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BBG200813EN

The Bodybuilder Guidelines published by DAF Trucks N.V. provide essential information for bodybuilders to ensure the optimal assembly of superstructures on DAF chassis. The document outlines responsibilities, statutory requirements, weight distribution, and vehicle specifications, emphasizing the need for compliance with quality standards and safety regulations. It also includes details on various DAF vehicle series and their intended applications in transport and utility services.

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0% found this document useful (0 votes)

42 views348 pages

BBG200813EN

Uploaded by

mosnyjihor13

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Available Formats

Download as PDF, TXT or read online on Scribd

You are on page 1/ 348

Bodybuilder guidelines

DAF LF, CF and XF105

Update: 2008-13
Bodybuilders' Guidelines is published by
DAF Trucks N.V.
This information is also available on the internet.
The user is responsible for ensuring that he is
working with the latest released information.
Parts of this publication may be copied or
reproduced providing that a reference is made to
the source.

In the interest of continuing product development,

DAF reserves the right to change specifications
or products at any time without prior notice. DAF
can in no way be held responsible for any
incorrect information included in this manual and/
or the consequences thereof.
This publication refers to chassis with FR, GR,
PR or MX engine complying to the Euro 3, Euro
4 and Euro 5 emissions.

Note
For Euro 3 chassis with CE, BE, PE or XE engine
see the digital publication that is available under
file number BBG0541.zip on the 'news and
archive' page of the Bodybuilder's info website.

March 2008

Bodybuilders' guidelines

GENERAL
1
CHASSIS INFORMATION
2
GENERAL INFORMATION ON SUPERSTRUCTURES
3
SUPERSTRUCTURES
4
CAB INFORMATION
5
ENERGY CONSUMERS
6
ELECTRICAL SYSTEM
7
PART NUMBERS
8
REACTION FORM
9

GENERAL
General

Page Date
1.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 200813
1.2 Addresses to contact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 200813
1.3
1.4
Verificaton of superstructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Statutory requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
200813
200813
1
1.5 Vehicle specification and layout drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 200813
1.6 Weight distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 200813
1.7 Period of bodying and storage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 200813
1.8 DAF vehicle range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 200813
1.9 Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 200813
1.10 Product modifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 200813
1.11 Feedback form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 200813

1. GENERAL
1.1 PURPOSE The supplier of the superstructure will under
all circumstances remain fully responsible for
the product supplied by him and, in view of
The purpose of these guidelines is to give the
bodybuilder advice and assistance to enable him
to obtain a homogeneous and optimally
the safety of the user, he must deliver the
product with clear information, instructions 1
for use and/or documentation with respect to
functioning assembly of superstructure and DAF the superstructure and any additional
chassis. equipment. Prior to delivery to the customer,
the bodied vehicle should be inspected by the
DAF dealer. DAF cannot be held liable for any
1.2 ADDRESSES TO CONTACT consequences of the actions of third parties.
Machine directives and CE marking
In these guidelines the designation "DAF" refers If the superstructure (or parts of it) can be
to the responsible subsidiary or importer of DAF qualified as a machine, special attention should
Trucks N.V. in the country concerned. be paid to the machine directive and the CE
marking. If necessary, consult the authorities
concerned.
1.3 VERIFICATON OF
SUPERSTRUCTURE For the integration of the superstructur with
related vehicle systems, see Section
7: "Electrical system".
In view of vehicle safety, product liability and the
quality standards set by DAF, it is not permitted to
make changes to the design of the vehicle 1.4 STATUTORY REQUIREMENTS
without prior consultation with and written
permission from DAF.
The superstructure and any vehicle modifications
Superstructures fitted fully in keeping with these connected with it must in all respects comply with
guidelines do not require verification. DAF is the statutory requirements in the country
always willing to answer any questions in this concerned.
field.
As DAF builds its commercial vehicle chassis
Whenever these guidelines are not fully fully in accordance with the statutory
conformed to, and in all cases not provided requirements in force, the responsibility for the
for in these guidelines, consultation with and bodied vehicle rests with the bodybuilder.
verification by DAF is required.
When the bodied vehicle is inspected, DAF is not
Requests for such verifications can be submitted responsible for problems caused by the
to DAF by sending in duplicate, functional superstructure or by parts fitted and/or modified
description, drawings and engineering by third parties.
calculations. If found in order, one set will be
returned by DAF with a declaration of "no
objection" and possibly accompanied by some 1.5 VEHICLE SPECIFICATION AND
comments with regard to the construction to be
used. LAYOUT DRAWINGS
The manufacturer of the superstructure should in
In determining the right chassis and body
all cases ensure that the operations carried out
specifications, it is essential that the three parties
on the vehicle fully comply with the applicable
involved, customer, bodybuilder and DAF,
quality standards.
should each bring in their own specialism.
The manufacturer of the superstructure should Intensive consultation is the only way to obtain an
make sure that moving parts of the vehicle optimum result. This consultation requires the
chassis, in particular the propeller shafts, cannot availability of all Technical data, such as vehicle
be restricted in their operation by, for example, specifications and layout drawings (DAF
parts of the superstructure and/or mountings. All bodybuilders' drawings), and the possibility of
components must remain easily accessible for forming a quick assessment of all the technical
maintenance and repair! Work on the vehicle possibilities with their specific advantages and
should at all times be done by qualified staff. disadvantages.

DAF's professional transport advice system, - The length of the body and consequently the
TOPEC, has been developed especially for this position of the centre of gravity may vary
purpose and is also available to the bodybuilder. within the axle load distribution tolerance
TOPEC enables fast calculation of the effects of limits permitted in the country concerned.
particular vehicle dimensions on, for instance, - To avoid the vehicle leaning to one side, the
1 weight distribution, coupling position, turning
circle and axle load pattern during unloading.
difference in weight between the LH and RH
wheels on one and the same axle must not
Requests for TOPEC calculations can be be more than 2.5%; see also the paragraph
submitted to DAF. below on lateral stability.
- The weight under the front axle(s) must in all
Layout drawings cases be at least 20% of the total vehicle
The chassis bodying possibilities can be weight when used solo or in combination
determined on the basis of the very detailed cab/ with a conventional coupled trailer and at
chassis layout drawings, showing many least 30% of the total vehicle weight when
dimensions and component positions. These used in combination with a mid-axle trailer.
drawings are available from DAF and they can be - The weight under the driven axle(s) must, in
found as digital files on the TOPEC CD-ROM and international traffic, be at least 25% of the
the internet (www.daf.com). maximum total weight of the vehicle or
In addition DAF can supply a digital 3D drawing vehicle combination.
of the chassis main longitudinal for a specific - The centre of gravity of the total of
order related chassis in the DXF or STEP2.14 file superstructure, any loading/unloading
format. Contact DAF for applicable cases with equipment and vehicle load must at all times
complex superstructures like heavy cranes. be within the theoretical wheelbase, because
otherwise vehicle behaviour could be
TOPEC availability to the bodybuilding adversely affected.
industry
The TOPEC program is available in two versions: Chassis reinforcements and additional
'TOPEC View' and 'TOPEC Light', and can be components, such as compressors,
ordered from DAF via a subscription system. additional fuel tanks and loading and
unloading equipment, affect the weight and
TOPEC View: A TOPEC View subscription therefore the weight distribution of the
provides a complete digital DAF file of vehicle being bodied. It is therefore essential
bodybuilders' drawings, recorded on a CD-ROM that the vehicle, including any extra
which is periodically updated. This means that equipment, should be weighed before the
you always have the latest drawings. These bodying is started. Only then will it be
drawings can be read and printed using the TIFF possible to establish in time the effect any
viewer that is supplied with the CD-ROM. The such extra equipment may have on the
CD-ROM also contains the component drawings location of the vehicle's centre of gravity.
(cabs, suspension and fuel tanks) and elevations
of chassis and cabs (as shown on the DAF Lateral stability (dynamic)
bodybuilders' drawings) in DXF format. This DXF High superstructures, whether or not in
format can be used in your own AutoCAD system combination with a high centre of gravity of the
or any other program capable of opening a DXF load, are sensitive to side winds and may have an
file. adverse effect on the lateral stability and
therefore the driving characteristics of the
TOPEC Light: On top of the above-mentioned vehicle. The same applies in the case of:
digital file of component and chassis drawings, a
TOPEC Light subscription includes the - asymmetric loading;
calculation modules required for making layout, - specific load distribution;
weight, turning circle and chassis strength - axle load shifts when the vehicle is partly
calculations. laden;
- axle load shifts when the load is moving.
In all cases, ultimate responsibility rests with the
1.6 WEIGHT DISTRIBUTION supplier of the superstructure or the user of the
vehicle.
When constructing the superstructure, make sure
that weight is correctly distributed so that the
permitted axle loads can be utilised, and take
note of the following guidelines:

1.7 PERIOD OF BODYING AND DAF LF45 series

STORAGE This series offers gross vehicle weights fro 7,5 to
12 tonnes. The trucks are intended for intensive
use in urban and regional distribution transport
When a vehicle, for instance, because of a long and are powered by 4.5 litre four-cylinder FR
period of bodying, is not being used for a
prolonged time, measures should be taken to
diesel engines generating outputs from 103 kW
to 136 kW, or by 6.7 litre six-cylinder GR diesel
1
guarantee the continued high quality of the engines with a power rating of 165 kW to 184
vehicle. These measures depend on the kW.
estimated duration of storage and/or bodying.
DAF LF55 series
The measures that should normally be taken, This vehicle series, with gross vehicle weights
may include the following: from 12 to 19 tonnes, is intended for light to
medium-weight transport in urban and regional
- Closing windows and roof hatch.
goods distribution. These vehicles are also
- Checking fluid levels and, where necessary,
excellently suited for a wide range of applications
topping-up reservoirs.
in the field of public utility services. This series is
- Checking the tyre pressure.
equipped with 4.5 litre four-cylinder FR diesel
- Removing, storing and charging the
engine generating an output of 136 kW or by 6.7
batteries.
litre six-cylinder GR diesel engines offering
- Checking the coolant antifreeze content.
outputs from 165 kW to 210 kW
- Patching up damaged spots in paintwork.
DAF CF series
For measures to be taken in the event of very
long storage periods, DAF should be
contacted.

