Superstructure Instructions Installation Rigid

Superstructure instructions
Volvo Truck Corporation

Göteborg, Sweden Installation, rigid truck
Vehicle type Date Chapter Page
Contents FM, FH, NH 10.00 2.0 1(3)
Date Revised
Contents 2.0
Installation rigid truck, general 2.10 10.00 x
Chassis
Axle installations
Ride heights
Pre-punched holes
Superstructure anchorages
Frame end
Trailer coupling
Trailer hitch
Underrun protection
Side Underrun protection
Frame reinforcement
Snow ploughs and other front mounted equipment
Adaptation to 850 mm chassis width 2.20 10.00 x
Introduction
Adaptation
Concrete mixer 2.30 10.00 x
General
Sub-frame anchorage
Concrete skip 2.40 10.00 x
General
Sub-frame anchorage
Tipping 2.50 10.00 x
General
Installation
Load changer 2.60 10.00 x
General
Sub-frame anchorage
TSP145242
ENG08640 English
Printed in Sweden
Page 2
Swap bodies 2.70 10.00 x

General
Sub-frame anchorage
Fixed bed, bed with tilt 2.80 10.00 x
General
Sub-frame anchorage
Timber bench, timber bed 2.90 10.00 x
Sub-frame for timber bench, timber bed
Sub-frame anchorage
Sugar bench, sugar bed 2.100 10.00 x
Sub-frame
Attachment of sub-frame
Lift dumper 2.110 10.00 x
General
Sub-frame anchorage
Van bodies 2.120 10.00 x
General
Sub-frame anchorage
Garbage truck 2.130 10.00 x
General
Loader location
Sub-frame anchorage
Tank 2.140 10.00 x
General
Frame reinforcement
Attachment
Bulk truck 2.150 10.00 x
General
Frame reinforcement
Anchorages
Vehicle type Date Chapter Page
Contents FM, FH, NH 10.00 2.0 3(3)
Chassisframe front, rear 2.160 10.00 x

Abbreviations
Chassis, Rigid truck, front section, 4x2, 6x2, 6x4, FRAMEHIGH
Chassis, Rigid truck, front section, NH
Chassis, Rigid truck, rear section, leaf springs, FM, FH, NH
Chassis, Rigid truck, rear section, RAD-A4
Chassis, Rigid truck, front section, CHH900, FRAMEMED
Chassis, Rigid truck, front section, 8x2, 8x4, FRAMEHIGH
Chassis, Rigid truck, rear section, leaf springs, FRAME-HIGH
Chassis, Rigid truck rear section, air springs, FRAMEHIGH
Chassis, Rigid truck, rear section, FRAMEHIGH
Chassis, Rigid truck, rear section, air springs, FRAMEMED
Chassis, Tank truck, rear section, leaf springs, FRAME-HIGH
Chassis, Tank truck, front section, 4x2, 6x2, 6x4, FRAME-HIGH
Chassis, Tank truck, rear section, air springs, FRAME-HIGH
Chassis, Tank truck, front section, 4x2, 6x4
Chassis, Tank truck, rear section, leaf spring
Chassis, Tank truck, rear section, air suspension
Chassis Rigid truck, CHH850, CHH900, FRAME-HIGH
Chassis Rigid truck, front section, 4x4, 6x6, FRAME-HIGH
Chassis Rigid truck, rear section, 4x4, 6x6, FRAME-HIGH
Anchorages 2.170 10.00 x
Hinged anchorage
Hinged anchorage for site operation, upper section
Hinged anchorage for site operation, lower section
Elastic two-way anchorage
Tie plates
Tie plates, end plates
Bracket for diagonal stiffening
TSP145242
ENG08640 English
Printed in Sweden
Vehicle type Date Section Page
Installation rigid truck, general FM, FH, NH 10.00 2.10 1(25)
Installation rigid truck, general

Section 2 ”Installation, Rigid truck” contains information
about how superstructures should be fixed to the chassis
on RIGID trucks. You must also observe the general in-
structions for fixing superstructures in chapter 1.40
”Attachment”.
Chassis
Chassis frames are available with 6, 7 or 8 mm wall
thickness. They are available with profile heights of 266
mm, 275 mm or 300 mm. Chassis profiles which are 300
mm high with wall thickness 7 or 8 mm are also avail-
able with a 5 mm inner liner reinforcement LINER-P
(FRAME77P/F/88P/F). The identification of the frames
without reinforcement is ULINER (FRAME 77/88).
T9007334
Page 2
Axle installations
The variant concepts are explained in chapter 1.20
”Product information”.
The following axle installations are found on rigid trucks, RIGID.
4x2 RAD-A4 air suspension with one driving axle

RAD-L90 leaf springs with one driving axle
ex- RAD-L90 leaf springs with one driving axle front and one driving axle rear
RADT-AR leaf springs A-ride with one driving axle in front of one trailing axle
RADT-A6 air suspension with one driving axle in front of one trailing axle
RADT-A6S air suspension with one driving axle in front of one steering trailing axle
6x2
RAPD-A6 air suspension with one driving axle behind one trailing axle
RADT-LA leaf springs with one driving axle in front of one steering trailing axle with air suspension
RADT-A8 air suspension with one driving axle in front of one trailing axle
RADD-A8 air suspension with two driving axles
RADD-BR leaf springs B-ride with two driving axles
6x4
RADD-TR1
leaf springs T-ride with two driving axles
RADD-TR2
6x6 RADD-TR2 leaf springs T-ride with one driving axle front and two driving axles rear
RADT-AR leaf springs A-ride with one driving axle in front of one trailing axle and twin front axles
8x2
RADT-A6 air suspension with one driving axle in front of one trailing axle and twin front axles
RADD-BR leaf springs B-ride with two driving axles and twin front axles
RADD-TR1
8x4 leaf springs T-ride with two driving axles and twin front axles
RADD-TR2
RADD-A8 air suspension with two driving axles and twin front axles
Superstructure instructions Installation, rigid truck
Truck type FH
The rigid trucks (RIGID) which are supplied from the fac- OP Help
tory are summarised in the table below. class
The tables show the rear axle installation, technical limits 1 Good roads (European and North Ameri-
on axle loading, chassis frame, wheelbases, chassis can standard)
height and the class of operation for which the truck is
optimised. 2 Medium roads (South American standard)
or mixing roads (on/off road)
Variant concepts are explained in Chapter 1.20 ”Product 3 Driving on site
information”.
Rear axle installa- Standard wheelbases OP

Vehicle FAL RAL Frame
tion (mm) class
FRAME66
FRAMEHIG
4000 4300 4600 4900 5200
4x2 RAD-A4 7.1 / 8.0 13 FRAME77 + 1, 2
5600 6000
ULINER
FRAMEHIG
FRAME88
4x2 RAD-A4 CHH 850 7.1 11.5 5200 5600 6000 1
FRAMELOW
FRAME66
FRAMEHIG
4000 4300 4600 4900 5200
4x2 RAD-L90 7.1 / 8.0 13 FRAME77 + 1/2
5600 6000
ULINER
FRAMEHIG
FRAME77
7.1 / 8.0 / FRAMEHIG 3400 3700 3900 4300 4600
6x2 RADT-AR 19 / 21 2
8.6 FRAME77P 4900 5200 5600 6000
FRAMEHIG
7.1 / 8.0 FRAME88 3900 4300 4600 5200 5600
6x2 RADT-LA 19 1
FRAMEHIG 6000
FRAME77
3700 3900 4300 4800 4900
FRAMEHIG
6x2 RADT-A6 7.1 / 8.0 19 1
FRAME77P
5200 5600 6000
FRAMEHIG
FRAME77
6x2 RADT-A6 CHH900 7.1 18 4300 4600 4900 1
FRAMEMED
FRAME88 3900 4300 4600 4900 5200
6x2 RADT-A6S 7.1 / 8.0 19 1
FRAMEHIG 5600 6000
FRAME77
3900 4300 4600 4800 4900
FRAMEHIG
6x2 RADT-A8 7.1 / 8.0 19 1
FRAME77P
5200 5600 6000
FRAMEHIG
FRAME88
6x2 RADT-A8 CHH850 7.1 19 4600 4900 5200 5600 1
FRAMELOW
Page 4
Rear axle installa- Standard wheelbases OP

Vehicle FAL RAL Frame
tion (mm) class
FRAME77P
6x4 RADD-A8 7.1 / 8.0 21 3900 4300 4600 4900 5600 1/2
FRAMEHIG
6.7 / 7.1 / FRAME77
8.0 / 8.6 FRAME77P 3200 3400 3700 3900 4300
6x4 RADD-BR 20 2
(LINER-P) 4600 4900 5600
FRAMEHIG
FRAME88
6.7 / 7.1 23 / 26 / FRAME88P 3200 3400 3700 3900 4300
6x4 RADD-TR1/2 2/3
/8.0 / 8.6 32 (LINER-P) 4600 4900 5200 5600
FRAMEHIG
FRAME88
8x2 RADT-AR 16 19 / 21 5100 5600 6000 2
FRAMEHIG
FRAME88
8x2 RADT-A6 16 19 4600 5100 5600 6000 1
FRAMEHIG
FRAME88
8x4 RADD-A8 16 / 17.4 21 4300 4600 5100 5600 6000 1/2
FRAMEHIG
FRAME88
8x4 RADD-BR 16 20 4300 4600 5100 5600 2
FRAMEHIG
FRAME88P 4300 4600 5100 5600 6000
8x4 RADD-TR1/2 16 / 17.4 26 / 32 2/3
FRAMEHIG 6200
Truck type FM
The rigid trucks (RIGID) which are supplied from the fac- OP Help
tory are summarised in the table below. class
The tables show the rear axle installation, technical limits 1 Good roads (European and North Ameri-
on axle loading, chassis frame, wheelbases, chassis can standard)
height and the class of operation for which the truck is
optimised. 2 Medium roads (South American standard)
or mixing roads (on/off road)
Variant concepts are explained in Chapter 1.20 Product 3 Driving on site
information.
Rear axle installa- Standard wheelbases

