2.11 and 4.4.2.12.
4.7.1.8
Reassembling all movable parts.
4.7.2
Re-painting plastic components painted in a different color from the cab
one (bumpers, fenders, radiator grid and step)
In this case no repainting is possible, due to quality and technical problems (generally rough surfaces),
therefore we recommend to replace any faulty part with original IRISBUS spare parts.
Print 603.93.748
4-13
Base April 2007
4.7.3
a) As for “01” cycle, item a).
d) As for “01” cycle, item d).
4.8
COAT OF PAINT CHECKING
The coat of paint shall be checked according to what listed in table 2
TABLE 2
Features
Cycle
Appearance (visual test)
Thickness
Adhesion
01
X
X
X
02
X
X
X
03
X
X
X
Gloss (60° angle)
92
70
92
X
X
350 h
X
X
250 h
X
X
500 h
Resistance to fuel
Resistance to humidity
Salt humid resistance
Weatherability
(Wheather-Ometer)
UV with 250 h
Waterproofness
(24 hours at 60°C)
4-14
Base April 2007
X
X
X
04
X
X
X
92
(cab)
70
(frame)
X
X
X
(cab only)
X
X
X
X
X
X
X
Print 603.93.748
5. PROCEDURES FOR
DAMAGES AND/OR
DENTS TO
VEHICLES
FORWARDED TO
BODY REPAIRERS
Procedures for damages and/or dents to vehicles forwarded to body repairers
Print 603.93.748
5-1
Base - April 2007
5-2
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Print 603.93.748
Index
5
PROCEDURES FOR DAMAGES AND/OR DENTS TO
VEHICLES FORWARDED TO BODY REPAIRERS
5-5
5.1
GENERAL INFORMATION
5-5
5.2
VEHICLE WITHDRAWAL
5-5
5.3
EX SHOP OR EX ESTABLISHED PARKING DELIVERY
5-5
5.4
EX DESTINATION DELIVERY
5-6
5.5
VEHICLE REPAIRING
5-7
5.6
VEHICLE DELIVERY TO THE SHOP AFTER EQUIPPING
5-8
5.6.1 Delivery at the Body maker expense
5-8
5.6.2 Vehicle delivery by IVECO-established carrier
5-8
5.6.3 Vehicle delivery to the Body maker workshop
5-8
5.7
VEHICLE PART MALFUNCTIONS
5-8
Annex (A) [Damages/missing parts service sheet]
5-9
Annex (B) [Static checkouts on the chassis]
5-10
Annex (B) [Running vehicle operation test]
5-10
Annex (C) [Procedures to be followed upon the vehicle arrival at the warehouse
(buses and chassis)]
5-11
Annex (D) [Maintenance of finished buses stored into warehouses]
5-11
Annex (E) [Maintenance of the chassis in the Body maker warehouse]
5-17
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5-3
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5-4
Base - April 2007
Print 603.93.748
5
PROCEDURES FOR DAMAGES AND/OR DENTS TO
VEHICLES FORWARDED TO BODY REPAIRERS
5.1
GENERAL INFORMATION
5.1.1
The procedure is based on a damage and dents entry sheet, supplied with the vehicle
from the shop to its final destination.
5.1.2
Vehicles are supplied with this sheet when leaving the shop. The person responsible
for the transportation must check for the presence of this sheet or, if missing, require
a duplicate.
5.1.3
Vehicles leaving established parking areas (for example, Villanova) always must have on
board the sheet provided from the shop to the parking area.
5.2
VEHICLE WITHDRAWAL
According to the contractual clauses contained in the order, the delivery to the Body maker
may occur as follows:
1)
Ex shop or ex established parking delivery.
2)
Ex destination delivery.
5.3
EX SHOP OR EX ESTABLISHED PARKING DELIVERY
5.3.1
The person charged by the Body maker of the vehicle withdrawal must check for the
presence of the damage sheet and the vehicle integrity and outfits.
5.3.2
Any damage and dent must be reported to the parking area attendant, then written in
the 1st strip of the sheet (in case of vehicle withdrawn from the shop) or in the 1st
available strip of the same sheet (in case of vehicle withdrawn from the established
parking area) and confirmed by the transferee.
5.3.3
This strip will be given to the transferee, whereas the remaining parts of the document
will remain with the vehicle.