1.8 DAF VEHICLE RANGE

DAF's vehicle range is composed of several

tractor chassis in the weight category above 15
tonnes and an even wider variety of rigids in the
category of 6 tonnes GVW and over.

G000540

DAF CF65 series

The DAF CF65 series underlines the importance
of market segmentation and of medium line
20090503-035 vehicles with specific features and characteristics
for a huge diversity of applications, body types
and operational conditions. The DAF CF65 series
has been developed as a two-axle rigid for local
and regional goods distribution and special
transport applications, such as council cleaning
services and fire services. With a maximum GVW
of 19 tonnes, this series is powered by 6.7 litre
GR diesel engines generating outputs from 165
kW to 210 kW.

DAF CF75 series DAF XF series

The DAF CF75 series is a real all-rounder with a
choice of chiefly two-axle and three-axle models.
These vehicles are excellently suited for medium-
weight to heavy regional and national distribution
1 transport and for a wide range of applications in
the field of public utility services, such as council
cleaning services. The 9.2 litre PR diesel
engines use a highly advanced combustion
principle and they have four valves per cylinder.
With power outputs from 183 kW to 265 kW, they
are suitable for gross combination weights up to
40 tonnes.
DAF CF85 series
The DAF CF85 vehicles are equipped with 12.9
litre MX diesel engines, which use a highly
advanced combustion principle and have four
valves per cylinder. With engine outputs from 265
kW to 375 kW, this truck is made for heavy work.
It can be specified as a two-axle, three-axle or G000392
four-axle vehicle with one or two driven axles. A XF105 series
robust truck for intensive medium-range transport The DAF XF is the flagship of the DAF range.
requiring high gross combination weights (over With the XF105 series, DAF has again moved a
40 tonnes), for transport in the building industry step forward in the ever continuing development
and/or heavy special transport. of vehicle and engine technology. The XF chassis
is fitted with 12,9 litre MX diesel engines, which
use a highly advanced combustion principle and
have four valves per cylinder. With engine
outputs from 300kW to 410kW, these vehicles
are ideal for long-distance (international) haulage
requiring gross combination weights of 40
tonnes.
With the Super Space Cab, the driver virtually
has a mobile residence, complete with all the
conveniences required for lengthy journeys
(away from home for on average 1 to 3 weeks).
The DAF XF series makes no concessions. It
combines a very high level of driver comfort with
optimum transport performance and the lowest
possible costs of ownership for the transport
operator.
Designation Type Sort of chassis DAF-series
LF45 LF55 CF65 CF75 CF85 XF105
FA 4x2 Truck chassis
FAR 6x2 Truck chassis with single-
wheel trailing axle
FAS 6x2 Truck chassis with twin-
wheel trailing axle
FAN 6x2 Truck chassis with rear
steered axle
FAG 6x2 Truck chassis with second
steered axle
FAT 6x4 Truck chassis with double-
drive tandem axle

Designation Type Sort of chassis DAF-series

LF45 LF55 CF65 CF75 CF85 XF105
FAC 8x2 Truck chassis with 2 front ax-
les, single drive axle and
twin-wheel trailing axle 1
FAX 8x2 Truck chassis with 2 front ax-
les, single drive axle and
rear steered single-wheel
trailing axle
FAK 8x2 Truck chassis with three rear
axles, including twin-wheel
trailing axle
FAD 8x4 Truck chassis with 2 front ax-
les and double-drive tandem
axle

FT 4x2 Tractor chassis

FTR 6x2 Tractor chassis with single-
wheel trailing axle
FTS 6x2 Tractor chassis with twin-
wheel trailing axle
FTG 6x2 Tractor chassis with second
steered axle
FTP 6x2 Tractor chassis with non-
steered second axle
FTT 6x4 Tractor chassis with double-
drive tandem axle
FTM 8x4 Tractor chassis with three
rear axles; a steered axle in
front of a double-drive tan-
dem axle

Wheelbase and rear overhang indications

The indications for wheelbase and rear overhang
(WB/AE) used in these bodybuilders' guidelines
and in general at DAF can be found for each
vehicle type in the following survey:

1 FT - FA
WB AE
4x2 FTT - FAT
WB AE
6x4 FAD
WB AE
8x4

WB AE WB AE WB AE
FTS/R - FAS/R 6x2 FTG - FAG 6x2 FAC 8x2

WB AE WB AE WB AE
FAN 6x2 FTP 6x2 FAK 8x2

WB AE WB AE
FAX 8x2 FTM 8x4
G000307

1.9 DIMENSIONS 1.11 FEEDBACK FORM

All dimensions in these bodybuilders' guidelines In view of the importance of maintaining the
are shown in millimetres, unless stated present level of quality and user-friendliness of
otherwise. the DAF Bodybuilders' Guidelines, your
recommendations and/or suggestions will be
highly appreciated.
1.10 PRODUCT MODIFICATIONS Use the : "Feedback form" you will find on the last
page(s) to communicate your findings to us.
In the interest of continuing product development,
DAF reserves the right to make changes in the
specifications or the designs of the vehicles
without prior notice.
Furthermore, vehicle specifications may vary
from country to country, depending on local
conditions and legislation. For exact and up-to-
date information, please contact the local DAF
sales organisation.

CHASSIS INFORMATION
Chassis Information

Page Date
2.1 Levelling the chassis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 200813
2.2 Drilling of holes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 200813
2.3 Welding on the chassis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 200813
2.4 Modifying the rear overhang . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 200813
2.5 Wheelbase modifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 200813
2.6 Attachment of components to the chassis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 200813
2.7 Replacing rivets by bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 200813 2
2.8 Inlet and exhaust systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 200813
2.9 Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 200813
2.10 Chassis dimensions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 200813
2.11 Drawbar cross member . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 200813
2.12 Rear light brackets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 200813
2.13 Wheel mounting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 200813
2.14 Wheel clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 200813
2.15 Location of the mudguards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 200813
2.16 EC-approved rear underrun protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 200813
2.17 Automatic lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 200813

2. CHASSIS INFORMATION
2.1 LEVELLING THE CHASSIS

It is essential for the quality and durability of the

bodied vehicle that the chassis should be in a
completely level position when it is being bodied.
The side members should be parallel and the
chassis frame must not be twisted.
For the levelling of an air-suspended chassis, at
2
least three adjustable supports must be used.
These supports must not be removed during the

}
bodying of the vehicle. 20061604-201

Each time the vehicle is moved, the

chassis must be levelled again!

2.2 DRILLING OF HOLES

When mounting components, use the existing

holes in the chassis whenever possible,
preferably the holes according to BAM 1 and 3
(see section: 3.2: "BAM's - body attachment
methods"), which are factory-made and
exclusively intended for the superstructure. The
location of these holes is therefore indicated on
the bodybuilders' drawings.
Adhere to the following instructions when drilling
holes:
- NEVER drill holes in the flanges of the side
members.
- NEVER drill holes in the tapered ends of a
tractor chassis frame.
- NEVER weld filler pieces into any unused
holes of the chassis frame.
- To prevent the forming of cracks from the
drilled holes, these holes must always be de-
burred - by 45 countersinking (on two
sides!) - and subsequently treated with
primer/paint.
- The drilling of holes less than 70 mm away
from a bend in the chassis frame is not
permitted.

Dimensions for holes drilled in side members:

B> 3xD
(D = diameter of largest hole, at most 17
mm)
C> 70 mm (tractor chassis), 50 mm (truck
chassis) B
B

For deviations from the above-mentioned

2 dimensions, DAF should be consulted.
B
B

D
97122901-201

Minimum distances for drilling of holes

2.3 WELDING ON THE CHASSIS

} Welding on the chassis is not

permitted without a written
permission from DAF, with the
exception of welding operations
required for rear overhang
extensions.

The following DAF welding instructions should

be observed at all times:
Welding on the chassis
- Disconnect the connectors of electrical and
electronic equipment (sensors and
actuators) and the battery terminals if they
are less than 1 metre away from the chassis
part to be welded or the earth terminal of the
welding equipment.
- If the battery terminals have to be
disconnected, all electronic units mounted
on the chassis and the bulkhead lead-
through connectors should be disconnected,
too.
20061604-203

Measures to be taken when welding!

Welding on the cab

- Always disconnect the batteries (starting
with the negative lead).
- Disconnect the connectors between chassis
and cab (bulkhead lead-through).
- Disconnect the connectors of electrical and
electronic equipment if they are less than 50
cm away from the cab part to be welded or
the earth terminal of the welding equipment.

Welding on the superstructure

- Adhere to the above instructions for 'welding
on the chassis', supplemented by specific
bodybuilders' instructions.
General
- The earth terminal should never be attached
to vehicle components such as engine, axles
and springs. Arcing on these parts is not
permitted either, because of the risk of
damage to bearings, springs, etc.
2
- The earth terminal must make good contact
and be placed as close as possible to the
part to be welded.
- Plastic pipes, rubber parts and parabolic
springs should be well protected against
welding spatter and temperatures higher
than 70 .
- The contact switch must not be in the
accessory or contact position. The contact
key should be removed.
- Reconnect in reversed order of
disconnecting. Ensure that a good earth
connection is made between chassis, engine

}
and cab.
If the connectors are not
disconnected, serious damage may
be caused to the electronic control
units (ECU's) of various vehicle
systems.

See section: 7.16: "Connection points, locations

and permitted load" for the connection points on
LF, CF and XF vehicles.

2.4 MODIFYING THE REAR

OVERHANG

For the chassis material to be used for rear

overhang extensions (if they are necessary),
see section 8: "Part numbers".
Extending/shortening the rear overhang
When extending the rear overhang, take note of
the following:
- The maximum rear overhang (AE) extension
is 500 mm, provided that the maximum rear
overhang (AE) length of 60% of the
wheelbase (WB) is not exceeded.
- The rearmost cross member must be
retained when the chassis frame is made
longer or shorter.