Vehicle FAL RAL Frame OP class
tion (mm)
FRAME66
FRAMEHIG 3700 4000 4300 4600
4x2 RAD-A4 7.1 / 8.0 13 1
FRAME77 4900 5200 5600 6000
FRAMEHIG
FRAME66
4x2 RAD-A4 CHH900 7.1 / 8.0 13 5600 6000 1
FRAMEHIG
FRAME66
FRAME77 +
ULINER 3400 3700 4000 4300 4600
4x2 RAD-L90 7.1 / 8.0 13 FRAMEHIG 1/2
4900 5200 5600 6000
FRAME77
FRAMEHIG
FRAME88
FRAMEHIG
4x4 RAD-L90 8.0 / 9.0 13 3500 3900 4200 4800 3
FRAME88P
FRAMEHIG
7.1 / 8.0 / FRAME77P 3400 3700 3900 4300 4600
6x2 RADT-AR 19 / 21 2
8.6 FRAMEHIG 4900 5200 5600 6000
FRAME88 3900 4300 4600 5200
6x2 RADT-LA 7.1 / 8.0 19 1
FRAMEHIG 5600 6000
FRAME77
3700 3900 4300 4600 4900
FRAMEHIG
6x2 RADT-A6 7.1 / 8.0 19 1
FRAME77P
5200 5600 6000
FRAMEHIG
FRAME88 3900 4300 4600 4900
6x2 RADT-A6S 7.1 / 8.0 19 1
FRAMEHIG 5200 5600 6000
FRAME77
6x2 RAPD-A6 7.1 / 8.0 19 4300 4600 5200 1
FRAMEHIG
FRAME77
3700 3900 4300 4600 4900
FRAMEHIG
6x2 RADT-A8 7.1 / 8.0 19 1
FRAME77P
5200 5600 6000
FRAMEHIG
Page 6
Rear axle installa- Standard wheelbases

Vehicle FAL RAL Frame OP class
tion (mm)
FRAME77
6x4 RADD-A8 7.1 / 8.0 21 3900 4300 4600 4900 5600 1/2
FRAMEHIG
FRAME77
7.1 / 8.0 / FRAME77P 3400 3700 3900 4600
6x4 RADD-BR 21 2
8.6 (LINER-P) 4900 5200 5600
FRAMEHIG
FRAME88
7.1 / 8.0 / 23 / 26 / FRAME88P 3200 3400 3700 3900 4300
6x4 RADD-TR1/2 2/3
8.6 32 (LINER-P) 4600 4900 5200 5600
FRAMEHIG
RADD-TR2 FRAME88P
6x4 9.0 26 3200 3400 3900 2/3
TRHT-HIG FRAMEHIG
13 / 26 / FRAME88P
6x6 RADD-TR2 8.0 / 9.0 3500 3900 3
32 FRAMEHIG
FRAME88
8x2 RADT-AR 16 19 / 21 5100 5600 2
FRAMEHIG
FRAME88
8x4 RADD-A8 16 21 4600 5100 5600 6400 1/2
FRAMEHIG
FRAME88
8x4 RADD-BR 16 21 4300 4600 5100 5600 6400 2
FRAMEHIG
FRAME88P
8x4 RADD-TR1/2 16 26 / 32 4300 4600 4900 5100 5600 2/3
FRAMEHIG
RADD-TR2 FRAME88P
8x4 16 26 4300 4600 5100 2/3
TRHT-HIG FRAMEHIG
Truck type NH
Rear Standard wheelbases
Vehicle FAL RAL Chassis OP- class
axle installation (mm)
FRAME77+ULINER
4300 4600 2
FRAMEHIG
7.1
RAD-L90 FRAME88+ULINER
4x2 13 5600 5800 2
FRAMEHIG
8.0 FRAME88+ULINER 4300 4600 5800 2/3
RAD-A4 7.1 FRAMEHIG 5800 2
FRAME77+LINERP
RADD-BR 7.1 20 5600 2
FRAMEHIG
6x4 RADD-TR1 26
7.1 or FRAME88+LINER-P 4400 4800 5200 5600
26 or 2/3
RADD-TR2 8.0 FRAMEHIG 5800
32
Ride heights
The driving position is adjusted by using the remote Important: The link (the lever as well as the control
control unit according to ”Memorise a new drive po- rod) on the level sensor between the frame and axle
sition level” in the service information group 72 must not be altered, see ”Level sensor
”ECS, Electronically controlled air suspension, de- (7072LF/7072LR/7072RR)” in the service informa-
sign and function”. tion, group 72 ”ECS, Electronically controlled air
suspension, design and function”.
The driving position is calibrated by means of cali-
bration tool 9998626 and VCADS Pro. Other limits Important: Make sure to follow the instructions to
are the same as at manufacture. avoid personal injury, or damage to product. Make
sure that the truck is unloaded when calibration is
Calibration of the drive position must be done when done.
any level sensor has been removed, see ”Level
sensor (7072LF/7072LR/7072RR)” in the service in-
formation, group 72 ”ECS, Electronically controlled
air suspension, design and function”.
Ride height, highest and lowest control positions, FSS-AIR

Front axle
T7008385
Vehicle variant H1 dimension

Max/Minimum
Left hand/ Max/Minimum
Normal level-ride level for manual
Chassis Axles Right hand level for driving
height (mm) ride height ad-
drive (mm)
justment (mm)
Left-hand drive 330 370/295 520/246
4x2/6x2
Right-hand drive 330 370/316 520/266
Left-hand drive 330 330/330 520/246
6x4
CHH-STD Right-hand drive 330 330/330 520/266
6x4/8x4 Left-hand drive 355 355/355 520/246
RIGID
CTN372
VT2014OD Right-hand drive 355 355/355 520/266
/VT2514OD
Left hand/
CHH-900 295 346/295 520/246
Right hand drive
Left hand/
CHH-850/810 216 234/216 294/176
Right hand drive
Page 8
Ride height, highest and lowest control positions, RST-AIR

Rear axle and trailing axle
T7008381

Max/Minimum
Max/Minimum
Ride height level for manual
Chassis Axles TRACTOR/RIGID level for driving
(mm) ride height ad-
(mm)
justment (mm)
TRACTOR/RIGID
337 377/297 497/247
FRAME-L
RAD-A4
TRACTOR/RIGID
337 377/297 497/247
FRAME-H
RAPD-A6 TRACTOR 337 377/297 487/247
RADT-A6S RIGID 337 377/297 487/247
RADT-A6 TRACTOR/RIGID 337 377/297 487/247
RADT-A8 RIGID 337 377/297 437/247
CHH-STD
TRACTOR
337 337/337 457/251
SRED-V
TRACTOR
361 361/361 457/251
HRED-V
RADD-A8 RIGID
CTN372
385 385/385 457/251
VT2014OD
/VT2514OD
RIGID, other 361 361/361 457/251
RAD-A4 TRACTOR 287 337/287 447/237
CHH-900 RAPD-A6 TRACTOR 287 337/287 447/237
RADT-A6 RIGID 287 337/287 447/237
RAD-A4 RIGID 241 261/241 361/194
CHH-850
RADT-A8 RIGID 241 261/241 361/194
CHH-810 RAD-A4 TRACTOR 241 261/241 381/194
Ride height, highest and lowest control positions, RST-AIR2

Rear axle and trailing axle
T7008379

Max/Minimum
Max/Minimum
Ride height level for manual
Chassis Axles TRACTOR/RIGID level for driving
(mm) ride height ad-
(mm)
justment (mm)
CHH-STD RAD-A4 TRACTOR 331 371/291 511/241
CHH-900 RAD-A4 TRACTOR 277 327/277 457/227
Page 10
Pre-punched holes
The chassis frame contains pre-punched hole groups for
fixing superstructures. The positions of the hole groups
are optimised for a number of factors such as load distri-
bution, chassis packing, drive ability of the truck, and
stability as appropriate.
It may be necessary to drill extra holes to fix special su-
perstructures, such as a crane. Extra holes must be
drilled in accordance with the instructions in chapter
1.40, ”Attachment”.
Note: Do not drill holes in the chassis flanges under any

circumstances.
Hole groups on rigid trucks with FRAMEHIG, and 300

mm chassis profile height, and FRAMEMED with 275
T9007064
mm chassis profile height are available as (please refer Hole groups for FRAMEHIG with 300 mm chassis
to the adjacent illustrations): profile height
• A, two hole groups for jointed, flexible one way and

elastic two way anchorages.
• B, four hole groups for medium tie plates and elastic

two way anchorages (tank anchorages)
• C is also available for FRAMEHIG, a six hole group

for reinforced attachment plate.
T9007063
Hole groups for FRAMEMED with 275 mm chassis

profile height
Hole groups on rigid trucks with FRAMELOW (with 266

mm chassis profile height) and chassis heights CHH850
and CHH900 are found as (please refer to the illustra-
tion):
• A, two hole groups for jointed, flexible one way and

elastic one way anchorages.
• B, four hole groups for tie plates.
• Four hole group C only applies to 4x2 with wheel-

base 6000 mm.
• For rear axle/bogy on 4x2 with wheelbase 6000 mm

in front of and behind the axle there are special
three hole groups D and E for tie plates.
T7007795
Hole groups for FRAMELOW with 266 mm chassis
profile height
The location of hole groups on various chassis and the

relative location of holes in each group are shown in the
adjacent dimensioned sketches. UF means the top of
the chassis frame.
The location of hole groups on the chassis is shown by

”Plate A21-H21”.
Drawings of anchorages and tie plates are given on

”Plate I21-K22”.
Note: Drawings for the special tie plate for three hole
groups are not included in the Plates.
Page 12
Superstructure anchorages
Five types of anchorage are used for fixing. They are
hinged, flexible one-way, elastic one-way, elastic two-way
and tie plates.
A hinge anchorage which is fixed with diaphragm springs

changes function and becomes flexible one-way. In tough
conditions, such as off-road and site use, the diaphragm
springs can be replaced by helical springs, to modify the
anchorage to become more supple, elastic one-way.
Pivoted Pivoted
T9007416 T9007293
Flexible one-way Elastic one-way Elastic two-way
T9007417 T9007294 T9006082

The anchorages can be either bolted or welded to the

sub-frame/help frame. Driven bolts must be used on help
frames/chassis frames.
Tie plates are available in two standard versions (which

are either bolted or welded along the outside of the an-
chorage to the sub-frame/help frame), in two medium
versions (with extra holes for bolts or plug welds) and in
a reinforced design (with extra holes for plug welds),
please refer to the attached illustrations.
Detail design and installation of superstructure anchor-

ages is shown in the dimensioned sketches.
The location of various kinds of superstructures on the
truck is found under each type of superstructure. For
more information, please refer to the general instructions
for attaching superstructures, under chapter 1.40
”Attachment”.
Tie plate (standard, welded) Tie plate (standard, bolted)
T9007478 T9007479
Tie plate (medium, welded) Tie plate (medium, bolted) Tie plate (reinforced)
T9007336 T9007506 T9007337

Page 14
Frame end
The chassis frame must always be closed with a cross-
member, exeption for 4x2, rear leaf spring, where the
frame ends direct behind the leaf spring rear attachment.
Crossmember type and crossmember attachment differ
with different amlifications.
Trucks with rigid chassis are delivered with the frame
end crossmember (frame closing) assembled temporary
for transport purposes. The temporary assemblage is
made because of the rear overhang length which often
is unknown at the time of manufacture. Before use the
crossmember have to be correct assembled.
Restriction
• Crossmembers and towing members must not be
welded to the chassis frame.
• A crossmember ending the chassis must be assem-

Transport mounted crossmember
T7007824
bled with minimum four screws at each frame side.
Towing-crossmember
The frame end crossmember is possible to use as
towing-crossmember, restricted to vehicles with a low
T9006102
frequent use and short distance transports in the use of
towing device. The crossmember should to this amplifi-
cation be attached with eight M14 screws to each frame
side.
The towing-crossmember also have to be reinforced.