Print 603.93.748
5-5
Base - April 2007
5.3.4
In case of withdrawal from the shop, even if no damages are detected, the first strip
must be struck through and signed by the receiver.
5.3.5
The procedure to be followed in case of damages or dents occurred at the shop has
been provided: in these cases the shop will repair any damage and dent. As for the
established parking area, any damage and dent detected at the vehicle arrival will be
repaired and restored at IRISBUS expense before it is withdrawn or delivered to the
Body maker.
Unless exceptions, each vehicle coming out of shop or established parking area must
be integer.
Particular cases must be notified, with the relevant documentation, to IVECO
COLTRANSPORT, Via delle Cascinette 6, TORINO (Telex 0039 011 221690), which
will deal with the procedures and indemnify the damage.
5.4
EX DESTINATION DELIVERY
5.4.1
In this case, the driver of the designed carrier must follow the procedures described
at 3.1, 3.2, 3.3 and 3.4 items.
5.4.2
At the vehicle arrival, the Body maker parking area attendant, together with the carrier
driver, must check for any damages or dents.
5.4.3
Any damage/dent will be reported on the first available strip: the transferee and
receiver must sign in the relevant spaces.
5.4.4
The Body maker attendant will detach the corresponding strip and give it to the carrier
driver.
5-6
Base - April 2007
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5.5
VEHICLE REPAIRING
5.5.1 According to the rule in force between IVECO and the carrier, any damage caused by
the carrier in transit must be divided into the following two categories, according to
their entity:
a)
Small damages, less than £ 63.50. The Body maker can directly repair the damage
without previous communication to the carrier.
b) Damages over £ 63.50. The Body maker must send a repair estimate to the carrier, by
telex or registered mail with return receipt, within 5 workdays following the date of
receipt of the damaged vehicle.
5.5.2 A copy of this estimate must be sent to IVECO COLTRANSPORT, Via delle Cascinette
6, TORINO.
5.5.3 Within 5 workdays following the sending date of the telex or registered mail with return
receipt, the carrier must contact the Body maker; if he wishes to avail himself, for the
vehicle, of his insurance company he must send a copy to COLTRANSPORT; otherwise,
the repair will be meant as authorized.
5.5.4 Once the repair is made, the Body maker must make out a debit note to the carrier,
V.A.T. free according to DPR 633/72 article 15, 2nd comma, enclosing all the necessary
receipts (damage sheet copy, failure reports, third party workshop invoices) and
sending a copy of all documents to IVECO COLTRANSPORT, Via delle Cascinette 6,
TORINO.
5.5.5 When sending the estimate telex, the Body maker will ask the carrier if he is interested
in withdrawing the rejected parts which, in case of affirmative answer, will be available
for a maximum of 45 days from this communication date.
5.5.6 After 45 days, if the carrier has not withdrawn the parts he was interested in, these will
be scrapped at the Body maker expense, without any payment pro carrier.
Print 603.93.748
5-7
Base - April 2007
5.6
VEHICLE DELIVERY TO THE SHOP AFTER EQUIPPING
5.6.1
Delivery at the Body maker expense
At the vehicle arrival, the Conformity department will perform the checkout, together with
the driver committed by the Body maker. Any damage/dent will be reported in the 1st available
strip of the damage sheet. The transferee and the receiver will sign in the relevant spaces and the
Conformity department will give the corresponding strip to the transferee.
As for the damage estimation, the Conformity department will draft an estimate for repairs over
£ 63.50, timely sending it to IVECO COLTRANSPORT, so that the information can be sent within
5 workdays after the date of receipt of the vehicle.
The Body maker has the right to subject the vehicle to a survey. To do so, he must inform
IVECO COLTRANSPORT within 5 workdays after the sending date of the telex or registered mail
with return receipt.
If no answer will be received within the set time, the repair will be meant as authorized.
Repair or restoration will be performed at the shop Conformity department expense, which will
transfer the relevant documents to the administration office, so that the debit note can be made
out at the Body maker expense.
The amount of this note will be deducted as a compensation for the payments still due to the Body
maker.
5.6.2
Vehicle delivery by IVECO-established carrier
As specified in the previous item; also in this case, IVECO will pay the damage/dent as a
compensation for the payments still due to the Body maker.