- When the rear overhang is shortened, at

least 30 mm must be left behind the rear
spring brackets (leaf-sprung chassis) or the
stabiliser bracket (air-sprung chassis).
- The distances between the cross members
in the chassis frame should be not more than

}
1200 mm.
The rear overhang of tractor chassis
2 and of vehicles with side members
of KF 600 material must NOT be
changed

Tapering of chassis side member rear ends

On vehicles used for (high-)volume transport
(lower position of drawbar cross member) and/or
equipped with under-chassis tail lifts, the rear
ends of the side members may be tapered in min
accordance with the dimensions shown in the 0,5H
opposite drawing.
H

max 1500

96120404-206

For certain applications, for instance for plant

bodies, it is permitted to make a bend in the rear
overhang. To do this, remove a sector from the
side member, starting from the underside and
ensuring that the upper flange is left intact and
that, after the bending of the chassis, both the
web and the lower flange can be welded together
again. See the opposite drawing.
When doing this, the welding instructions
must always be adhered to.

min 30

97122901-001

Welding instructions for rear overhang

extensions
The weld should always comply with (European)
quality standard EN25817, quality class B.
Main chassis profile A
1. Bevel off the parts to be welded at an angle
of 45 . Put them against each other.
2. Make a provisional weld by tack welding
(using an electrode with a diameter of 2.5
mm).
2
3. Fill the joint (using an electrode with a
diameter of 3.5 mm).
4. Grind down the outside weld area as far as
the weld.
5. Fill the joint from the outside (using an
electrode with a diameter of 2.5 mm or 3.5
mm).
6. Grind the outside and inside surfaces until
they are smooth.
Inner reinforcement profile B
1. Bevel off the inner profile to be welded at an
angle of 45 . (Do not grind the main chassis
profile).
2. Make the first weld (using an electrode with
a diameter of 2.5 mm).
3. Bevel off the inner profile and positioned it
approximately 1 to 2 mm from the first weld
(using an electrode with a diameter of 3.5
mm).
4. Make the second weld (using an electrode
with a diameter of 2.5 mm).
5. Fill the weld to the top (using an electrode
with a diameter of 3.5 mm).
6. Grind the inside surface of the reinforcement
profile until it is smooth.
Note:
At stage 2 and 4 the first and second weld seam
will join together the main chassis and inner
reinforcement profile.

The drawing shows how a weld should be made

with a welding electrode or a wire electrode
(MAG).

Position of the welds between main and

reinforcement profile
Independent from whatever welding process is
chosen, distance (A) between the separate welds
must be at least 100 mm to avoid unacceptable
stress concentration. It is advised to round of the
edges over 50 mm to each side of the weld to
diminish the possibility of notching.

G000562

Specification of welding material

WELDING ELECTRODE
The welding electrode should meet one of the undermentioned specifications or should be of equiva-
lent quality.
LF series EN757 EY 4666 MN B
CF65
CF75 and CF85 Series AWS5.1 E7016 - 1
XF series ISO 2560 E 515 B 24(H)
DIN 1913 E 5155 B 10
BS 639 E 5154 B 24(H)
WIRE ELECTRODE
The wire electrode should meet one of the undermentioned specifications or should be of equivalent
quality.
G 35 2 G2Si or G38 3 G3Si1 EN 440: 1994
Wire diameter: 0.8 mm
Welding current: 120 A
Voltage: 17 - 18 V
Gas mix: 80% Ar and 20% CO2

2.5 WHEELBASE MODIFICATIONS

Wheelbase modifications may only be carried out

with DAF's prior permission in writing and in
accordance with DAF's instructions. The written
permission and the conditions to which it is
subject, should at all times be kept with the

}
vehicle documents.
The wheelbase of a tractor chassis
and of vehicles with side members
of KF 600 material must NOT be
changed!

2.6 ATTACHMENT OF
COMPONENTS TO THE
CHASSIS

Components such as toolboxes, extra fuel tanks,

onboard weighing system, compressors and side
underrun protection, will usually be attached to
the side of the chassis. For all loaded
connections with the chassis, 10.9 flange bolts or
bolts of the same property class, combined with
2
washers, must be used. The hardness of the
washers should be at least 265-320 HB.
Furthermore, the contact surfaces of bolted
connections should be provided with a thin coat
of primer (thickness 17 - 25 ìm) and they should
be free from paint and other impurities. The first
service inspection of the vehicle must include the
retorquing of all superstructure attachment bolts.
If required, for the tightening torques of
components such as steering gear, mounting
frame of the Euro 4 and 5 exhaust system, axle
suspension system, cab mounting, etc., see the
workshop manual.
Tightening torques for DAF flange bolts (1)
Bolt type Torque in [Nm] (2) for property class:
8.8 class B 10.9 class B 12.9 class B
Plain flange bolts; standard pitch
M 8x1,25 21 30
M10x1,5 42 60
M12x1,25 - 110
M12x1,75 73 110
M14x1,50 - 170
M14x2 116 170
M16x1,50 - 260
M16x2 180 260
M18x1,5 / M18x2,5 - 360
M20x1,5 / M20x2,5 - 520
M22x1,5 / M22x2,5 - 700
Clamping flange bolts (3)

M14 275
M16 425
M18 550

(1) If non-DAF bolts are used, adhere to the supplier/manufacturer's instructions.

(2) These tightening torques apply to new wax-dipped or oil-dipped bolts from DAF. The tightening torque tolerance is 16%.
(3) Clamping bolts are no longer used by DAF.

Depending on the total weight (G) and the centre a (mm) x G (N)
of gravity of the component in relation to the side < 350 Nm
1000
member (a) to which the component is to be
attached, one of the solutions shown here may be
chosen. a

Note:
- If the load moment on a component carrier is 0,6H
higher than 350 Nm on a chassis frame G

2 without flitches or if it is higher than 500 Nm

on a chassis frame withflitches, a cross
H

connection* between the two side members 96120404-208

must be made. This cross connection should G a
preferably be a bolted connection with
silentbloc (with a minimum rigidity of 20 kN/
mm) for the absorption of forces and
vibrations. 0,6H
- An extra cross connection is not required if it
H
would coincide with an existing cross
member in the chassis frame. 96120404-210
- When components are relocated, the bolts a (mm) x G (N)
used must always have the same property > 350 Nm
1000
class as those used for the original fitting.
The length of the bolt should be increased by
the thickness of the material of the
component carrier.
* For part numbers, see section 8.1: "Mountings" a
.
Please take care of the required fitting of side 0,6H
underrun protection. G
H

20090503-021

Ground clearance
If components are attached to the chassis,
whether they are re-located existing components
or new ones which are being added, it should be
ensured that there will be sufficient ground
clearance in any circumstances. G
a
The minimum ground clearance under normal
operating conditions is 80 mm with the chassis
suspension bottoming (metal to metal), or 170 0,6H
mm with the chassis in driving position (laden).
H

20090503-022

2.7 REPLACING RIVETS BY BOLTS

If, for whatever reason, rivets have to be

removed, they may be replaced by bolts or
'Huckbolts'.

The diameter of the hole of the removed rivet is

13 mm. There are three replacement options:
t1 + t2 > L > t1 + 0,5 x t2

- Fitting an M14 - 8.8 flange bolt in hole t2

reamed to a diameter of 14H7.
Attention: an unthreaded shank section with t1
length L is required, see illustration.
- Fitting an M16 - 10.9 flange bolt in hole with
a diameter of 17 mm.
- Fitting an HP8 - 5/8" Huckbolt.
2
For the tightening torques of DAF flange
bolts, see the table concerned in section
2.6: "Attachment of components to the
chassis"'.

L G000367

2.8 INLET AND EXHAUST SYSTEMS

When modifications are made to the engine air

inlet system, verification by DAF is in any case
required, in view of type approval and the
possible effect on engine performance and /or
fuel consumption. At all time the intake manifold
opening of the standard or eventual modified air
inlet system must be kept clear of body panels or
brackets of any kind for at least 70 mm to avoid
obstruction of the air flow and possible negative
effect on the engine performance.
If modifications are made to the exhaust system,
consultation with DAF is required, in view of type
approval and possible effect on engine
performance and /or fuel consumption.
Other matters to which attention should be paid in
relation with the exhaust system are the
following:
- Take care that no flammable materials are
fitted near the exhaust system. As plastic
materials must not be exposed to
temperatures higher than 70 C, they should
be protected with heat shields.

- There must be a minimum clearance of at

least 50 mm between the exhaust silencer/
exhaust pipes and the following component,
rear wall cab, gearbox and brake system
components.
- The complete exhaust system of Euro 4 and
5 vehicles consists of the following
components; a silencer, an AdBlue tank, an
AdBlue pump module and an AdBlue dosing
2 module. Relocation of the complete exhaust
system or parts of it is only possible after
consultation with DAF.

2.9 FUEL SYSTEM

Without DAF's prior permission in writing, no

modifications may be made to the fuel system.
However, fitting an extra fuel tank is permitted.
Any fuel tanks used must be DAF fuel tanks.
There are three ways of connecting an extra fuel
tank:
1. Single or double suction with a through-
connection. 96120404-212

2. Double suction with a switching valve (see

figure).
3. Double suction with tee piece (only for tanks
of the same size; consult DAF).
Notes on method 1:
The filler openings of the two tanks must be at the
same level. Avoid the use of tanks of different
height, to ensure correct indication of the fuel
level. Apart from this, the advantage of the extra
fuel storage capacity could even be (partly)
undone when tanks of different height are fitted.
All DAF fuel tanks are provided with an M22
threaded hole for the fuel drain plug and they are
not suitable for bottom to bottom connection. DAF
fuel tanks equipped with a low positioned opening
(internal 30 mm) to support the described
bottom to bottom connection are only available as
a service component. To avoid differences in air
pressure (= differences in fuel level) between the
two tanks, an ( 8 mm) air pipemust be fitted
between the return pipes of the two floats that are
intended for extra fuel consumers.
G000294
When extra fuel consumers have to be
connected, the tank can be provided with extra
suction and return pipes on the existing fuel tank
float. These connections are as standard
provided with sealing plugs held in place by a
holding cover. By removing this cover, these
plugs can also be removed and replaced by
quick-release couplings for an 8 mm fuel pipe.
Also see the opposite drawing.

For the part numbers, see section 8: "Part

numbers".