The reinforcement is made by a U-profile (Volvo part.no.
1622711). The towing-crossmamber design should be
made as the picture describes.
Restriction
• Towing-crossmember should only be used to vehi-
cles with a low frequent use and short distance
transports, in the use of towing device.
• Maximal 30 tons trailer weight.
• Maximal 8 tons center axle trailer weight.

T9007149
Final crossmember with towing hitch
T9007388
Reinforcement crossmember
Towing member
The towing member concept includes three possible as-
semblage types:
1 Centrally mounted, chassis end
2 Under mounted, chassis end
3 Under mounted, front mounted
1: Centrally mounted, chassis end (picture 1) 2: Under mounted, chassis end (picture 2)
Apply to EU-directive 94/20 class F. Apply to EU-directive 94/20 class F.
D : 190 kN
D : 190 kN
Dc : 120 kN
Dc : 120 kN
V : 50 kN
V : 50 kN
T9007839
3: Under mounted, front mounted (picture 3) 3: Under mounted, front mounted (picture 4)
Approved by Volvo. Apply to EU-directive 94/20 class F.
Note: Only available to rear suspension RST-AIR Note: Only available to rear suspension RST-AIR2
Capacity:
D : 122.5 kN
Dc : 122.5 kN
V : 61.5 kN
S : 1000 kg
Page 16
Trailer coupling
The installation of trailer couplings should apply to the
following international standars:
• ISO 11407
• ISO 11406
• ISO/TC 22/SC 15 N 262
Note: The standard included in the EU-directive:

98/37/EC
Trailer hitch
When centrally mounted, the trailer member must be lo-
cated relative to the rear end of the chassis such that
the requirements for ISO 1102, 11407 and EU directive
94/20 are complied with.
Underrun protection
Rear Underrun protection, according EEC
A rear Underrun protection is needed if the rear over-
hang exceeds 1000 mm. The rear Underrun protection
must be installed as follows, to comply with European of-
ficial requirements, EEC Directive 79/490/EEC-97/12EC:
• The distance between the ground and the lowest

point of the Underrun protection must not exceed
550 mm.
• The distance between the rear of the superstructure

and the Underrun protection must not exceed 300
mm.
• The superstructure must not project sideways by T7007820
more than 100 mm.
T9007391
Page 18
Rear Underrun protection, according CONTRAN (Conselho Nacional

de Trânsito — Brasil)
To comply with the requirements of the CONTRAN 805
of 24.10. 1995, the rear Underrun protection must be fit-
ted as follows:
• The distance between the ground and the lowest

point of the Underrun protection must not exceed
550 mm.
• The distance between the rear of the superstructure

and the Underrun protection must not exceed 400
mm.
• Side long the Underrun protection should have at

the max. the same lenght of the largest rear axle C8000537
and at the min. the same lenght of the largest rear A. max: 550 mm
axle minus 100 mm on each side. B. max: 400
Volvo installs a temporary Underrun protection for trans-
portation in the FM, FH and NH vehciles in order to
attend the South American market. It is made up by a
rectangular horizontal tube fastened to the last chassis
member trough the use of two other rectangular vertical
tubes.
C9000143
A. min: 100 mm
B. 0–100 mm
The Underrun protection consists of a horizontal rectan-

gular profile which is screwed to the side member webs
with tie plates. The member is built in and adapted to
suit each truck. An Underrun protection can be installed
together with, or separate from the towing member.
Volvo offers this solution for all rigid vehicles exported
outside South America. It is in compliance with Euro-
pean official requirements as previously mentioned.
T7007822
T7007823
Page 20
Side Underrun protection

A side Underrun protection shall be installed on all types
of vehicles with a gross weight exceeding 3,5 tonne. The
exception is tractor units for semitrailers.
The side Underrun protection shall be of a type approved

by ECE regulation 73 or EU directive 89/297/EEG.
It is not permissible to make joints in the side Underrun

protection.
T7007959
Frame reinforcement
Reinforcment, vertical load
Superstructure exposing the chassis to vertical point
loads result in local stress to the chassis frame. Chassis
exposed to this point loads or general for heavy trans-
ports in all segments, should when extra chassis
strength is needed as first solution be completed with a
helper frame.
To special heavy transport vehicles when there is no

possibility to complete with a complementary helper
frame or when the helper frame strength is not enough.
It is recommended to specify the truck with a complete
inner liner which have to be orded by a specially request.
Note: There is no possibilities to complete the chassis

with an complete inner liner after the truck has been
manufactured.
Partly inner liner reinforces the chassis in the area of the

rear axle installation. This region normally is the highest
stressed. Inner liner as partly chassis reiforcement is the
alternative when extra stiffness and strength is needed
only in the area of the rear axle installation. Partly inner
is strongly recommended to be specified in combination
with towing member, and/or long rear overhang where
the payload centre of gravity is located in a high position.
Reinforcement, lateral load

Lateral loads are forces from trailers induced in trailer
coupling and/or by high COG position, especially in com-
bination with long rear overhang.
Volvo recommends that vehicles towing trailers or to ve-
hicles specified with long rear overhang (picture) using
diagonal reinforcements. The reinforcements stiffing up
the chassis frame to lateral forces induced by trailer cou-
pling or load applied at the rear overhang. This will
increase the comfort and the vehicle stability especially
when driving at curving and/or hilly roads.
Guideline
Vehicles with a coupling point > 1500 mm behind the
rear bogie axle and specified with towing member ap-
proved to large trailer weights. Are recommended to be
reinforced to lateral forces with crossbracings as de-
scribed, or other equal stiffness contribution, exception
for vehicles towing trailer with single steered front axle.
Page 22
Crossbracing design
The angle between the diagonal bracing and frame side

profile should be within the span of 30 -60 , the closer to

45 the better. Vehicles having more than one diagonal
brace should have the brace length as equal as possible.
The forward diagonal reinforcement attachment point po-

sition depends at the rear axle installation and therefore
the two solution of crossbracing are described.
Note: The dimension of each crossbracing should be at

least 60x12 mm (special instructions for tipper see sec-
tion 2.50).
Note: Crossbracing in the subframe should be placed as

close to the chassis frame as possible. The closer to the
chassis frame the greater stabilising effect.
Crossbracing, leaf spring suspended vehicles

(RAD-L-90, RADT-AR, RADD-BR, RADD-TR)
The crossbracing front attachment point should reach or
pass the spring frame attachment.
T9007392
A = Front L bracket
B = Rear L bracket
C = Flat bar 60 x 12 mm
D = End member
E = Do not weld
Page 24
Crossbracing – Air suspended vehicles

(RAD-A4, RAPD-A6, RADT-A6/8, RADD-A8)
The crossbracing front attachment point should reach
the position of the tie plate to(A) the crossmember,
where the V-stay is attached.
T9007393
A = Front L bracket
B = Rear L bracket
C = Flat bar 60 x 12 mm
D = End member
E = Do not weld
Snow ploughs and other front mounted equipment

These shall be attached to the front of the chassis ends.
8 holes per side can be used.
If further attachment points are needed for a snow

plough, this can be arranged as in the illustration. Fixing
to the front axle and/or spring blades is only permissible
on vehicles with blade springs at the front. On vehicles
with air springs, attachments must be made to the chas-
sis.
A good place to attach it to the chassis is beneath the

towing lugs. A bracket should be installed between the
towing lug and the chassis. The screw holes beneath the
towing lug can be used for fixing the bracket etc. The
bracket avoids twisting the towing lug bracket and trans-
mits the load to the chassis frame. Fixing to the towing
lugs without using a support bracket behind is not per-
missible. The towing lugs are only dimensioned for a
static one-off load in conjunction with towing.
Snow plough anchorages for ploughs with oblique blades

shall be designed to give the chassis increased sideways
stiffness, i.e. increased ability to absorb sideways loads.
When a snow plough and other front mounted equip-

ment is installed, it is important that the front axle
loading is not exceeded. Please check that the permissi-
ble front axle loading is not exceeded.
T9007421
T9007420
Adaptation to 850 mm chassis width FM, FH, NH 10.00 2.20 1(6)
Adaptation to 850 mm chassis width

Introduction
This section describes a method to adapt used sheet
metal superstructures, whose help/sub-frames have
another width (800 mm or >850 mm wide) than the cor-
responding Volvo chassis frame (850 mm width).
T9006319
Help/sub-frame, width 800 mm
T9007530
Sub/help frame, width >850 mm, bent plate
The method is only applicable to used superstructures

with steel sub/help frames or aluminium sub-frames.
New superstructures shall have sub/help frames which
are 850 mm wide and shall be installed in accordance
with the relevant sections of chapter 1 ”General” and in
this chapter.
Page 2
Adaptation
If you centre a used superstructure with sub/help frame
of 800 mm/>850 mm width on top of a 850 mm wide
chassis frame, you get a gap between the chassis webs
in the vehicle and the superstructure. The effect of the
eccentricity between the frame webs must be reduced,
since the load is normally transmitted downwards via
them. The sub/help frame must be widened at the an-
chorages to the chassis to permit it to be installed
correctly.
T9006320
Sub/help frame, width 800 mm.

Clearance 25 mm.
T9007532
Sub/help frame, width >850 mm.