5.6.3
Vehicle delivery to the Body maker workshop
If during the test stage damaged vehicles are found out, these will not be delivered and the Body
maker must proceed to the scheduled delivery by performing the relevant repair or restoration
at his own expense.
The vehicle may be withdrawn at the Body maker workshop:
by the client who must receive an integer vehicle; by an IRISBUS carrier, which will deliver it to
the shipment place or the final client; also in this case the Body maker must guarantee the vehicle
integrity. Obviously, the carrier, at withdrawal, must perform the routine vehicle tests, according
to the procedure described at 3.1, 3.2, 3.3 and 3.4 items.
5.7
VEHICLE PART MALFUNCTIONS
Any vehicle part damage/malfunction must be suitably communicated to IRISBUS IOL. Body
Builders, Via Puglia 35 - TORINO, which will make the Service Department repair the vehicle.
5-8
Base - April 2007
Print 603.93.748
Annex (A)
DAMAGES/MISSING PARTS
SERVICE SHEET
WARNING: if the damage description is too long please use the following slip
SHEET
STORAGE AREA
(To be struck through if there are no claims)
IVECO
SHOP
STORAGE CODE
CARRIER
AMOUNTS
TRANSFEROR
RECEIVER
TOTALS
--------------SHEET
STORAGE AREA
-------------CARRIER
AMOUNTS
TRANSFEROR
RECEIVER
TOTALS
SHEET
--------------STORAGE AREA
-------------CARRIER
AMOUNTS
TRANSFEROR
RECEIVER
TOTALS
SHEET
--------------STORAGE AREA
-------------CARRIER
AMOUNTS
TRANSFEROR
RECEIVER
---------------
--------------
TOTALS
NOTE: In case of loss the responsible is charged with any damages
to the vehicle, until he gives it up to the following operator
Print 603.93.748
5-9
Base - April 2007
Annex (B)
Static checkouts on the chassis
D Install the batteries.
D Top up the radiator cups with the provided antifreeze liquid.
D Check the liquid level: pneumatic system alcohol, motor oil, change gear, power clutch,
differential, power steering. Top up, if needed.
D Check the radiator fan and alternator belt tension. Adjustments, if needed.
D Check and restore the tire pressure, according the set valves.
D Adjust the wheel stop nuts and retighten after the road test (40 to 50 km) (Check the
instructions on the vehicle ”Operation and Maintenance” manual).
D Grease the change gear power tie rod, power clutch and propeller shaft.
D Bleed air from the power clutch circuit with the specific pump.
D Statically check the electric system and remove the detected failures.
D Bleed air from the fuel feeding circuit.
D Start and check for leakages in the pneumatic system, using water and soap.
D Check and retighten the pneumatic system, cooling system and hydraulic steering pipe
fittings.
D Adjust clutch, change gear power tie rods and accelerator.
D Fix the steering wheel by means of the hexagon nut and adjust it.
D Balance the front wheels by means of the specific equipment.
Running vehicle operation test
D Cover 40 to 50 km to check the vehicle operation: suspensions, change gear, clutch, brakes,
steering, acceleration, deceleration, roadholding, control equipment.
D Check the standing vehicle immediately after the test: pneumatic system, motor belt
tension and liquid levels.
D Check the chassis low parts for leakages or other damages.
D Overhaul all mechanic and pneumatic parts according to what detected during the test
(after the road test).
D Overhaul the electric system to remove all malfunctions detected during the test (after the
road test).
D Start the vehicle (after the mechanic and electric overhauling of the detected malfunctions)
and test again to be sure all faults have been corrected.
5-10
Base - April 2007
Print 603.93.748
Annex (C)
Procedures to be followed upon the vehicle arrival at the warehouse (buses and
chassis)
D
D
D
D
D
D
Store the provided box.
Operate the battery disconnection switch (if any).
Remove the fuse from the tachograph (if any).
Attach the suitable caution label.
Put a wood dowel among the dowels of the automatic suspension (if any).
Place some protection covers, as during the parking at IRISBUS, which will be requested
to the carrier (for chassis only).
Annex (D)
Maintenance of finished buses stored into warehouses
1)
Three-monthly cycle
1.1
Withdraw the units from the park, with move batteries, and move them into the test
area.
1.2
Check the vehicle general external conditions and locate parts to be repaired (if any).
1.3
Start and run the motor at medium speed for about 10 minutes.