2.10 CHASSIS DIMENSIONS

For details of the chassis (including flitch

positions) and the location of the components,
see the bodybuilders' drawing of the vehicle
concerned. Thes drawings can be obtained from
A B C D
1)
2
2)

(2 x )
DAF and are available on the internet

(2
x)

12 1 (2
x)
(2
(2

12
(www.daf.com). To TOPEC subscribers they are

1
8

R
R

R
R
available as digital files on CD-ROM (see

R
section1.5: "Vehicle specification and layout 1) KF375, KF500
KF600
drawings"). 2) KF460

E F G H

x)
x)

(2
(2

11
11

R
R

R
R G000365

Chassis specification: Tractors and Rigids

Vehicle Side member Chassis Flitch Chassis Wxchassis (2) Material,
type (1) (4) dimensions section dimensions section [cm3] óv (3)
[mm] [mm] [N/mm2]
[--------] [[----------]] [--------] [[------]]
FT (LF55) 260x75x6 D - - 322 - 460
260x75x6 D + 245x65x5 E 322 524 600
FT
2 260x75x7 D + 245x65x5 E 368 584 500
FTG 260x75x7 D + 245x65x5 E 368 584 500
FTP 260x75x6 D - - 322 - 600
FTR 260x75x7 D + 245x65x5 E 368 584 500
FTS
310x75x7 F + 295x65x5 G 476 766 375
FTT
FTM 310x75x8,5 - + 292x65x8,5 H - 1004 375
FA (LF45) 192x66,5x4,5 D + 180x47/62x4 B 148 238 460
FA (LF55) 260x75x6 D + 245x60x5 C 322 524 460
FA/N 260x75x7 F + 245x65x5 E 368 584 375
FAR/S
310x75x7 D + 295x65x5 G 476 766 375
FAN (LF55) 260x75x6 D + 245x60x5 C 322 524 460 (5)
260x75x7 D + 245x65x5 E 368 584 500
(6)
260x75x7 D + 245x65x5 E 368 584 375
FAT 310x75x6 F + 295x65x5 G 417 696 600
310x75x7 F + 295x65x5 G 476 766 375
310x75x8,5 - + 292x65x8,5 H - 1004 375
310x75x7 F - - - 696 375
FAX
310x75x8,5 - + 292x65x8,5 H - 1004 375
310x75x6 F + 295x65x5 G 417 696 600
FAD 310x75x7 F + 295x65x5 G 476 766 375
310x75x8,5 - + 292x65x8,5 H - 1004 375
FAK/G 310x75x7 F + 295x65x5 G 476 696 375

(1) Always refer to the vehicle specification and/or the bodybuilder drawings which are available from DAF. On the chassis overview
and specifications no rights to delivery can be derived.
(2) Resistance moment Wx [cm3] of the chassis against bending (caution: indicated values apply to 2 side members).
(3) Chassis material: minimum yield point 0,2% [N/mm2]. Permissible load 0,4x (dynamic).
(4) Chassis types with 260x75x6(7) mm frame and continuous inner reinforcement flitches - which also includes the (G)V chassis
- require th added strength and/or rigidity of a sub-frame/superstructure construction (also see the text on chassis design and
section 4).
(5) Material according standard: BSEN 10149-2:1996:S460MC.
(6) FAT chassis with 600 cm wheelbase i.c.w. 325 or 360 cm rear overhang (AE).

Chassis specification: Main dimensions

Vehicle type (1) A B RBV RBA
LF45 series - - 859 859
RBV RBA
LF55 series 12-15 693 284 862 790
tonnes
LF55 series 18-19 643 284 862 790
tonnes
CF65 series A B
G000281 2
CF75-85 series 1100 800 930 790
FAD CF75-85 1500 800 930 790
FAC/X CF85
FAD XF
XF series 1100 800 930 790

(1) The A, B, RBV and/or RBA values for FTT/FAT chassis

with air-sprung rear axles may be different. Consult DAF
for more information.

Cab-related dimensions, CB dimension and

chassis reference hole for positioning of
superstructure
For more details related to cab dimensions (for
instance, for the space taken up by the bumper α
when the cab is tilted), see detail 'Z' o the

R3
bodybuilders' drawings.
For easy and correct positioning of
superstructure constructions or for other
purposes, use can be made of a hole (P) in the
chassis which is provided at a fixed position in
relation to the front axle. See the opposite figure.
α
This reference hole is provided in each of the two
R2

side members and has a diameter of 20.5 mm or

27 mm. The positional tolerance is ≥ 2 mm in the
X and directions. Only the hole in the side
R3

member parent frame - not that in the flitch - α

must be used for the above-mentioned purpose.
R1

Nominal position of reference hole 'P'

X Y
R3
1598 130 CF75, CF85 and XF series AC CB C

1998 130 FAD and FAC models

1641 130 LF55 18-19t and CF65
1690 130 LF55 12 - 15t
A P
The X dimension on FTT/FAT vehicles with air- Y
sprung rear axles may be different. Consult DAF.
Standard value when the height of the chassis B
side members is 260 mm. When the height of the
side members is 310 mm, this dimension may be VA X
180 mm. G000435

Cab-related dimensions and CB dimension

Series Cab A B C (2) VA AC CB (1) R1 R2 R3 (3)

Day (4) 141 122 2082 1275 330 70 2580 -- 2450 53

LF 45
Sleeper 141 122 2082 1275 730 70 2865 -- 2715 53
Day (4) 209 44 2150 1325 280 70 2580 -- 2450 55
LF 55
(12-15t) Sleeper 209 44 2150 1325 680 70 2865 -- 2715 55

2 LF 55
(18-19t)
Day
Sleeper
209
209
44
44
2150
2150
1375
1375
230
630
120
70
2580
2865
--
--
2450
2715
55
55
(CF65) 320
CF 2119
(CF75) 310 110 1380 390 160 2580 2350 2350 60
(Day)
(CF85) 410 2219
(CF65) 320
CF 2119
(CF75 ) 310 110 1380 820 150 2875 2670 2650 60
(Sleeper)
(CF85) 410 2219
(CF65) 320
CF 2800
(Space (CF75 ) 310 110 1380 820 150 -- -- 3190 60
Cab) (CF85) 410 2900
Comfort Cab 500 100 2475 1370 880 190 -- -- 2896 60
Space Cab 500 100 2775 1370 880 190 -- -- 3095 60
XF105
Super Space
500 100 3165 1370 880 190 -- -- 3337 60
Cab

(1) Distance between cab rear wall and superstructure front end, including minimum free space required. The listed values for LF45
and LF55 (12-15t) chassis are with 4 cylinder engine and for LF55 (18-19t) chassis with 6 cylinder engine and for all LF series
with the coil type cab suspension.
Note:In the following situations a larger CB dimension is required:
LF series with:
- day cab LF55 and FR (4-cylinder) engine in combination with body installed on chassis without sub-frame: CB = 130 mm
(extra clearance for gearshift lever)
- day cab and GR (6-cylinder) engine: CB = 130 mm
- high air intake: CB = 175 mm
- exhaust stack on LF45: CB = 182 mm
- exhaust stack on LF55: CB = 272
- vertical exhaust silencer on LF chassis: CB = 400 mm (air filter unit not included); CB = 660 mm (air intake filter unit included)
CF65
- exhaust stack: CB = 276 mm
CF75-85 series with:
- cyclone filter with air intake opening positioned on top of the roofpanel: CB = 200 mm
- cyclone filter with air intake opening at the cab rear wall: CB = 160 mm (Day cab) or 150 mm (Sleeper cab)
- exhaust stack: CB = 240 mm
- exhaust stack with integrated vertical soot filter: CB = 370 mm
XF series with:
- cyclone filter: CB = 260 mm
- under-cab air intake: CB = 100 mm
- exhaust stack: CB = 240 mm (pipe end 90 transversely to driving direction)
- exhaust stack: CB = 340 mm (pipe end pointing backwards)
(2) Highest point air intake pipe fitted on cab roof: LF series day cab C + 130 mm, CF series C + 139 mm.
(3) Maximum tilt angle for LF Series may be limited if topsleeper is mounted on cab roof; check 5.2: "Maximum permissible
additional cab weights".
(4) For LF45 with rubber-sprung cab: A = 151, B = 152, C = 2052, R1 = 2535, R3 = 2415.
For LF55 with rubber-sprung cab: A = 219, B = 74, C = 2120, R1 = 2535, R3 = 2415.

Chassis design
DAF uses specific designations for the different
chassis types, in order to indicate their specific
applications. See the survey below:
- Low-Deck tractor chassis 'LD'

Only available as an FT CF85 and XF tractor

chassis, suitable for the lowest possible fifth
wheel position and to combine with mega trailers
(internal height ≥ 3 m).
- Low-Deck rigid truck chassis
Low rigid truck chassis (fully flat topped frame),
previously referred to as (High-)Volume version
'(G)V', with as standard 260 mm high side
members; depending upon the version provided 2
wit lowered axle suspension and/or driving height
compensation, suitable for (demountable) bodies
with maximum internal height. These vehicle
require extra body strength or a sub-frame. See
'(High-)volume body' in section
4: "Superstructures", or consult DAF for further
information!
- UK tipper body
Available as 6x4 and 8x4 truck chassis (FAT and
FAD), suitable for light-weight tipper bodies
without sub-frame,specially developed for th
British market. These chassis are ex-works
provided with a short rear overhang, with a
torsionally rigid cross member, and prepared for
simple mounting of th tipping pivot. Consult DAF
for further information.
These bodybuilders' guidelines are only
applicable to vehicles which comply with
standard DAF specifications, in accordance
with the existing bodybuilders' drawings. In
case of doubt, DAF should be consulted.
Without a sub-frame, the standard chassis are
designed for, and are at least suitable for, the
transport of a uniformly distributed load at
nominal permitted axle loads, with the
exception of vehicles with 260 mm high side
members with continuous inner
reinforcement flitches, such as the Low-Deck
versions. These vehicles require additional
stiffness of a sub-frame or superstructure
construction.
Where a sub-frame is required for certain
types of superstructure, this is mentioned in
the relevant text in the section
'Superstructures'.
Component location
DAF pays much attention to a bodybuilder-
friendly positioning of all vehicle components in or
on the outside of the chassis frame. In spite of
this, for some body types a relocation of
components may sometimes be necessary. For
the CF75-85 and XF series, DAF uses the
following starting positions: location of fuel tanks
in front of the rear axle on the righ

t-hand side (for the LF and CF65 series on the

left-hand side, immediately behind the cab),
leaving sufficient room for twist-locks and crane
legs (compact exhaust silencer), standard free
space for mudguards on the rear axle(s) and
whenever possible no components on the rear
overhang section of the chassis. For more
detailed component location data, see the
bodybuilders' drawings of the vehicle concerned.
2
2.11 DRAWBAR CROSS MEMBER