Clearance A mm.
Material
The material in the reinforcements and spacers used for
adaptation shall be of the same grade as the sub/help
frame of the superstructure, please refer to chapter 1.40
”Anchorages”.
Anchorages
Anchorages, width 800 mm
Replace the existing superstructure anchorages by an-
chorages intended for FM/FH trucks.
The design of the anchorages is shown in drawings,

please refer to ”Plate K21-K22”.
Anchorage location is chosen in accordance with

Section 2.10 “Installation rigid truck, general” and in ac-
cordance with the instructions for each superstructure.
Anchorages, width >850 mm

The gap between the frame webs on the sub/help frame
webs is bridged by means of these spacers at the
hinged anchorages. The spaces, of equal thickness,
shall be located on each side of the chassis frame.
T9007531
Sub/help frame, width >850 mm, spacers
The tie plates must be modified to fit the sub/help frame

width.
T9007530
The tie plates can also be spaced out by putting spacers

of equal thickness on either side of the chassis frame.
T9007744
Select the location of the anchorages in accordance with

Section 2.10 “Installation rigid truck, general” and in ac-
cordance with the instructions for each superstructure.
Page 4
Design
Steel sub/help frame width 800 mm
A reinforcement shall be welded to the lower flange of
the sub/help frame to help transfer the load between the
sub/help frame web and the chassis frame.
Use 8 mm flat bars of width min 90 mm for reinforce-

ment. Cut the bars R to the same length as the sub/help
frame. Weld the bar R to the lower flange of the sub/help
frame F so that it projects 25 mm outside the web of the
sub/help frame. Weld both the inside and the outside.
Put weld beads of a dimension at least 5 mm and length
60 mm on c/c 400 mm.
T9006337
F Sub-frame
R Flat bar
T9006362
Bridge the gap between the chassis web on the sub/help

frame and the chassis web with a 25 mm flat bar spacer
S.
T9006190
F Sub-frame
R Flat bar
S Spacer
The superstructure anchorages will later be fixed to the

spacers. The size of the spacers thus depends on the di-
mensions of the relevant anchorage. The height of
spacers shall be selected so that they project beneath
the radius of the sub/help frame and project 15 mm
above the top of the superstructure anchorage. The
length must be about 30 mm longer than the width of
each anchorage.
Weld the spacers to the outside of the sub/help frame

webs in the positions where the superstructure
anchorages will be located. Then weld or screw the su-
perstructure to the spacers. T9007062
A Superstructure anchorage
R Flat bar
S Spacer
Aluminium sub-frame, width 800 mm

Use 8 mm thick flat aluminium bars of at least 90 mm
width for reinforcement. Cut the bars R to the same
length as the sub/help frame. Weld the bar to the lower
flange of the sub/help frame so that it projects 25 mm
outside the web of the sub frame. Put weld beads of a
dimension at least 5 mm and length 80 mm on c/c 400
mm.
T9006338
F Sub-frame
R Flat bar
Bridge the gap between the chassis web on the sub/help

frame and the chassis web with a 25 mm flat aluminium
bar spacer S.
T9006190
F Sub-frame
R Flat bar
S Spacer
The superstructure anchorages will later be fixed to the

spacers. The height of spacers shall be selected so that
they project beneath the radius of the sub/help frame
and project 5 mm above the top of the superstructure
anchorage. The length must be about 10 mm longer
than the width of each anchorage.
Weld the spacers to the outside of the sub/help frame
webs in the positions where the superstructure anchor-
ages will be located. Drill a Ø14.5 mm hole through the
spacers and the sub-frame for superstructure attachment
A.
Install with M14 screws

T9006193
A Superstructure anchorage
R Flat bar
S Spacer
Page 6
Steel sub/help frame, width >850 mm

A reinforcement shall be welded to the lower flange of
the sub/help frame to help transfer the load between the
sub/help frame web and the chassis frame.
Use 8 mm bars of width min 90 mm for reinforcement.

Cut the bars R to the same length as the sub/help
frame. Weld the bar R to the lower flange of the sub/help
frame F so that it projects A mm outside the web of the
sub/help frame. Weld both the inside and the outside.
Put weld beads of a dimension at least 5 mm and length
60 mm on c/c 400 mm.
T9007533
F Sub-frame
T9006362
R Flat bar
T9007532
Aluminium sub-frame, width >850 mm

Use 8 mm thick flat aluminium bars of at least 90 mm
width for reinforcement. Cut the bars R to the same
length as the sub/help frame. Weld the bar R to the lower
flange of the sub/help frame F so that it projects outside
the web of the sub frame. Put weld beads of a dimen-
sion at least 5 mm and length 80 mm on c/c 400 mm.
T9007745
F Sub-frame
R Flat bar
Concrete mixer FM, FH, NH 10.00 2.30 1(3)
Concrete mixer
C9000077
General
If there is a choice of springs and/or anti-roll bars,
choose the stiffest ones. This is because the centre of
gravity of the vehicle demands stiff springs.
Sub-frame anchorage
The anchorages used for sub-frame anchorage should
be selected to suit the type of driving and driving condi-
tions to which the vehicle will be subjected.
Please refer to the table for operation classes for which
the vehicle has been optimised.
Please refer to Chapter 1.40 ”Recommended attach-
ments” when you choose the anchorages.
OP class Help
1 Good roads (European and North
American standard)
2 Medium roads (South American stan-
dard) or mixed driving (on/off road)
3 Driving on site
Page 2
Forward
The front section shall be fixed with hinged anchorages.
Rear
The rear section shall be fixed with tie plates.
Rear anchorage
2 axle trucks
Anchorage shall always be made together with the rear-
most rear spring anchorage.
Drill a Ø14 mm hole in the chassis web for the four cen-
tral holes on the upper tie plate of the cross member. Fix
the tie plate with 4 pcs M14 screws in these holes.
3 and 4 axle trucks

Fixing together with rear cross member.
• 6x2/8x2 A-ride, at least 4 pcs M14 screw, hole Ø14

mm.
• 6x4/8x4 B-ride, at least 5 pcs M14 screw, hole Ø14

mm.
Fixing together with a centrally installed towing crossmember

No. of screws and hole diameters in accordance with
Volvo or any other manufacturer’s installation instruc-
tions.
The positions of the pre-punched hole groups on the

chassis frame are shown in the Plates at the end of this
chapter.
Concrete mixer FM, FH, NH 10.00 2.30 3(3)
C9000136
The figure 1, 2, and 3 specified the type of driving which the anchorage is intended for. Please refer to the table
in Chapter 1.40 ”Recommended attachments”.
Concrete skip FM, FH, NH 10.00 2.40 1(4)
Concrete skip
T9007143
General
The position and high centre of gravity of the tipping
shaft make the truck top-heavy, and it can easily tip over
when tipping. Choose the shortest possible wheelbase.
If there is a choice of springs and anti-roll bars, choose

the shortest alternative. Stiff springs and anti-roll bar
counteract the risk of turning over during tipping. The
high centre of gravity of the vehicle also demand sus-
pension with high roll stiffness.
Page 2
Restriction
In air sprung trucks equipped with a concrete skip, the
air must be released from the bellows before tipping.
This is done to lower the truck to its lowest adjustment
position. When this is done, the truck rests on the bump
stops inside the bellows, which makes the truck more T9006102
stable during tipping.
If you do not lower the truck before tipping, the quick

load release will throw the chassis into the air. This can
damage the air suspension system in general, and the
shock absorbers and reaction rods in particular.
Sub-frame anchorage
The rear section of the sub-frame must be given diago- tipping truck, for torsional stability. Please refer to Sec-
nal stiffening reinforcement, in the same way as for the tion 2.50 “Tipping”.
Front supports
Front supports shall be located as far forwards as possi-
ble. The maximum distance from the front reference
holes is noted in the adjacent table, dimension A.
Tipping shaft
The tipping shaft shall be located as close to the back
axle as possible. The maximum distance from the rear
reference holes is noted in the adjacent table, dimension
B.
T9007144
Truck type A (mm) B (mm)

4x2 1200 1500
6x2/8x2 1600 1000
6x4/8x4 1600 1000
Concrete skip FM, FH, NH 10.00 2.40 3(4)
Class of operation
The anchorages used for sub-frame anchorage should
be selected to suit the type of driving and driving condi-
tions to which the vehicle will be subjected.
Please refer to the table, for the class of operation which

the truck is optimised for.
To choose anchorages, please refer to Chapter 1.40

”Recommended attachments”.
OP class Help
1 Highway driving
2 Mixed driving (on/off highway)
3 Driving on site
Forward
Rear
Rear anchorage
2 axle trucks
Anchorages shall always be made together with the
cross member at the rearwards back axle spring anchor-
age.
Drill a Ø14 mm hole in the side of the chassis, in the

centre of the four central holes on the upper tie plate of
the cross member. Fix the anchorage plate with 4 pcs
M14 screws in these holes.
3- and 4 axle trucks

Fixing together with rear cross member.
• 6x2/6x4 A-ride, at least 4 pcs M14 screws, hole Ø14

mm.
• 8x2/8x4 B-ride, at least 5 pcs M14 screws, hole Ø14

mm.
Fixing together with centrally mounted towing crossmember

No. of screws and hole diameter in accordance with
Volvo or other manufacturer’s installation instructions.

chassis frame are shown in the Plates at the rear of the
chapter.
Page 4
T9007535
The figures 1, 2, and 3 specify the class of operation the anchorage is intended for. Please refer to the table in
Chapter 1.40 ”Recommended attachments”.
Tipping FM, FH, NH 10.00 2.50 1(16)
Tipping
T9007792
General
The tipper, details and detail connections are treated in a
complete vehicle approach, with focus at the truck. The
section is based on tests and experience of Volvo Truck
design. Design of the tipper and including details are
recommendations, which are made general to suit most
of the tipper design solutions at the market.
This guidelines is the platform to combine the super-

structure and the vehicle to a complete tipper truck with
handling, comfort and quality. In cases were restrictions
are needed they are presented in connections with each
section. General restrictions are presented below.
General restriction
For tippers with air suspension is it recommended that
the air is dumped (released) from the bellows before tip-
ping is carried out. This is done by lowering the vehicle
to lowest position. With this, the vehicle rests on the T9006102
bump stop inside the bellows, which means that the ve-
hicle is more stable when tipping
Note: If the vehicle is not lowered before tipping, the fast

method of unloading means that the chassis is moved
upwards. This can damage the air suspension system,
especially shock absorbers and reactions rods.
Page 2
Tipper Truck Variants

The Tipper TR1-RAL21 base data is presented in the
table below. Most of the product variants in Tipper TR1-
RAL21 are possible to combine with the long tipper rear
overhang. The table explains when the combination of
Tipper TR1-RAL21 — long tipper rear overhang is possi-
ble. Maximal pivot length is presented in the table below.
Note: To achieve a vehicle adapted for heavy construc-

tion work a short rear overhang is recommended.
Variants long tipper and rear overhang