1.4
Check the external lights, windscreen-wipers and doors operation.
1.5
Check the coolant level.
1.6
Check the vehicle inside as regards the internal covering in those specific points
considered as critical at that moment.
1.7
Check the operation of:
Lights and signaling instruments on board.
Internal lighting.
Webasto.
Air conditioner.
Blow-by system.
Mirrors and/or rear windows resistance.
Refrigerator-watch-microphone.
Window regulator.
Defogging device.
Starter safety.
1.8
Correct any malfunction.
1.9
Check the corrections and move the vehicle to the storage area with the original
equipment.
Print 603.93.748
5-11
Base - April 2007
2)
Half-yearly cycle
2.1
Withdraw the units from the parking area, with move batteries, and move them to the
test area.
2.2
Wash the vehicle(remove the waxy protection from waxed vehicles), check its general
external conditions and locate parts to be repaired (if any).
2.3
2.4
Check the vehicle inside as regards the internal covering.
2.5
Internal lighting.
Webasto.
Air conditioner.
Blow-by system.
Window regulator.
Defogging device.
Starter safety.
2.6
Check the levels (density), Paraflu, motor oil, clutch oil, brake fluid and tire pressure,
retighten the rubber manifolds.
2.7
Operation test on track for an 8 km run. Brake and ABS test. Apply protective grease,
vaseline or similar, on the electric contacts, as originally provided.
2.8
Lubricate the propeller shaft, the stub axle pin, the steering ball joints (accelerator,
brakes, clutch, etc.).
2.9
2.10
Check the correction, restore the waxy protection (if necessary) and move the vehicle
to the parking area with the original equipment.
3)
Nine-monthly cycle
3.1
test area.
3.2
3.3
3.4
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Print 603.93.748
3.5
3.6
3.7
Internal lighting.
Webasto.
Air conditioner.
Blow-by system.
Window regulator.
Defogging device.
Starter safety.
3.8
Check the corrections, restore the waxy protection (if necessary) and move the vehicle
4)
Yearly cycle
4.1
test area.
4.2
4.3
Restore the lower parts protection.
4.4
4.5
4.6
Check the coolant level and the tire pressure.
4.7
4.8
Internal lighting.
Webasto.
Air conditioner.
Blow-by system.
Window regulator.
Defogging device.
Starter safety.
Print 603.93.748
5-13
Base - April 2007
4.9
Test with water
4.10
Operation test on track for a 12 km run; brake and ABS test.
4.11
Check and eliminate any leakage from the pneumatic, hydraulic and cooling systems,
retighten the rubber manifold brackets.
4.12
Replace motor oil, brake and clutch fluids.
4.13
Retighten the wheel nuts.
4.14
Correct any malfunction and clean the inside.
4.15
Check the waxy protection restoration (if necessary) and move the vehicle to the
parking area with the original equipment.
4.16
Notify the BUS DIVISION that the bus is at the warehouse, so the IVECO technicians
can check the storage conditions.
5)
Fifteen-monthly cycle
5.1
test area.
5.2
5.3
5.4
5.5
5.6
considered as critical in that moment.
5.7
Internal lighting.
Webasto.
Air conditioner.
Blow-by system.
Window regulator.
Defogging device.
Starter safety.
5.8
5.9
5-14
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Print 603.93.748
6)
Eighteen-monthly cycle
6.1
test area.
6.2
6.3
6.4
6.5
Internal lighting.
Webasto.
Air conditioner.
Blow-by system.
Window regulator.
Defogging device.
Starter safety.
6.6
Check the levels (density), Paraflu, motor oil, clutch oil, brake fluid and tire pressure,
retighten the rubber manifolds.
6.7
Operation test on track for an 8 km run. Brake and ABS test. Apply protective grease,
vaseline or similar, on the electric contacts, as originally provided.
6.8
Lubricate the propeller shaft, the stub axle pin, the steering ball joints (accelerator,
brakes, clutch, etc.).
6.9
Replace:
Brake master and operation cylinder
Brake limit switches.
6.10
7)
Twenty-one-monthly cycle
7.1
test area.
7.2
7.3
7.4
7.5
7.6
Print 603.93.748
5-15
Base - April 2007
7.7
Internal lighting.
Webasto.
Air conditioner.
Blow-by system.