The rearmost cross member in the chassis may

be constructed as an end beam (on rigids not
used for truck/trailer combinations). This end
beam is not suitable for the fitting of a towing hook
or similar equipment.
The rearmost cross member can also be
constructed as a drawbar cross member suitable
for the fitting of a towing jaw. At all times the ex-
factory supplied drawbar cross member and its
carrying supports are build in accordance with the
guidelines of directive 94/20EC. Also any non
DAF drawbar construction and carrying supports
that are submitted to DAF for approval must
comply to the same directive.
On request, a drawbar cross member fitted in the
required position can ex-works be supplied in
combination with an adapted rear overhang (AE).
However, if the definitive position will not be
known until a later stage, an easy demountable
drawbar cross member can be ordered ex-works,
which for easy recognition, will be fitted in the
chassis the wrong way round.
If necessary, a drawbar cross member fitted in
the chassis may be relocated. When relocating a
drawbar cross member, always use the
correctquantityof attachment bolts of the

}
correctproperty class.
Note that flange bolts must not be re-
used, unless a new nut can be
screwed along the full length of the
bolt by hand. For the tightening
torques of DAF flange bolts, see
section 2.6: "Attachment of
components to the chassis".

In normal circumstances (wheels pointing straight

ahead, flat road), the position of the trailer
drawbar must not deviate more than approx. 10
from an imaginary line parallel to the road.

If mid-axle trailers or trailers with a constrained

steered close-coupling system are used which
exert lateral forces on the rear overhang of the
prime mover, the rear overhang of the prime
mover should be fitted with internal lateral
stiffeners up to the drawbar cross member, to
guarantee sufficient directional stability of the
trailer. These lateral stiffeners may consist of, for
example, diagonal members (channel section,
minimum height 60 mm) in the chassis frame or
in the sub-frame (if fitted). However, if the prime
2
mover is fitted with a torsionally rigid body, this
extra stiffening is not necessary.
Mid-axle trailers are subject to a vertical load (S)
on the towing eye. In combination with the
distance between rear axle and coupling pin
(AK), this vertical coupling load has an effect on
the ride characteristics of the vehicle. This is the
reason why the AK dimension is limited. See
table 'Maximum AK dimension'.
D value
The D value is defined as the theoretical
reference value for the horizontal force between
the prime mover and the drawn vehicle and is
therefore taken as a basis for the maximum load
under dynamic conditions. The formulas below (I/
II) can be used to determine the minimum D value
required for the drawbar cross member or the
maximum trailer weight.
Dc value
The Dc value is defined as the theoretical
reference value for the horizontal force between GA x GT GT x D/g
the prime mover and the mid-axle trailer and is D=gx (I) GA = (II)
therefore taken as a basis for the maximum load GA + GT GT - D/g
under dynamic conditions. The formulas below
(III/IV) can be used to determine the minimum Dc
value required for the drawbar cross member or GA x GT
the maximum trailer weight: GT x Dc/g
Dc = g x GA
(III) = (IV
GA = Maximum permissible (tonnes) GA + GT GT - Dc/g
mass of the drawn vehicle SE0001
GT = Maximum permissible (tonnes)
(Also see the table of drawbar cross member
mass of the pulling vehicle
data).
GT' = Maximum permissible (tonnes)
mass of the pulling vehicle
including the vertical (stat-
ic) load on the drawbar
cross member.
D = Value of the drawbar cross (kN)
member
g = Gravitational acceleration ( 10 m/s2)

The permissible D value depends on the

dimensions of the drawbar cross member and the
pattern of holes for the towing jaw; also see the
table of drawbar cross member data below.
When determining the maximum permissible
mass of the trailer, pay attention not only to the D/ e2
Dc value of the drawbar cross member and D2
towing jaw, but also to any statutory requirements D1
2 and the maximum value stated on the type
approval certificate or on the vehicle registration e1
document.
96120404-216

Standard drawbar cross member mounting in the

chassis

V value
In some countries, it is not only the Dc value that X
is important for combinations with a mid-axle
trailer > 3.5 tonnes, but the V value on the
coupling also has to meet EC directive 94/20.
The V value is defined as the theoretical
reference force for the amplitude of the vertical
h
force between the prime mover and the mid-axle
trailer and is therefore taken as a basis for the
maximum load under dynamic conditions. The L
minimum required V value for the drawbar cross
member can be determined using the formula 97122901-202

below (III): Dimensions of the mid-axle trailer

2
X x C
V=ax (III) in all cases X2/L2 should be 1; see drawbar cross
2
L member data.
SE0002

Where:
a = Equivalent acceleration in the
coupling point:
1.8 m/s2 for air-sprung prime
mover, or
2.4 m/s2 for prime mover with oth-
er suspension system.
X = Trailer body length. (metres)
L = Distance between centre of trail- (metres)
ing axle and end of drawbar.
C= axle loads of the trailer. (tonnes)
V = V value of the drawbar cross (kN)
member.

In view of the high 'V' value usually required for

the drawbar cross member when a mid-axle
trailer is used, DAF advises the mounting of a
D19 drawbar cross member in the case of a
calculated V value of up to a maximum of 50kN
(also see the table of drawbar cross member
data).

Drawbar cross member data

Vehicle type D Dc val- V GA S Bolt D1 D2 e1 e2
value ue value [ton- vertical
[kN] [kN] [kN] nes] load
(1)
[kg]
Tractors
FT CF75-85 and 43 - - - - M14 - 15 120 55
XF
FTG/P CF85-XF 43 - - - - M14 - 15 120 55
2
FTS CF85 - XF 43 - - - - M14 - 15 120 55
FTR XF
FTT CF85-XF 43 - - - - M14 - 15 120 55
FTM XF 43 - - - - M14 - 15 120 55
Rigids
FA LF45 70 50 30 15 650 M14 75 15 120 55
FA LF55 13-15t 75 50 18 15 650 M14 75 15 120 55
FA LF55 16-18t 100 70 25 25 900 M16 85 17 140 80
FA CF65
FA CF65 (4) 130 90 28 25 1000 M20 95 21 160 100
CF75/85 and XF 130 90 28 40 1000 M20 95 21 160 100
CF75/85 and XF 190 120 50 65 1000 M20 95 21 160 100
Low version (2) 114 (3) 114 43.2 24 1000 M20 95 21 160 100

(1) To be calculated according to formula II or IV, to a maximum permissible value as stated in the column. Specific and/or additional
requirements may differ from country to country and further restrict the maximum trailer weight (GA).
(2) For more information about this low-positioned DAF drawbar cross member, see the next paragraph.
(3) Tested and released according to TÜV/EC requirements. When the D value is > 114 kN, the use of a mid-axle trailer is not
allowed. However, Dmax = 130 kN in countries where the TÜV/EC requirements do not have to be met.
(4) Valid for CF65 chassis produced up to and including week 0512.

Maximum AK dimension (centre-to-centre

distance between rearmost axle and coupling
V val- Drawbar cross member in rear Low-positioned DAF drawbar cross
ue overhang (1) (2) member (1) (2)
[kN]
Single rear Two or more rear axles Single rear Two or more rear axles
axle axle
25 3000 3500 2300 2950
40 1900 2200 1450 1850
43.2 1750 2050 1350 1700
50 1550 1750 1150 1500

(1) Additional requirements in the country concerned may further restrict the AK dimension. When using a drawbar cross member
with a higher V value, consult DAF.
(2) A vertical load on the coupling affects the axle load distribution of the prime mover; always verify that at least 30% of the total
vehicle weight is under the front axle(s). See sub 1.6: "Weight distribution"

Low version
For the CF75/85 and XF series, a lower and more
forwards positioned drawbar cross member can
be ordered from DAF. When ordering such cross
members, state the X and Y dimensions required.
These drawbar cross members must be fitted in
accordance with DAF's instructions. If any non-
DAF constructions are used, the dealer or
bodybuilder should submit to DAF a drawing in
2 duplicate for verification. For the legal
requirements involved check the first paragraphs Y
of this sub-chapter.
Y X

20090503-029

Distance between centre of rearmost axle and

mounting face on the inside of drawbar cross
member
Position of the low drawbar cross member in relation to the rearmost axle
Series Vehicle Type of suspension Distance X (range): distance Distance Y: range
type (4) between centre of rearmost (maximum)
axle to mounting face on in- [mm]
side of drawbar cross member
[mm]
X (1) Y (2)
FA / FAS (5) air suspension from 690 to 1140 From 250 to 360
+ (G)V
XF and FAR + (G)V 6-bellows air suspen- from 615 to 1065 from 250 to 360
CF (3) sion
6-bellows air suspen- from 565 to 1065 from 272 to 360
sion

(1) Within this range, adjustment pitches for mounting the low-positioned drawbar cross member are 50 mm. Moving the coupling
further to the rear, in combination with the use of mid-axle trailers, may have an adverse effect on the ride characteristics. Also
take note of statutory requirements, which may differ from country to country. In case of doubt, DAF should be contacted.
(2) Within this range, adjustment pitches for mounting the low-positioned drawbar cross member are 22 mm.
(3) FA CF65 chassis from production week 0513 onwards are not included.
(4) (G)V = Low deck chassis type (previously referred to as High Volume chassis).
(5) Delevery of the lowered drawbar cross member for the FAS chassis on POV request only.

Centre-to-centre distance between rearmost

axle and coupling (AK dimension)
Dimension AK is - dependent upon the make and
type of the towing jaw - dimension X + 150/190
mm (≥ min/max). Care should be taken that,
when the vehicle combination is placed in any
position on a level surface, the space between
prime mover and trailer is at all times sufficient to
allow a kink angle of at least 4 .