Axles Vehicle /engine Rear axle installation ROH/RFL Wheel Base (mm)
4x2 3400
RAD-L90 1345/1345
4x4 FM/7, 10, 12l 3500, 3900
RADT-AR 3400, 3700, 3900, 4300
6x2 980/2345
34001, 3700, 3900
FH/12, 16l
RADD-TR1/2 3200, 3400, 3700, 3900
6x4
RADD-BR 3400, 3900, 4300
1175/2545
RADD-TR1/2 32002, 3400, 3700, 3900, 4300
6x6 FM/7, 10, 12l RADD-TR2 3500. 3900
RADD-BR 4300, 4600, 5100
8x4 1075/2345
RADD-TR1/2 4300, 4600, 4900 ,5100
1
Right hand drive (STWPOS-R) available
2
Not available for FH16
Tipper TR1-RAL21
Axles Vehicle /engine Rear axle installation Whell Base (mm)
6x6 FAL8 3600, 4000, 44001, 47001
TRHT-HIG RADD-TR1 RAL21
6x4 FAL8 FM D7, D10, D12 3200, 3400, 3700, 3900, 4300, 46001
RST-PAr1
8x4 FAL16 4300, 4600, 4900, 5100, 56001
1
Not available in combination with long tipper rear overhang.
Tipping FM, FH, NH 10.00 2.50 3(16)
Installation
Tipping pivots
Front tipping pivot
The front tipping pivot shall be located as far forward as
possible and max 600 mm from the front frame refer-
ence hole.
Max 900 mm applies to 8x2/8x4.
Note: On trucks with a cab crane, the front tipping shaft

shall be located immediately behind the crane base.
T9007776
3-way tipping
Rear tipping pivot

The rear tipping pivot shall be located as close to the
rear most axle as possible. Max distance from rear most
axle:
4x2 = 1200 mm
6x2/8x2 = 1000 mm
6x4/8x4 = 1000 mm
T9007777
Backwards tipping
Restrictions
Tippers with GVW>34 ton and long rear pivot measure-
ment, should be controlled be testing or calculation due
to high tipping forces in the rear overhang.
T9006102
Design guideline
The shorter rear pivot the better tipping stability. How-
ever, for a given rear pivot position, the tipping stability
can be improved by reinforcing the rear overhang, sec-
tion Diagonal reinforcement.
Page 4
Design
Especially, specifying a tipper it is important to achieve a
vehicle optimized to the operating condition. This be-
cause the wide segment which the ordinary tipper
covers. The adoption of the tippers are also made by
each country because of transport types, environment
and legal demands. The section tries to explain and
show example of how to combine the Volvo vehicle to
different tipper solutions. The tipper variants below
shows all tipper features.
T9006375
A Pivoted attachment G trailing front axle

B Diagonal reinforcement H leading final drive
C Attachment in bogie section I attachment stabilizer
E Stabilizer K Recommended relative distance
F leading front axle
Tipping FM, FH, NH 10.00 2.50 5(16)
Tipper details general

Subframe/Helperframe
The subframe design can be made in many different vari-
ants. The subframe and the truck are working together in
absorbing the loads. It is preferable that the performance
of the two not differ. When extra frame strength is
needed a helper frame should be used. Helper frame
design is described in section 1.40. During unloading the
subframe will reinforce the vehicle rear end. The attach-
ment plates in the rear end yields a similar effect on the
subframe, which can be compared to helper frame per-
formance. As a whole the subframe is not accepted as a
strenght adition design and construction differences.
T9007793
Sub-frame
General U-120x80x6
For heavy duty driving U-160x80x6 mm
(construction) and for
6x4, 8x2, 8x4
Crossmember
Tippers specified to rough operating conditions are ex-
posed to large frame torsion. In this cases it is important
for the frame stiffness and by that also the fatigue
strength that a smooth transition is made in the cross-
member to sidemember assemblage. The crossmember
meets the web of the sidemember and the connection is
made by a tie plate, which results in a better structure
for dynamic loads.
Note: When extra frame strength is needed a helper

frame should be used.
Note: The subframe is not accepted as strength addition

to the frame.
Note: Cranes assembling, see section 7.10.
Design Guideline
If the characteristics of the frames differ too much the
subframe in some cases have to take more load, which
results in fatigue failure, cracking problems in welded
high strength areas.
Page 6
Diagonal Reinforcement
Torsional strenght, to tipping operations in the rear of the
vehicle is increased by fitting diagonal reinforcement in
the subframe. The Diagonal reinforcement transmits the
forces from the tipper axle directly to the bogie cross-
member. It is important that the Diagonal reinforcement
connect direct to the tipper axle and stops in the front
end at the position above the bogie Diagonal reinforce-
ment.
The Diagonal reinforcement will in some specifications T9007841
have a limited effect to the tippstability. The stress reliving

effect of the frame and sub/helper-frame is considerable.
Note: The Diagonal reinforcement stress relieving effect

of the frame and sub/helper-frame is considerable.
Note: To the Diagonal reinforcement the box profile is

recommended the dimension is depending on the rear
overhang length, payload and operating conditions.
Design guideline
3 & 4 –axle vehicles
• Box profile RHS 80x80x6
2 –axle vehicles
• Box profile RHS 60x60x6
• Flat bar or channel sections may be used to short

rear overhang in combination with smooth operating
conditions.
Tipping FM, FH, NH 10.00 2.50 7(16)
Tippstabiliser
The tippstabiliser have as component a major stabilizing
effect of the tipper. Important to the stabiliser function is
the link in the stabiliser, attachments to the frame and
tipper body. The link gap should be as small as possible
to maximize the stabilizing effect.
Note: The tippstabilsier decrease the importance of

used tip ram type, e.g. steered or mustered ram.
Note: The tippstabilsier effect increase in combination

with a decreasing in overhang stiffness.
Tipper Ram
If the tipper is not specified with tip stabiliser, steered ram
will compensate some of the stability loss. The steered
tipper ram will there by be exposed to increased load,
which will decrease the steered ram life. The tipper ram
should be placed near the centre of the tipp, see picture.
T9006199
A reference point E rear tipper pivot

B reference hole F tipper ram
C front tipper pivot
D centre support
Page 8
Anti-roll bar
There is several reasons that make the anti-roll bar im-
portant to the tippstability:
• The loads are transmitted directly to ground.
• Increasing the suspension roll-stiffness.
• Stiffening up the frame in the overhang, work as a

crossmember.
The anti-roll bar stability effect is pronounced for long

and/or weak overhang. Greatest stabilizing effect from
the anti-roll bar occurs in combination with long rear
overhang and/or large payload. In the picture relation be-
tween anti-roll bar and pivot is shown. With a weak rear
overhang the anti-roll bar will have a greater stability ef-
fect if the pivot is located as A compared to B.
Note: The tipper should to all specifications be specified

with anti-roll bar.
T9007795
Tipping FM, FH, NH 10.00 2.50 9(16)
Support
The front tipper pivot is located as far to the front as pos-
sible and max 600 mm from the frame front reference
hole.
The platform must, in the lowered position, be supported

by two supports per side. The supports should evenly
distributed. For 4x2 one support per side is sufficient
For platforms with central, front contact, support B is

required in order to limit the rolling moment. These sup-
ports must have a rubber cushions C with a hardness of

min 70 Shore, thickness min 20 and 10–15 mm clear-
ance, see diagram.
T9007779
A Cut
B Support
T9007280
Page 10
Attachments subframe
Front
The front section should be attached with pivoted attach-
ments. For heavier driving conditions, e.g. construction
site operations, a flexible one-way attachment is recom-
mended with steel springs under the bolt heads, as well
as one pivoted attachment at the transition between the
flexible one-way attachment and the attachment plate.
Rear
The rear part should be attached with attachment plates.
Vehicles with 3–way tipper should have an attachment
plate near the tipper ram. For difficult driving conditions
attachment plates with plug welding holes are recom-
mended.
Note: For heavier driving conditions, e.g. construction

site operations, reinforced attachment plates with plug
welding holes are recommended.
T9007300
2–axle trucks
The rear most attachment should assembled together
with the crossmember at the rearmost rear spring an-
chorage.
Drill a Ø14 mm hole in the frame side opposite the four

centre holes on the crossmembers upper tie plate. The
attachment plate is bolted in place with four bolts in
these holes.

The rear most attachment should assembled together
with the end member.
• 6x2/8x2, at least 4 off M14 in hole Ø14 mm.
• 6x4/8x4, at least 5 off M14 in hole Ø14 mm.
Attachment together with centrally mounted towing crossmember

The numbers of bolts and the hole diameters according
to Volvo’s or some other manufactures assembly
instructions.
Tipping FM, FH, NH 10.00 2.50 11(16)
Tipp stability
This section describes the importance of a safe com-
plete vehicle, which means sufficient tipping stability.
Specially the tipper have to be adapted to be an optimal

vehicle to the customer operating conditions. By this in-
formation Volvo indicate the effect of different tipper
specifications to the complete vehicle. A tipper body de-
signed according to the BBI would have a stabiliy in the

region of 9 to 15 .
T9007842
Note: The detailed design and construction of the ele-

ments making up the complete vehicle can have a
significant effect on stability so bodybuilders should test
their complete design solution to ensure that it is suitable
for the operation to be carried out and meets all neces-
sary legislation.
Note: The Volvo tilt test is made with fully hoisted body
(technical axle load) and sticky load. Since the test has
to care of dynamical effects (e.g. tipping on loose
ground, wind) The tilt limits are NOT applicable out-
side the rigg test.
Page 12
The COG lateral off set, causing a roll over moment (M)
to the vehicle. Counteracting M is the stability moment
(K) caused of the vehicle structure. Tipp over will occur
when the roll over moment is greater than the stability
moment or when the lateral displacement of the COG
exceeds the tyre roll over point.
T9007840
Tipping FM, FH, NH 10.00 2.50 13(16)
To get a picture of the importance of each body compo-

nent in tip stability the table below is presented. The
table is based on real test results and showing that each
component has influences at the tip stability. The target
is thereby not to present complete stability results, from
which it is possible to calculate an approximated tip sta-
bility.
The tip stability, as described on the previous page, is

based by several variables. To make it possible to
present the stability contribution for each component
some variables has been neglected, e.g. tyre roll stiff-
ness, dumper stiffness. Some variables complexity have
been simplified, e.g. component stiffness covers not all
design solutions, suspension and rear overhang are sim-
plified as stiff/less stiff.
The stability contribute from each of the body compo-

nents and truck chassis components differ both on
component level, which means if the component design
is changed (e.g. material thickness, profile type) but also
when the relation between components changes (e.g.
wheel base , PIVOT length, tip stabiliser position). This
results in a wide stability contribution span for some of
the components.
Component Suspension Rear overhang Stability re- Remarks