Window regulator.
Defogging device.
Starter safety.
7.8
7.9
8)
Twenty-four-monthly cycle
8.1
test area.
8.2
8.3
Restore the lowest parts protection.
8.4
8.5
8.6
Check the coolant level and the tire pressure.
8.7
8.8
Internal lighting.
Webasto.
Air conditioner.
Blow-by system.
Window regulator.
Defogging device.
Starter safety.
8.9
Test with water
8.10
Operation test on track for 12 km; brake and ABS test.
8.11
Check and eliminate leakages from the pneumatic, hydraulic and cooling systems,
retighten the rubber manifold brackets.
5-16
Base - April 2007
Print 603.93.748
8.12
Replace the motor oil, brake and clutch fluids.
8.13
8.14
Correct any malfunction and clean the inside.
8.15
8.16
Notify the BUS DIVISION that the bus is at the warehouse, so the IRISBUS technicians
can check the storage conditions.
Annex (E)
Maintenance of the chassis in the Body maker warehouse
1)
One or two-monthly cycle
1.1
Remove the rust from the front wheel hubs by means of glass paper and protect with
grease.
1.2
Check the coverings: steering wheel cover and protection housing, bonnet, hand brake
lever cover, remote control switch cover, horn protection bag, Voith deceleration
gearcase, motor cover and any other panelboard covers.
Replace damaged covers, place and fix loosened covers.
2)
Three-monthly cycle
2.1
Remove the covers: steering wheel cover, motor, front structures, etc. and check the
vehicle general conditions.
2.2
Install the move batteries.
2.3
2.4
Brake many times and discharge condensation from air tanks.
2.5
Apply protective grease, vaseline or similar, on the electric contacts on which it is
originally provided (kemptronic).
2.6
Retighten the rubber piping brackets of the cooling system and hydraulic feeding. Inject
the protective agent for the modules, Cryla Gard IVI 833741 type or similar approved
ones. Spotting-in can be performed by entering the cab.
2.7
Remove the move batteries and install the original covers.
3)
Four to five-monthly cycle
Perform the operations described at item (I).
Usually these operations do not require to move the vehicle.
Print 603.93.748
5-17
Base - April 2007
4)
Six-monthly cycle
4.1
Remove the covers (steering wheel cover, motor, front structures, etc.) and check the
4.2
Apply the move batteries.
4.3
Check the levels, Paraflu density, motor oil, clutch oil, brake fluid and tire pressure.
4.4
Retighten the rubber manifold brackets.
4.5
Operation test on track or rollers, for a 15 km run. Check and remove any leakage from
the pneumatic, hydraulic and cooling systems.
4.6
Grease the transmission, leaf spring pins and stub axle pins.
4.7
Spot the paint in damaged areas (with a brush).
4.8
Check the waxy protection where it has been originally applied.
4.9
Inject the protective for modules, Cryla Gard IVI 852741 type or similar approved one.
4.10
Remove the move batteries and replace the polyethylene covers with other new ones,
then fix them.
5)
Seven to eight-monthly cycle
Usually these operations do not require to move the vehicle.
6)
Nine-monthly cycle
6.1
Remove the covers (steering wheel cover, motor, front structures, etc.) and check the
6.2
Install the move batteries.
6.3
Replace the motor oil, clutch and brake fluids. Check the levels, Paraflu density and tire
pressure.
6.4
Retighten the rubber manifold brackets.
6.5
Operation test on track or rollers, for a 15 km run. Check and eliminate leakages from
the pneumatic, hydraulic and cooling systems.
5-18
Base - April 2007
Print 603.93.748
6.6
Grease the transmission, leaf spring pins and stub axle pins.
6.7
Spot the paint in damaged areas (with a brush).
6.8
Check the waxy protection where it has been originally applied.
6.9
Inject the protective for modules, Cryla Gard IVI 852741 type or similar approved one.
6.10
Remove the move batteries and replace polyethylene covers with new ones, then fix
them.
7)
Ten to eleven-monthly cycle
8)
Yearly cycle
Notify the Bus Division that the bus is at the warehouse, so the IRISBUS Technicians can check
the storage conditions.
Print 603.93.748
5-19
Base - April 2007
5-20
Base - April 2007
Print 603.93.748

eurorider - IVECO Body Builders

Transcription

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