2
When a semi-low drawbar cross member is used,
the dealer or bodybuilder should submit to DAF a
drawing in duplicate for verification. For the legal
requirements involved check the first paragraphs
of this sub-chapter.
The mounting of a drawbar cross member in a
tractor chassis for combined tractor/trailer
applications is permitted in some cases. In
such cases, DAF must always be consulted
beforehand.

96120404-221

Semi-low drawbar cross member

2.12 REAR LIGHT BRACKETS

Chassis are always delivered with rear light

brackets. If however, the rear light units are to be
integrated into the body or superstructure then a
so called 'transport' bracket could be ordered ex-
factory. Be aware that this transport bracket
which is a preformed metal sheet panel always
must be replaced by a more solid construction.

2.13 WHEEL MOUNTING

All DAF vehicles have spigot-mounted wheels.

For safe and trouble-free fitting of the wheels, it is
most important that the mating surfaces of wheel
rims and brake drums should be absolutely clean.
Any coat of paint must never be thicker than 0.05
mm. In practice this means that the old paint must
be removed before applying a new coat.
Tighten the wheel nuts in a cross-wise sequence
to the correct torque.

Wheel nut tightening torques (1)

Wheel nut Tightening torque
[Nm]
M 18 x 1,5 - series FA LF45 -7.5/08 tonnes and FTP non-steered second axle 340 - 400
M 20 x 1,5 - series FA LF45 - 10/12 tonnes, FA LF55 - 12 t/m 15 tonnes 450 - 520
and FAN LF55 rear steered axle
M 22 x 1,5 - series LF55 - 18 t/m 19 tonnes, CF and XF 700
2
(1) All wheel nuts have RIGHT-HAND thread!

2.14 WHEEL CLEARANCE

To ensure sufficient all-round clearance for the

wheels, proceed as follows when bodying the s
chassis and fitting mudguards or wheel housings:
1. Measure the maximum vertical axle v
movement "v" (metal to metal) on the
b
vehicle.
2. Determine the total vertical space (s) by
adding extra space (see table) to the vertical
distance 'v', which is required for vertical axle
movements and superstructure pitch and roll
when cornering or during off-the-road
operation.
3. Determine the lateral movement (b) of the
96120404-222
tyres (see table). With steered axles, the
maximum wheel turning angle should also Air suspension
be taken into account.
4. Note that on multi-axle vehicles the required s
wheel clearance may be different for the
different axles of the vehicle.
v
5. Finally, it should be taken into account that b
(extra) space is required for a liftable second
axle or rear steered axle and for a rigid
trailing axle.
On tractor chassis with flexible plastic or rubber
mudguards, which will only be used for operation
on surfaced roads and under 'normal' conditions,
the mudguards can be fitted without extra
clearance. In that case, dimension 's' is equal to
20090503-008
dimension 'v'!
Leaf suspension
Wheel clearance
Operating conditions Extra space Total space 's' (1) Lateral space 'b'
Operation on normal roads 25 v + 25 15
Off-the-road operation 75 v + 75 25
With snow chains:
- operation on normal roads 60 v + 60 60
- off-the-road operation 110 v + 110 70

(1) Not applicable to Low-Deck chassis.

Clearance dimension
If the chassis to be bodied is not yet available, the
wheel clearance can also be determined on the
basis of the bodybuilders' drawing. The chassis
height and the HBV/HBT/HBA dimension (metal
to metal) can be established from this drawing.
To determine the clearance dimension (U), the
extra space needed as indicated in the above
table may have to be added to the calculated
HBV/HBT/HBA dimension. 2
Each bodybuilders' chassis drawing refers to
drawing No. 1260799/.. (CF75-85 and XF series)
or NSEA383/.. (LF and CF65 series) which
shows a number of general vehicle data, such as
tyre radius, wheel track and maximum width of
the various front and rear axles. This drawing (of
course, the one with the latest modification
index!) should always be consulted.
The above-mentioned bodybuilders' drawings
and drawing No. 1260799 are included on the
TOPEC-CD ROM and available on the internet
(www.daf.com).
Chassis heights
The chassis heights at the front axle (HV
dimension) and rear axle (HA dimension) can, for
the most commonly used tyre sizes (dimensions
according to ETRTO standard), be determined
using the TOPEC chassis height calculation
program. The height of the tyre above the chassis
(HBV/HBT/HBA dimension) and the clearance
dimension (U) for the driven rear axle are also
indicated.
The formulas for calculating the chassis heights
and the corresponding values on the basis of the
DAF bodybuilders' drawings are given below:
Determining the chassis height on the basis of the bodybuilders' drawing (3)
FRONT AXLE: HV = R + Y + A (2)
AHV(min.) = R - C
HA = R + Z + A (2)
REAR AXLE: AHA(min.) = R - D
HBV(max.) = Ro - A - Z, metal to metal, at the driven axle.
HBA(max.) = Ro - A - X, metal to metal, at the trailing axle.
HBA(max.) = Ro - A - Z, metal to metal, at the second driven axle
HBT(max.) = Ro - A - V, metal to metal, at the second front / (non)steered lead-
ing rear axle
U = HBV + 25 mm. (1)
AHA(min.) = R - D

(1) The U dimension given here applies to operation on normal roads. For other operating conditions, see the paragraph 'Driving
conditions'.
(2) The calculated chassis heights only apply to the places in the bodybuilders' drawings that are marked HV and HA.
(3) For chassis weights that are not mentioned in the bodybuilders' drawings, you should consult the DAF specification sheets and/
or (if you have them) the TOPEC layout calculation data.

The parameters indicated in these formulas can

be found in the bodybuilders' drawings
concerned. They can also be derived from the
above-mentioned drawing 1260799. Therefore,
always also refer to this detailed drawing.

A
2 Y
C HV
R
AHV

1025
WD = 2050

22032802-038

Twin front axle, chassis height

Driving conditions
Dimension U is the minimum clearance between
the top of the chassis side member and the
underside of the floor of the body or the HV

o
A

R
mudguard under normal operating conditions.
Additional wheel clearance is required under Y
different driving conditions: C
R
- when snow chains are used: U' = U + 35 mm AHV
- for off-the-road operation: U' = U + 50 mm
- for off-the-road operation: + snow chains: 96120404-224

U' =U + 85 mm Single front axle, chassis height

HBV
U

HA
o

A
R

D
R
AHA

96120404-225

Rear axle, chassis height wheel clearance/

clearance U

} For multi-axle vehicles, it should be

established which axle is decisive
for the minimum clearance
dimension; also see the relevant
HBT

o
A

R
bodybuilders' drawing.

}
V

Always also make a check on the

vehicle to verify the dimensions.

G000359
2
2nd front axle/second steered axle; tyre above
the chassis
HBA

o
A

R
X/Z

G000360

Trailing axle/rear steered axle (X) or second

driven rear axle (Z); tyre above the chassis

2.15 LOCATION OF THE

MUDGUARDS

On vehicles of the LF55 and CF series, the front

mudguards can be fitted in different places.
Their location depends on the vehicle type and on
the wheels and tyres ordered by the customer.

Location of mudguards LL 260 C

Size LF55 CF65 CF LL 310 D

(1)
18-19t
Low Medi- High
um
A 835 778 778 778 778
B 778 527 372 464 517
B
C 530 584 457 540 575 260 310
A
D - - 398 498 541 E

E 91 240 240 240 240

(1) Values valid for CF65 chassis produced from week 13

2005 onwards (V.I.N. code: XLRAE65CC0E677039). 20090503-007

Position of front mudguards on LF55 and CF

series

Mudguards are factory-mounted in accordance

with the 91/226/EC directive. However, if the
statutory requirements for mudguards do not
apply, the mudguards are fitted in the high M12
position as standard.
On the short cabs of the CF vehicle series, the 130
superstructure may in certain situations come in
the way of the factory-mounted front mudguards.
2 If this is the case, and the problem cannot be
solved by using a lower mounting position, the 130
plastic flaps may be sawn off. However, they
must never be sawn off lower than the top of the
side members. Of course, the bodybuilder should
in such cases ensure that wheel protection
provisions are refitted in accordance with legal
requirements.
95120404-229
If, on a leaf-sprung vehicle, the rear mudguards Air-sprung driven axle (FA LF55 16-18 tonnes,
cannot be attached to the sub-frame or to the CF and XF series) mounting of bracket
body, they may be bolted to the chassis side
members. Wherever possible, use the existing
holes in the chassis. Air-sprung vehicles already
have tapped holes for this purpose in the torque
rod bracket.
For some tractor chassis, DAF also has standard
brackets, which can be used to fit the mudguards
to the chassis at various heights, depending on
the tyre size.
Tractors can ex-works be supplied with these
(3-piece) rear mudguards.

2.16 EC-APPROVED REAR

UNDERRUN PROTECTION

An EC-approved rear underrun protection beam

(with EC certificate No. E4-70/221/92006) is
available as an option for certain vehicles. A
general exception are the Low-Deck rigid truck
chassis (High volume vehicles). There is a choice
of three standard heights for ex-works rear
underrun protection beams: 270 mm, 300 mm or
330 mm below the chassis. If required, the beam
can also be ordered and mounted separately.
The rear underrun protection beam according the
EC legislation, must be mounted at the following
possition; 385 MAX.
550 MAX.

- Maximum 550 mm above the road surface,

in all situations, laden and unladen vehicle.
- Maximum horizontal distance 385 mm, from
the rear end of the vehicle up to the rear end
of the underrun protection beam. This 385
mm is based on the maximum legal distance
G000274
of 400 mm including deformation when a test
load has been applied.

2.17 AUTOMATIC LUBRICATION

The vehicle series that are ex-works supplied

with a lubrication system can in some cases be
given a number of extra lubrication points for the
superstructure. Depending upon vehicle
application, the vehicle type in question and the
required number of lubrication points on the
superstructure, a tee piece may be fitted to the
pump, which enables the fitting of a second main 2
pipe, running in parallel with the existing system.
There are no restrictions for the length of the
added main pipe between pump and distribution
point. However, the length of the pipe between
distribution point and lubrication point is restricted
to a maximum of 5 metres. For further
information, DAF should be contacted.