(Stiff/Less stiff) (Stiff/Less stiff) duction
Stiff Stiff 0,2-0,4 Steered tipp ram
Tipp stabilizer (slide)
Stiff Stiff 1,5 Unsteered tipp ram
Less stiff Less stiff 0,5-0,9
Wheel base change Stiff Stiff 0,2-0,35
Pivot lenght Stiff Stiff 0,2-0,5 The effect decrease in combi-
deg/dm nation with shorter ROH. No
effect when heavely reinforced
ROH.
Payload change Stiff Stiff 0,2-0,8 The effect increase with shorter
deg/ton wheel base and less stiff sus-
pension and ROH.
Subframe Stiff Stiff 2,5-4,0 No tipp stabilizer and X-
member
X-member Stiff Stiff 0-0,1 Reliefing the ROH load chase.
ROH = Rear Overhang (the portion of the

frame/subframe from the rear axle centre to the frame
end). Pivot = Measurement, rear bogie axle to pivot axle,
tipper axle.
Important: The table data can only be used as guide be-

cause of differences in component stiffness and design.
Note: The tyres lateral stiffness has an important effect

of the obtained tipp stability, which have been excluded.
Note: With a weak and long overhang the anti-roll bar

will take a lot of the tilting moment.
Page 14
Design guidelines
Stability examples
• Short wheel base makes the vehicle front end fol-
lowing the tilt induced in the rear end, improved
stability if the wheel base is lengthen.
• Short rear overhang results in a stable vehicle,

some stability loss because of increased rear over-
hang length can be recollected by reinforcing the
rear overhang.
• The tipp stabiliser greatest effect is for unsteered

tipper ram and/or weak rear overhang. The tipp sta-
biliser also increase the tipper ram life, by reducing
the ram load.
Tipping FM, FH, NH 10.00 2.50 15(16)
Changing the superstructure

Superstructures can be changed in different ways:
• With a cable which pulls the superstructure on and

off.
T9007142
• With a hook arm which lifts the superstructure on

and off.
T9007140
Restriction
Vehicles with high payload and/or rear overhang have to
be reinforced in the overhang because of the extreme
load conditions during loading/unloading.
T9006102
T9007150
Truck type A (mm)

4x2 1200 max
6x2/8x2 1000 max
6x4/8x4 1000 max
If a load changer swaps superstructures from the rear,

the same stability requirements and recommendations
as for tipping trucks apply, please refer to Section 2.50
“Tipping”.
Page 16
T9007796
The position of the pre-punshed hole patterns on the frame are given in section 1.50
Load changer FM, FH, NH 10.00 2.60 1(4)
Load changer
T9007139
General
Load changers make it possible to use several different
superstructures on the same chassis, such as tipping,
flat bed, container, tank etc. This means that the load
changer and superstructures must comply with the re-
quirements for each type of superstructure. Please refer
to the appropriate chapter.
Restriction
In air sprung trucks equipped with a load changer, the
air must be released from the bellows before the load is
changed. This is done to lower the truck to its lowest ad-
justment position. When this is done, the truck rests on
the bump stops inside the bellows, which makes the T9006102
truck more stable during tipping.
If you do not lower the truck before tipping, the quick

load release will throw the chassis into the air. This can
damage the air suspension system in general, and the
shock absorbers and reaction rods.
If there is a choice of several springs and/or anti-roll

bars, choose the stiffest alternatives.
Page 2
Changing the superstructure

Superstructures can be changed in different ways:
• With a cable which pulls the superstructure on and

off.
T9007142
• With a hook arm which lifts the superstructure on

and off.
T9007140
The flanged wheels or rollers shall be located as close

as possible to the rear axle. The maximum distance from
the rear reference hole is given in the adjacent table.
T9007150
Truck type A (mm)

4x2 1200
6x2/8x2 1000
6x4/8x4 1000
If a load changer swaps superstructures from the rear,

the same stability requirements and recommendations
as for tipping trucks apply, please refer to Section 2.50
“Tipping”.
Load changer FM, FH, NH 10.00 2.60 3(4)
Sub-frame anchorage
The attachments used for sub-frame anchorage shall be
chosen to the class of operation and the driving condi-
tions to which the truck will be subjected.
Please refer to the table, to see the class of operation

which the truck is optimized for. To choose anchorages,
please refer to Chapter 1.40 ”Recommended attach-
ments”.
OP class Help
American standard)
dard) or mixed driving (on/off roads)
3 Driving on site
Forward
In difficult driving conditions, we recommend a one-way
flexible anchorage with disc springs beneath the screw
heads.
Rear
The rear section shall be fixed with tie plates. In difficult
driving conditions, we recommend reinforced tie plates
with holes for plug welds.
Rear anchorage
2 axle trucks
Fixing shall always be done together with the cross
member by the rear spring anchorage.
Drill a Ø14 mm hole in the side of the chassis, in the

centre of the four central holes on the upper tie plate of
the cross member. Fix the anchorage plate with 4 pcs
M14 screws in these holes.

Fixing is done together with the end crossmember
• 6x2/8x2 A-ride, at least 4 pcs M14 screw, hole Ø14

mm.
• 6x4/8x4 T-ride, at least 5 pcs M14 screw, hole Ø14

mm.
Fixing together with a centrally mounted towing crossmember


chassis frame are shown in the Plates at the rear of this
chapter.
Page 4
T9007537
Swap bodies FM, FH, NH 10.00 2.70 1(6)
Swap bodies
T9007746
General
Swap bodies make it possible to use several different
load carriers on the same chassis, such as flat bed, van,
tank, bulk, container etc. This means that the sub-frame
and locking equipment must comply with the require-
ments for each type of superstructure. Please refer to
the appropriate chapter.
Swap bodies are suitable for use in intermodal or multi-

modal transport, since they are easy to transfer between
at least two of the following modes: highway, rail, sea,
and even air in some cases.
Page 2
Swap bodies can be handled in various ways:
• with hydraulically or pneumatically operated arms

which lift the body.
T9007747
Swap body handled with lifting arms
• With the air suspension system of the truck.
T9007748
Swap body handled with the air suspension system

of the truck
Locking bars for the swap body and/or container can be

installed by means of a sub-frame/help frame above the
chassis, or by means of separate bars above the chassis
or direct on the sides of the frame.
Note: If the bars are installed directly on the side of the

chassis, a cross member must be installed between the
bars in the chassis. Cross members must not be moved
without permission from the Volvo importer. T9007542
The European standard EN 284 (283) is used where ap-

plicable when equipment containing locks and rests for
swap bodies are installed. The standard specifies dimen-
sions and basic requirements for class C, which means
that locking is done at the same points as for ISO-1C 20′
containers, please refer to ISO standard 668:1995.
Note: The location of support is different in each

standard.
T9007538
Example of various standardised lengths for swap bodies
1 Front stop with support for swap body beam ends

2 Container bench, front
3 Centre support
4 Container bench, rear
5 Possible rear support
Page 4
Various types of superstructure equipment for swap bodies and /or con-
tainers
• With sub-frame/helper frame installed on top of the
chassis frame.
T9007539
Sub-frame/helper frame
• With separate benches installed on top of the chas-

sis frame. Anchorage with at least 4 pcs M14 screw,
hole Ø14 mm, per side and bank.
T9007540
Support for swap body with separate supports
• With separate benches installed on top of the chas-

sis frame. Anchorage with at least 10 pcs rivets per
bench or with 10 pcs driven M16 screws which are
jointly drilled to Ø15.5 mm and broached together to
Ø15.7 mm (also refer to Chapter 1.40 ”Bolt unions”).
T9007541
Support for swap body mounted on chassis web

Sub-frame anchorage
The anchorages used for sub-frame anchorage shall be
chosen to suit the class of operation and the driving con-
ditions to which the truck is subjected.
Please refer to the table to see the class of operation

which the truck is optimised for.

OP class Help
American standard)
3 Driving on site
Forward
In difficult driving conditions, we recommend an elastic
one-way anchorage with diaphragm springs beneath the
screw heads.
Rear
with holes for plug welds. The rearmost tie plate shall be
fixed together with the final cross member or a towing
cross member if fitted.

Volvo or possible other manufacturer’s installation in-
structions

chapter.
Page 6
T9007543
Fixed bed, bed with tilt FM, FH, NH 10.00 2.80 1(3)
Fixed bed, bed with tilt
T9007405
General
Note: When a crane is installed, there are special re-
quirements for dimensioning the reinforcements, please
refer to Chapter 7.20 ”Cranes, design basis”.
Page 2
Sub-frame anchorage
Attachments used for sub-frame anchorage shall be
chosen to suit the class of operation and the driving con-
ditions to which the truck is subjected.


OP class Help
American standard)
3 Driving on site
Forward
In difficult driving conditions, we recommend an elastic
screw heads.
Rear
The rear section shall be fixed with tie plates. The
rearmost plate shall be fixed together with the rear cross-
member or centrally mounted towing member, if fitted.

chapter.
Fixed bed, bed with tilt FM, FH, NH 10.00 2.80 3(3)
T9007544
Timber bench, timber bed FM, FH, NH 10.00 2.90 1(3)
Timber bench, timber bed
T9007404
Sub-frame for timber bench, timber bed

The sub-frame shall be made from channel profiles.
200x80x6 mm is recommended for trucks which are

used to transport saw and pulping timber and 120x80x6
mm is recommended for trucks which are only used for
timber transport (long timber).
Note: For rear-mounted cranes, there are special re-

quirements for dimensioning the reinforcements, please
refer to Chapter 7.20 ”Cranes, design basis”.
C9000124
Front timber bench position in relation to reference

hole by forwards rear axle
Page 2
Protection plate
A protective plate must be located above the bogy in the
sub-frame etc., to prevent bark and branches from dam-
aging valves, rubber bushes and hoses in the rear axle
installation. The protective plate must cover at least 1000
mm on each side of the bogy centre. T9006102
Sub-frame anchorage
Fixings used for sub-frame anchorage shall be chosen to
suit the class of operation and the driving conditions to
which the truck is subjected.