GENERAL INFORMATION ON SUPERSTRUCTURES

General information on superstructures

Page Date
3.1 Superstructure with sub-frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 200813
3.2 BAM's - body attachment methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 200813
3.3 First attachment point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 200813
3.4 Type of superstructure/BAM matrix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 200813
3.5 BAM instructions, general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 200813
3.6 FA LF45 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 200813
3.7 FA LF55 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 200813
3.8 FA LF55 18t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 200813
3.9 FA CF65 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 200813
3.10
3.11
FA CF and XF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
FAR/FAS CF and XF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
200813
200813
3
3.12 FAG CF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82 200813
3.13 FAN LF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 200813
3.14 FAN CF and XF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 200813
3.15 FAT CF and XF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91 200813
3.16 FAC/FAX CF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 200813
3.17 FAD CF and XF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96 200813
3.18 FAK XF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 200813

3. GENERAL INFORMATION ON SUPERSTRUCTURES

3.1 SUPERSTRUCTURE WITH SUB-
FRAME

For a large number of superstructure types, it is

necessary to fit a sub-frame on the chassis, not to
ensure structural strength and rigidity of the
chassis but to obtain sufficient wheel clearance.
For this purpose a non-rigid attachment is
required. The use of a sub-frame gives an even
distribution of load, creates sufficient wheel
clearance and enables extra components and/or
units to be fitted. As a rule, a material (such as
3
aluminium) which is of lower quality than that of
the chassis side members can be used for the
sub-frame. If, however, the chassis is subjected
to higher loads or stresses, the dimensions of the
sub-frame should be determined taking account
of the anticipated loads, and a rigid attachment
is required, using attachment plates.
Construction of the sub-frame
The following instructions apply to the
construction and attachment of all sub-frames:
- The sub-frame should run the full length of
the chassis frame without joints. A sub-
frame extending far to the front also
reduces the risk of annoying (speed-
dependent) natural frequencies, the so-
called bending vibrations, which in some
cases may also adversely affect the driving
comfort. The front end of the sub-frame,
before the first attachment point, should be
tapered or dove-tailed to prevent an
unnecessarily abrupt change in rigidity
between the sub-frame and the chassis
frame. Finally, to prevent notching, the front
end of the sub-frame must be rounded off on
the underside. The radius should be at least
5 mm.
- A channel section (minimum thickness 5
mm) is generally best suited for side member
sub-frames. For some applications, e.g. a
vehicle loader, it may be necessary to close
off the channel section on a part of the sub-
frame, so that a box section is formed. In that
case, a gradual transition of rigidity should
again be guaranteed by dove-tailing.
96120404-301a

- In the case of a rigid attachment of the sub-

frame to the chassis, the material with the
lowest mechanical properties is always
decisive for the strength and stiffness of the
structure. It is therefore then preferable to
make the sub-frame from a material which is
at least of the same quality as that of the
chassis frame; see the overview of side
member dimensions in section
2.10: "Chassis dimensions". If a material
other than steel is used for a rigidly
attached sub-frame, the shape and
dimensions must be determined taking
3 account of the specific characteristics of the
material in question. Consult DAF for more
information.
- The sectional pattern of a construction must
always be uniform. Each addition in the form
of construction reinforcements must
continue to guarantee a uniform pattern of
the linear moment of inertia. If, for any H
0,6 H min
reason, the sub-frame height is decreased or
increased in some places, always ensure
that there is a gradual transition of rigidity. 1200 max
- The maximum permissible distance between 96120404-305

one cross member and the next in or on top

of a sub-frame is 1200 mm.
- The height of the sub-frame cross members
must be at least 0.6 times the height of the
sub-frame side members. The sub-frame
cross members should be fitted in such a
way that they can follow the movements of
the chassis frame.
- Cross members should preferably not be 1200 max
welded to the sub-frame flanges. 96120404-306

Any vertical forces exerted on the chassis

should be introduced via the side member
webs and not via the side member flanges!
The upper (and lower) flanges only serve to
add sufficient strength and stiffness to the
section, and they can easily be deformed if
incorrectly loaded by transverse forces
exerted on the flange ends. If this happens
nonetheless, the inside of the section
(between the flanges) should be adequately
reinforced, so that deformation and/or
damage are prevented. Clamped joint to the
flanges are forbidden.
Filler between chassis and sub-frame
If a filler has to be fitted between the chassis
frame and the sub-frame (for example in the case
of an aluminium sub-frame), always use a form-
retaining filler (preferably plastic) over the full
length.
Never fit a filler in the case of totally or partly rigid
attachment of the sub-frame (BAM 2, 3 and 4).

Stability by torsional stiffening of the sub-

frame
For some (deforming) superstructures, vehicle
stability requires torsional stiffening of the rear
1200
overhang. This stiffening can consist of parts of
the body (e.g. a tipping stabiliser), separate
torsionally stiff cross members or cruciform
braces fitted in the sub-frame; see the figures 1200
opposite. Where necessary, this is stated in the
relevant text of section 4: "Superstructures".
Note:
The cruciform braces must be fitted as close as
possible to the chassis frame and starting from
1000 mm in front of the centre line of the last axle
3
up to the end of the sub-frame.

Vehicle stability during operation of any I p min. = 175 cm4

superstructure system is the responsibility of
the bodybuilder and the user. The user should 96120404-307
at all times make sure that vehicle stability is Cross members for torsional stiffening
guaranteed. It is therefore important that clear
instructions for use of the superstructure
should be provided on or supplied with the
vehicle. //

00
10

I min. = 133 cm4

G000436

Cruciform bracing for torsional stiffening

Comparative table for sub-frame sections

Section Area of cros se- Specific weight of Moment of resistanc Linear moment o
designation (1) tion [cm2] the section M [kg/ WX at vertical loa inertia IX at vertical
m] [cm3] loa [cm4]
Hot-rolled channel section
UNP 60 6,5 5,17 10,5 31,6
UNP 65 9,0 7,2 17,7 57,5
UNP 80 11,0 8,9 26,5 106,0
UNP 100 13,5 10,8 41,2 206,0
UNP 120 17,0 13,7 60,7 364,0
UNP 140 20,4 16,4 86,4 605,0

Section Area of cros se- Specific weight of Moment of resistanc Linear moment o
designation (1) tion [cm2] the section M [kg/ WX at vertical loa inertia IX at vertical
m] [cm3] loa [cm4]
UNP 160 24,0 19,2 116,0 925,0
UNP 180 28,0 22,5 150,0 1350,0
Cold-rolled channel section
U 60x30x4 4,36 3,49 7,8 23,5
U 60x40x4 5,16 4,13 9,9 29,8
U 80x50x6 9,80 7,8 24,5 98,0

3 U 100x50x6
U 100x60x4
11,0
8,36
8,8
6,69
33,4
27,3
166,8
136,6
U 100x65x6 12,8 10,24 41,3 206,6
U 120x60x5 11,3 9,0 42,3 254,0
U 120x60x6 13,4 10,7 49,5 297,1
U 140x60x4 9,9 8,0 42,7 298,7
U 140x60x6 14,6 11,7 61,2 428,3
U 160x60x6 15,8 12,6 73,7 589,2
U 160x70x5 14,3 11,4 70,2 561,2
U 180x60x5 14,3 11,4 73,8 664,2
U 180x60x6 16,9 12,9 83,9 755
U 200x60x6 18,1 13,9 97,6 976
Box section
80x80x6 17,2 13,9 40,7 163
80x80x7 20,4 16,0 45,8 183,2
80x100x8 26,2 20,6 60,8 243,2
80x120x8 29,4 23,1 71,2 284,8
100x100x8 29,4 23,1 83,7 418,4
100x120x7 28,8 22,6 87,6 438,1
100x150x8 37,4 29,4 117,6 588,1
120x120x8 35,8 28,1 125,5 753,1
120x120x10 44,0 34,5 149,1 894,7
120x120x12 48,0 40,7 151,5 959,4
140x140x12 61,4 48,2 241,8 1692
150x150x12 66,2 51,5 282,4 2118

(1) The table above gives information about some of the most commonly used sub-frame sections. This table may also be useful
for the selection of alternative materials with similar properties. The dimensions, weights and static data apply to sections without
flitches!

3.2 BAM'S - BODY ATTACHMENT

METHODS

BAM (Body Attachment Method) type -

overview
DAF uses five body attachment methods (BAM 1,
2, 3, 4 and 5) for the mounting of superstructures.
By using one of three basic attachment techniques
(or a combination of them), an optimum and homo-
geneous superstructure and chassis attachment
can be realised for each type of superstructure. The
basic techniques are: non-rigid attachment, rigid at-
tachment and attachment with consoles. 3

96120404-309 G000429
BAM 1: fully non-rigid attachment BAM 1: fully non-rigid attachment
(CF75-85 and XF Series) (LF and CF65 Series)

96120404-310 G000430
BAM 2: rigid attachment at front BAM 2: rigid attachment at front
(CF75-85 and XF Series) (LF and CF65 Series)

96120404-311 G000431
BAM 3a + 3b: rigid attachment at rear BAM 3: rigid attachment at rear
(CF75-85 and XF Series) (LF and CF65 Series)

96120404-312 96120404-313
BAM 4: fully rigid attachment BAM 5: attachment with consoles

Three attachment techniques

3 DAF uses three basic attachment techniques for
the mounting of superstructures. By using one of
these three attachment techniques (or a
combination of them), an optimum and
homogeneous superstructure and chassis
attachment can be realised for each type of
superstructure. DAF's superstructure attachment
techniques are based on state-of-the-art
technological knowledge in the field of chassis
stiffness and spring systems. Observation of the
attachment recommendations guarantees that
the dynamic behaviour of the bodied vehicle will
be the same as defined and tested by DAF.