OP class Help
American standard)
3 Driving on site
Forward
In difficult driving conditions, we recommend a flexible
screw heads, or elastic one-way anchorage with steel
springs beneath the screw heads. At the transition be-
tween the elastic one-way anchorage and tie plate, two
hinged anchorages shall be located together.
Rear
with holes for plug welds.
The rearmost plate shall be fixed together with the rear

crossmember or centrally mounted towing member, if
fitted.


chapter.
Timber bench, timber bed FM, FH, NH 10.00 2.90 3(3)
T9007545
Sugar bench, sugar bed FM, FH, NH 10.00 2.100 1(3)
Sugar bench, sugar bed
C9000123
Sub-frame
The sub-frame should consist of U-profile. For vehicles
used for sugar cane transport 200 x 80 x 6 mm is rec-
ommended.
C9000119
Position of first lateral support in relation to refer-

ence hole at second axle.
Protection plate
A protection plate should be placed over the rear axles,
e.g. in the sub-frame, to avoid damage the valves,
rubber bushing and flexible hoses in the rear axles in-
T9006102
stallation. The protective plate should cover at least
1000 mm on each side of the centre of the axles.
Note: For the attachment of the platform for sugar cane

transport of up to 8.700 mm length, it is necessary to do
a chassis overhang (for more information, see Chapter 5
“Chassis”). Let a minimum space free of 200 mm behind
the cab (it is necessary for adjust the technical loads of
each axle).
Page 2
Attachment of sub-frame
Attachments used for sub-frame shall be chosen to suit
the operation class to which the vehicle is subjected.
Please refer to the table to see the operation class which
the vehicle is optimized for.
To choose attachments, refer to Chapter 1.40
“Recommended attachments”.
OP class Help
American standard)
3 Driving on site
Front
The front section should be attached with pivoted attach-
ments. In difficult driving conditions a flexible
single-action attachment with cup springs under the bolt
heads is recommended. The pivoted attachment should
be placed together at the transition between the flexible
single-action attachment and attachment plate.
Rear
The rear section should be attached with attachment
plates. In difficult driving conditions strong attachment
plates with holes for plug welding are required.
The rearmost attachment plates should be attached

together with the end member or where appropriate cen-
trally mounted towing member.
Attachment together with centrally mounted towing member

Number of bolts and hole diameters as per Volvo in-
structions or instructions of other manufacturer.
The position of the pre-punched hole groups on the

chassis frame is indicated in the illustrations at the end
of this chapter.
Sugar bench, sugar bed FM, FH, NH 10.00 2.100 3(3)
T9007545
The numbers 1, 2 and 3 specify the operation class the attachment is intended for. See Chapter 1.40
“Recommended attachments”.
Lift dumper FM, FH, NH 10.00 2.110 1(3)
Lift dumper
T9007406
General
Note: The chassis frame for a lift dumper (rear edge)
must not be cut away without permission from Volvo’s
supplier.
Page 2
Sub-frame anchorage


OP class Help
American standard)
3 Driving on site
Forward
In difficult conditions, we recommend an elastic one-way
anchorage with steel springs beneath the screw heads.
Rear
conditions, we recommend tie plates with plug weld
holes.

crossmember or centrally mounted towing member, if
fitted.


chapter.
Lift dumper FM, FH, NH 10.00 2.110 3(3)
T9007546
Van bodies FM, FH, NH 10.00 2.120 1(3)
Van bodies
C9000062
General
The sub-frame shall be made from channel profile.
Note: When a refrigeration or deep freeze unit is in-

stalled, always check that the distance (A) between the
unit and the sweep radius of the cab when tipped is suf-
ficient. (FM, FH)
Sweep radii of cabs are found in ”Supplementary Draw-

ings”.
T9007547
Page 2
Sub-frame anchorage


OP class Help
American standard)
3 Driving on site
Forward
The front section shall be fixed with elastic one-way an-
chorages with diaphragm springs beneath the screw
heads.
Rear
The rear section shall be fixed with tie plates, it may be
possible to use elastic one-way anchorage.

chapter.
Van bodies FM, FH, NH 10.00 2.120 3(3)
T9007548
Garbage truck FM, FH, NH 10.00 2.130 1(5)
Garbage truck
T9007125
General
Note: The chassis frame for a garbage truck must not
be cut away without permission from Volvo’s supplier.
The anchorages on the chassis frame must not restrict

the twisting movements of the chassis to any noticeable
extent. The anchorages must therefore be designed so
that vertical movement is not limited. The anchorages
must also be designed to permit lengthways movement
which occurs when the front of the chassis twists. Side-
ways movement must be restricted, however.
Page 2
Loader location
Loaders can be located at different places on the truck:
• Section 2.130 “Front mounted”.
• Section 2.130 “Rear mounted”.
• Section 2.130 “Side mounted”.
Front mounted
T9007126
Rear mounted
T9007128
Side mounted
T9007440
Sub-frame anchorage
Forward
The front section shall be fixed with elastic one-way an-
chorages with helical springs beneath the screw heads.
It may be possible to use elastic two-way anchorages on

rear-mounted loaders, with damping upwards and down-
wards, which is best achieved with rubber pads. The first
anchorage must be located as close to the spring an-
chorage as possible.
Rear

crossmember.

chapter.
Page 4
Rear mounted
T9007549
Front and side mounted
T9007550
Tank FM, FH, NH 10.00 2.140 1(4)
Tank
C9000079
General
Note: The chassis frame must not be cut away for a
rear cabinet without permission from Volvo’s supplier.
The centre of gravity of the superstructure must be made

as low as possible, to stop the vehicle from overturning.
On tank trucks which are to transport liquid goods, the

need for lengthways and crossways baffles must be con-
sidered.
T9007281
Page 2
Frame reinforcement
On tank and bulk trucks, which are to pull heavy trailers,
or which are to be driven on winding roads with 2 or 4
wheel trailers, the chassis frame must be stiffened on its
sides to prevent bending. Please refer to Section 2.10
“Frame reinforcement” for more detailed instructions.

chapter.
Attachment
A common feature of tank and bulk superstructures is
that they generally rest on support points (anchorages)
on the sub-frame. The location of support points is im-
portant. The first one should be placed as far forwards
as possible.
The number of anchorages shall be 3 per side for a 2-

axle vehicle and 4 per side for 3 or 4 axle vehicles. The
location of anchorages shall be as indicated in Section
2.10 “Installation rigid truck, general”.
If anchorages can not be adapted to suit existing hole

patterns, new Ø14 mm holes may be drilled. The posi-
tions of anchorages must be retained, however.
It may be possible to permit two anchorages per side if

the position of the front anchorage is retained and the
rear anchorage is located as follows:
• 2 axle vehicles, max 500 mm behind rear axle.

• 3 axle vehicles, max 1150 mm behind the forward
rear axle.
Holes for the rear anchorage must be drilled.
Attachment 1 and 2
The two front anchorages should be elastic two-way with
damping upwards and downwards, which is best
achieved with rubber pads.
Volvo recommends that each anchorage should allow

the chassis frame to move up and down at least:

• 5 mm upwards, suitable rubber hardness 70 Shore.

• 15 mm downwards, suitable rubber hardness 45
Shore.
Suitable rubber type EPDM.

Tank FM, FH, NH 10.00 2.140 3(4)
Anchorages 3 and 4
These anchorages should also be elastic two-way, but
do not need to be as elastic as the front anchorages.
Anchorages 1 and 3 should take somewhat more of the

load than the others. Build them up with spacers if nec-
essary.
On long wheelbase 3 and 4 axle trucks, a 5:th anchor-

age may need to be installed. The position of the
anchorage is noted on the fold-out illustration of tank an-
chorage hole patterns.
Examples of tank anchorages which comply with Volvo

requirements are shown under Section 2.10 “Installation
rigid truck, general”.
Fixing of a centrally mounted towing crossmember


chapter.
Page 4
T9006296
Bulk truck FM, FH, NH 10.00 2.150 1(6)
Bulk truck
T9007551
General
Note: The chassis frame must not be cut away for a
rear cabinet without permission from the Volvo importer.
Bulk superstructures can vary in appearance, either

small tanks (silos) or one large tank. It is common for
bulk superstructures to just rest on supports installed on
the chassis frame. Volvo recommends that sub-frames
are used for bulk trucks.
Frame reinforcement
On tank and bulk trucks, which are to pull heavy trailers,
or which are to be driven on winding roads with 2 or 4
wheel trailers, the chassis frame must be stiffened on its
sides to prevent bending. Please refer to Section 2.10
“Frame reinforcement”.

chapter.
Page 2
Superstructure replacement
Superstructures can be replaced in several ways, please
refer to the text below. The sections in the illustrations
below are taken across the bulk, at the support points.
• With support points (anchorages) in the chassis

frame.
T9007552
T9007553
T9007554
If the superstructure does not permit more than 2

support points between the front and rear points, a
short help frame can be placed between them.
T9007585
• With one help frame. If a bulk truck can tip its bulk
load when unloading, the same stability require-
ments and recommendations must be observed as
for tipping trucks. Please refer to Section 2.50
“Tipping”.
T9007555
T9007556
Page 4
Anchorages
A common feature of tank and bulk superstructures is
that they generally rest on support points (anchorages)
on the sub-frame. The location of support points is im-
portant. The first one should be placed as far forwards
as possible.
The number of anchorages shall be 3 per side for a 2-

axle vehicle and 4 per side for 3 or 4 axle vehicles. The
location of anchorages shall be as indicated in Section
2.10 “Installation rigid truck, general”.
If anchorages can not be adapted to suit existing hole

patterns, new Ø14 mm holes may be drilled. The posi-
tions of anchorages must be retained, however.
It may be possible to permit two anchorages per side if

the position of the front anchorage is retained and the
rear anchorage is located as follows:
• 2 axle vehicles, max 500 mm behind rear axle.

• 3 axle vehicles, max 1150 mm behind the forward
rear axle.
Holes for the rear anchorage must be drilled.
Attachment 1 and 2
The two front anchorages should be elastic two-way with
damping upwards and downwards, which is best
achieved with rubber pads.
Volvo recommends that each anchorage should allow

the chassis a vertical movement of at least:

• 5 mm upwards, suitable rubber hardness 70 Shore.

• 15 mm downwards, suitable rubber hardness 45
Shore.
Suitable rubber type EPDM.

Anchorage 3 and 4
These anchorages should also be elastic two-way, but
do not need to be as elastic as the front anchorages.
Anchorages 1 and 3 should take somewhat more of the

load than the others. Build them up with spacers if nec-
essary.
On long wheelbase 3 and 4 axle trucks, a 5:th anchor-

age may need to be installed. The position of the
anchorage is noted on the fold-out illustration of tank an-
chorage hole patterns.
Examples of tank anchorages which comply with Volvo

requirements are shown under Section 2.10 “Installation
rigid truck, general”.
Fixing of a centrally mounted towing crossmember


chapter.
Page 6
T9007557
Chassisframe front, rear FM, FH, NH 10.00 2.160 1(23)
Chassisframe front, rear

Abbreviations
D7 7 litre engine
D10 10 litre engine
D12 12 litre engine
D16 16 litre engine
MUF-HOR Horizontal silencer
MUF-VERR Vertical silencer, installed on right
RFUEL300 300 l fuel tank, right side
L1 Short cab
L2 Long cab

Installation, amin position
+ Installation, alternative position
FA1 Forwars front axle
FA2 Rear front axle
X1 2805 for 6x4, 3080 för 8x4
X2 2519 for 6x2, 2530 för 8x2
X3 2950 for 6x2, 3080 för 8x2
X4 2950 for 6x2, 3300 för 8x2
F1 Only for 4x2 WB6000
Page 2
Chassis, Rigid truck, front section, 4x2, 6x2, 6x4, FRAMEHIGH

Outside South America
T9007558
See Section 2.160 “Abbreviations”

South American Market
C2002551
See
Section 2.160 “Abbreviations”
RAD-L90 RAD-A42 RADD-TR2 RADD-BR

RAP WB F1 F2 RAP WB F1 F2 RAP WB F1 F2 RAP WB F1 F2
1
7340 4300 1850 1950 8240 5200 1850 1950 6440 3400 1850 1950 6440 3400 1850 1950
1
7640 4600 1850 1950 6740 3700 1850 1950 6740 3700 1850 1950
1 2
7940 4900 1850 1950 7340 4300 1850 1950 7640 4600 1850 1950
2
8240 5200 1850 1950 7640 4600 1850 1950
7940 4900 1850 1950
1
Only FM
2
Only FH
Page 4
Chassis, Rigid truck, front section, NH
C2002552
See
RAD-L90 RAD-A4 RADD-TR1/RADD-TR2 RADD-BR
RAP WB F1 F2 RAP WB F1 RAP WB F1 F2 RAP WB F1 F2

7340 4300 1850 1950 8840 5800 1850 7440 4400 1850 1950 8640 5600 1850 1950
7640 4600 1850 1950 7840 4800 1850 1950
8640 5600 1850 1950 8240 5200 1850 1950
8840 5800 1850 1950 8640 5600 1850 1950
8840 5800 1850 1950

Chassis, Rigid truck, rear section, leaf springs, FM, FH, NH

South American Market (NH also includes outside South America)
C2002553
See
FH FM NH RAP WB ROH R1 R2 R3
X X 7340 4300 2365 1240 1760
X X 7640 4600 2530 1240 1860
RAD-L90 X X 7940 4900 2695 1240 1860
X 8240 5200 2860 1890 1240 1860
X 8640 5600 3080 1890 1240 1860
X 8840 5800 3190 1890 1240 1860
FH FM NH RAP WB ROH RO R1 R2 R3
X X 6440 3400 1870
X X 6740 3700 2035
X 7340 4300 2365 1240 2660
X 7440 4400 2420 1240 2660
RADD-TR11/2 X X 7640 4600 2525 1240 2660
X 7840 4800 2640 1240 2660
X X 7940 4900 2695 1240 2660
X 8240 5200 2860 1890 1240 2660
X X 8640 5600 3080 2590 1890 1240
X 8840 5800 3190 2590 1890 1240
1
RADD-TR1 only for NH
FH FM NH RAP WB ROH RO R1 R2 R3
X 6440 3400 8251
RADD- 1
X 6740 3700 825
BR
X 7640 4600 2525 1240 2660
X 8640 5600 3080 2590 1890 1240 2660
1
FM, RADD-BR only for RFL2195
Page 6
Chassis, Rigid truck, rear section, RAD-A4

South American market (NH also includes outside South America)
C9000103
See
FH NH RAP WB ROH
RAD-A4 X 8240 5200 2860
X 8840 5800 3190
Chassis, Rigid truck, front section, CHH900, FRAMEMED
T9007559

Page 8
Chassis, Rigid truck, front section, 8x2, 8x4, FRAMEHIGH
T9007560

Chassis, Rigid truck, rear section, leaf springs, FRAME-HIGH
T9007561

Page 10
Chassis, Rigid truck rear section, air springs, FRAMEHIGH
T9007562

Chassis, Rigid truck, rear section, FRAMEHIGH
T9007563

Page 12
Chassis, Rigid truck, rear section, air springs, FRAMEMED
T9007564

T9007565

Page 14
Chassis, Tank truck, front section, 4x2, 6x2, 6x4, FRAME-HIGH
T9007566

T9007567

Page 16
Chassis, Tank truck, rear section, air springs, FRAME-HIGH
T9007568


FM, FH
C2002554

Page 18

South American market
NH
C2002555

Chassis, Tank truck, rear section, leaf spring

C2002556
See
FH FM NH RAP WB ROH
X X 7340 4300 2365
X X 7640 4600 2530
RAD-L90 X X 7940 4900 2695
X 8240 5200 2860
X 8640 5600 3080
X 8840 5800 3190
FH FM NH RAP WB ROH R3
X X 6440 3400 1870
X X 6740 3700 2035
X 7340 4300 2365 2660
X 7440 4400 2420 2660
RADD-
X X 7640 4600 2525 2660
TR11/2
X 7840 4800 2640 2660
X X 7940 4900 2695 2660
X 8240 5200 2860 2660
X X 8640 5600 2810 2660
X 8840 5800 3190 2660
1
RADD-TR1 only for NH
FH FM NH RAP WB ROH F1
X 6440 3400 8251
RADD-BR X 6740 3700 8251
X 7640 4600 2525 2660
X 8640 5600 3080 2660
1
FM, RADD-BR only for RFL2195
Page 20
Chassis, Tank truck, rear section, air suspension

C9000100
See
FH NH RAP WB ROH
RAD-A4 X 8240 5200 2860
X 8840 5800 3190
Chassis frame, Tanker, rear section, air suspension

Chassis Rigid truck, CHH850, CHH900, FRAME-HIGH
T9007569

Page 22
Chassis Rigid truck, front section, 4x4, 6x6, FRAME-HIGH
T9007772
VARIANTS F1 See Section 2.160 “Abbreviations”
MUF-HOR 650
MUF-VERR, RFUEL300 650
Chassis Rigid truck, rear section, 4x4, 6x6, FRAME-HIGH
T9007773

Anchorages FM, FH, NH 10.00 2.170 1(8)
Anchorages
Hinged anchorage
T9007303
Attachment upper section

Part no. 8137405
T9007572
Attachment lower section

Part no. 3182198
Page 3
Hinged anchorage for site operation, upper section
T9007784
Hinged anchorage, top section
T9007780
Hinged anchorage, top section

Hinged anchorage for site operation, lower section
T9007574
Hinged anchorage, bottom section
T9007573
Hinged anchorage, bottom section

Page 5
Elastic two-way anchorage
T9007782
Tank anchorages, standard mounting. Material thickness, at least 8 mm, applies to all sub-components. Steel of
help frame grade, please refer to Chapter 1 “General”.”Allmänt”.
T9007576

Tank anchorages, alernative mounting 3 Oil-resistant rubber (such as EPDM), 70
Shore, thickness 20–25 mm. on rearmost
1 Insatllation block for chassis (stop block only mounting. Balata material can be used instead
necessery at fron) of rubber.
2 Chasss frame 4 Tankwall
5 Lock bolts and springs (about 2 per 100 mm)
T9006805
Tank anchorages for difficult conditions 4 Rubber plate (thickness about 10-20 mm,
hardness 70 Shore)
1 Lengthways retaining dowel
5 Cross member for support bearing
2 Tank wall
6 Chassis frame
3 Roll support rubber (hardness about 70 Shore)
Tie plates
T9007578
Tie plate, standard.

Bolted / welded
T9007579
Tie plate with plug weld holes, medium.

Bolted / welded
T9007580
Tie plate, reinforced with plug weld holes

Page 7
Tie plates, end plates
T9007307
4-holes end plates
C9000125
4-holes end plates (South American market)
T9007308
5-holes and plates

Bracket for diagonal stiffening
T9007285
Bracket for diagonal stiffening.

Front H = Top edge of chassis
T9007286
Bracket for diagonal stiffening, centre

Superstructure Instructions Installation Rigid

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Superstructure Instructions Installation Rigid

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Superstructure instructions

Volvo Truck Corporation

Swap bodies 2.70 10.00 x

Chassisframe front, rear 2.160 10.00 x

Installation rigid truck, general

The following axle installations are found on rigid trucks, RIGID.

4x2 RAD-A4 air suspension with one driving axle

Rear axle installa- Standard wheelbases OP

Rear axle installa- Standard wheelbases OP

Rear axle installa- Standard wheelbases

Rear axle installa- Standard wheelbases

Ride height, highest and lowest control positions, FSS-AIR

Vehicle variant H1 dimension

Ride height, highest and lowest control positions, RST-AIR

Vehicle variant H2 dimension

Ride height, highest and lowest control positions, RST-AIR2

Vehicle variant H2 dimension

Note: Do not drill holes in the chassis flanges under any

Hole groups on rigid trucks with FRAMEHIG, and 300

• A, two hole groups for jointed, flexible one way and

• B, four hole groups for medium tie plates and elastic

• C is also available for FRAMEHIG, a six hole group

Hole groups for FRAMEMED with 275 mm chassis

Hole groups on rigid trucks with FRAMELOW (with 266

• A, two hole groups for jointed, flexible one way and

• B, four hole groups for tie plates.

• Four hole group C only applies to 4x2 with wheel-

• For rear axle/bogy on 4x2 with wheelbase 6000 mm

The location of hole groups on various chassis and the

The location of hole groups on the chassis is shown by

Drawings of anchorages and tie plates are given on

A hinge anchorage which is fixed with diaphragm springs

T9007417 T9007294 T9006082

The anchorages can be either bolted or welded to the

Tie plates are available in two standard versions (which

Detail design and installation of superstructure anchor-

Tie plate (standard, welded) Tie plate (standard, bolted)

T9007336 T9007506 T9007337

• A crossmember ending the chassis must be assem-

bled with minimum four screws at each frame side.

The towing-crossmember also have to be reinforced.

• Maximal 30 tons trailer weight.

• Maximal 8 tons center axle trailer weight.

Final crossmember with towing hitch

1 Centrally mounted, chassis end

2 Under mounted, chassis end

3 Under mounted, front mounted

Approved by Volvo. Apply to EU-directive 94/20 class F.

• ISO/TC 22/SC 15 N 262

Note: The standard included in the EU-directive:

• The distance between the ground and the lowest

• The distance between the rear of the superstructure

• The superstructure must not project sideways by T7007820

more than 100 mm.

Rear Underrun protection, according CONTRAN (Conselho Nacional

• The distance between the ground and the lowest

• The distance between the rear of the superstructure

• Side long the Underrun protection should have at

The Underrun protection consists of a horizontal rectan-

Side Underrun protection

The side Underrun protection shall be of a type approved

It is not permissible to make joints in the side Underrun

To special heavy transport vehicles when there is no

Note: There is no possibilities to complete the chassis