- Tie rods
The tie rod attachment technique provides a non-
rigid connection. It allows limited displacement of
the superstructure in the longitudinal direction.
This gives little resistance to torsion, so that,
while driving on bumpy roads, the chassis frame
and the superstructure will be able to follow each M14
other well. The result is a good balance between
road grip and ride comfort.
A
Tightening torque of M16 nut for tie rod
(CF75-85 and XF series): 55 Nm M12-10.9
A: = 60 mm for CF75-85 series
= 60 - 70 mm for XF series 3
This technique can be used for a superstructure
with or without sub-frame, in accordance with the M16
G000438
following guidelines:
- When using this attachment technique,
always fit at least one attachment plate
near the rear axle, for superstructure fixation
in the longitudinal direction. min.15
- The attachment brackets should be mounted
with flange bolts near the cross member
attachment points in the chassis frame. The
maximum permissible distance between the A
tie rods is 1200 mm. The tie rod should be
located against the side member, so that M12-10.9
lateral displacement of the sub-frame or
superstructure is prevented.
- The tie rod should have a working length of
at least 150 mm. A tie rod may be bolted or
M16
welded to a superstructure cross member or G000437
to the sub-frame. Tie rods should always be
Tie rod
placed in a vertical position.
- As an alternative, an M16 stud of this length
may also be used.
- The property class of the tie rod material
should in any case be at least 8.8.
- If the tie rods are bolted to the sub-frame, the
thickness of the sub-frame should at least be
5 mm.
- Always use self-locking nuts or locknuts for
the attachment of tie rods.
For the tightening torques of DAF flange
bolts, see section 2.6: "Attachment of
components to the chassis".
- Consoles
DAF distinguishes console models that are
mounted to the vertical section of the chassis
profile (model A) and consoles that additionally
are supported by the upper flange of the main
chassis longitudinal (model B). Due to its specific
features DAF advices the console model B with
additional chassis flange support to be used for
BAM 5 attachment (described further down this
chapter).

Console; model A (LF and CF65 only)

M16-10.9 M16-10.9
These consoles can be equipped with or without
pressure springs to provide a non-rigid or rigid
connection similar to the tie rod and attachment
plate connection that is described further down in M12-10.9 70 mm

}
this chapter.
The rigid connection with DAF type
console may however not be
clasified equal to the attachment
plate connection due to the 0 mm 50
differences in dimensional features
3 and the number of fasteners used. 3-5 mm
50
M16
This technique can be used for superstructures
with a sub-frame, in accordance with the
M12 M16
following guidelines: G000441

- The mating surfaces of the console with the Consoles (model A) with and without pressure
sub-frame and with the chassis frame should spring
be free from paint and impurities. The only
coating allowed is a thin layer of primer
(thickness 17 - 25 ìm).
- DAF supplied consoles have elongated
fixing holes in their flanges. Therefore only
flanged bolts and nuts should be used to
fasten DAF consoles to the sub-frame
consoles or brackets. Non flanged fasteners
may only be used in combination with 4 mm
thick washers with an outside diameter of at
least 34 mm under the nut and bolt heads.
- When pressure springs are used, the pre-
tension of each spring should be 1,5kN. For
DAF-supplied springs, the specified pre-
tension is obtained by compressing the
springs to a length of 70 mm. The springs
can be fitted on the upper console of the sub-
frame or under the lower console of the
chassis longitudinal.
- For the rigid attachment method the
consoles must be positioned in such a way
that the touching surfaces have contact over
the full length with no gap in between them.
This will avoid unnecessary stress in the
console flanges, sub-frame and chassis
longitudinal.
For the tightening torques of DAF flange
bolts, see section 2.6: "Attachment of
components to the chassis".

- Attachment plates
Attachment using attachment plates gives a rigid
connection between the superstructure sub-
frame and the chassis frame (provided that
sufficient flange bolts are used), so that the sub- A
frame contributes to the strength and stiffness of
the chassis frame.
A: M12 - 10.9 (LF45 ,LF55 and CF65 series)
40-85
M16 - 10.9 (CF75-CF85 and XF series)
15
Rigid attachment with attachment plates is
only used where necessary for the strength of
50
the construction.
This technique can only be used for
3
superstructures with a sub-frame, in accordance G000494
with the following guidelines: Attachment plate
- The mating surfaces of the attachment plate
with the sub-frame and with the chassis
frame should be free from paint and
impurities. The only coating allowed is a thin
layer of primer (thickness 17 - 25 ìm).
- When mounting the attachment plates,
wherever possible use the holes in the
chassis specially provided for this purpose.
- If no sub-frame is used and the
superstructure is mounted with tie rods, one
attachment plate should be fitted to an extra
connection between two superstructure
cross members (near the rear axle) for
superstructure fixation in the longitudinal
direction. This should be done in accordance
with BAM 1.
For the tightening torques of DAF flange
bolts, see section 2.6: "Attachment of
components to the chassis".

- Consoles; model B (for BAM 5 attachment)

Console attachment enables torsionally rigid
superstructures, such as tanks and similar
constructions, to be mounted to the chassis
M16-10.9
frame without overloading the superstructure or
the chassis. The attachments must be made in
such a way that torsional movement of the
chassis is not hindered when driving on bumpy
roads. min. 30

This technique can be used for superstructures 40-60

without a sub-frame, in accordance with the
following guidelines:
3 - Consoles must guide the superstructure in
50

both transverse and longitudinal direction. In

the vertical direction, only slight movement is 96120404-317
permitted resulting from torsion occurring in Console (model B) with fixed attachment
the chassis. Superstructure-to-console
attachment can be a fixed attachment or an
attachment with pressure springs,
depending on the type of superstructure and M16-10.9
the operating conditions.
- For a fixed superstructure-to-console
attachment, spacer bushes with a length of
at least 30 mm should always be fitted to
permit the use of bolts that are long enough
to allow some degree of stretch. 40-60
- In relation with a vertical static console load
of 20 kN two pressure springs should be
used, the pre-tension of each spring should 50
be 3 kN. The minimum spring rate per spring
is 225 N/mm.
G000364
- The console attachment introduces a local
vertical point load which results in local Console (model B) with pressure springs
stress in the chassis. Therefore the chassis
longitudinal must be reinforced with an
innerliner, in case there is no innerliner
reinforcement a subframe must be mounted.
- The console attachment might also introduce
lateral torsion on the longitudinal. This
torsion must be eliminated by a cross
member supporting the longitudinal from the
inside. See section 2.6: "Attachment of
components to the chassis".
For the tightening torques of DAF flange
bolts, see section 2.6: "Attachment of
components to the chassis".

3.3 FIRST ATTACHMENT POINT

First attachment point

The DAF chassis has a provision for the first
(non-rigid) attachment point for BAM 1 and BAM
3 attachment methods.
If this attachment does not concern a bracket for
the DAF tie rod, but another bracket or a threaded
hole in a spring bracket, a normal M16 stud
(property class 8.8) should be used. The working
30mm
length of this stud should also be at least 150 mm.
min.
The console or plate used to fit this stud to the
sub-frame, should at all times project at least 96120404-321
3
30 mm downwards along the chassis frame.
First attachment, CF75-85 and XF serie
This is necessary to prevent lateral displacement
of the sub-frame.
On LF and CF65 series with non rigid attachment
at the front end (BAM 1 + 3) the first and second
console must at all times be equipped with a
pressure loaded spring to ensure a sufficient non-
rigid attachment. To prevent lateral displacement
of the sub-frame either the first console must be 30mm
projected at least 30 mm above the chassis frame min.
or an additional restraint plate must be fitted on
the sub-frame projecting at least 30 mm
downwards along the chassis frame. Check
previous chapter for more detailed information.
For some examples of first attachment points, 20081102-005
which can be found on various vehicle series, see With stud in spring bracket, CF75-85 and XF
the illustrations in this section. series
Note:
Consult the table at the end of this chapter for
factory-prepared positions of the first attachment
point in relation to the front axle centre line .

min.
30 mm

G000514

First attachment, FAT CF75-85 series with day

cab (no vertical exhaust system)

Exception
Under extreme conditions, as is for instance the
case with torsionally rigid superstructure
constructions, a somewhat flexible attachment at
the first attachment point is recommended. To
this end, springs or rubber can be used. The
degree of flexibility required depends on the 3-5 mm
operating conditions (area of application), the
relative torsional stiffness of the superstructure min.
and the experience of bodybuilders in similar 30 mm
situations. The springs of the DAF range may 3-5 mm
also be used for this purpose. See section 8:
'Order numbers of DAF parts'.
3
G000425
First and second attachment, LF and CF65 series

3-5 mm

min.
30 mm 3-5 mm

G000453
First and second attchment with restrainer plate ,
LF and CF65 series
Position of first attachment point (non-rigid) in relation to front axle centre line
Vehicle type Leaf-sprung front axle Air-sprung front axle
Day cab Sleeper cab Day cab Sleeper cab
LH side RH LH side RH LH RH LH side RH
side side side side side
FA LF45 7.5/12 tonnes 611 (2) 1205 119 (1) - -
FA/N LF55 12/15 tonnes 620 (2) 894 - -
(2)
FA LF55 18-19 tonnes 570 844 - -
(2)
FA CF65 851 1040 - -
FA CF75-85 619 (3) 1072 562 922
FA XF - 1072 - 922
(2)
FAS/R/N CF75-85 562 922 562 922
FAS/R XF - 922 - 922
(3)
FAG CF75-85 619 1072 - -
(2)
FAT CF75-85 571 922 - -
FAT XF - 922 - -

Position of first attachment point (non-rigid) in relation to front axle centre line
Vehicle type Leaf-sprung front axle Air-sprung front axle
Day cab Sleeper cab Day cab Sleeper cab
LH side RH LH side RH LH RH LH side RH
side side side side side
FAD XF - 1015 - -
FAC/D/X CF85 619 (2)
1015 - -
FAK XF - 1067 1048 - -

(1) Distance is valid for chassis equipped with 125 Ah batteries. If 175 Ah batteries are installed then the distance is 1281 mm.
(2) If a vertical exhaust system (pipe) is fitted then use the values of the sleeper cab situation.
(3) If a vertical exhaust system (pipe) is fitted then the distance is 677mm.
3
3.4 TYPE OF SUPERSTRUCTURE/
BAM MATRIX

The following overview shows the attachment

method specified by DAF for each of the most
common types of superstructure. The aim has
been to achieve an optimum compromise
between chassis strength and rigidity for specific
superstructures on the one hand (strength) and
maximum flexibility for vehicle comfort on the
other hand. Consult DAF for any superstructure
variants not mentioned in this matrix.
BAM overview on the basis of types of superstructure
TYPE OF SUPERSTRUCTURE BAM 1 BAM 2 BAM BAM BAM 4 BAM 5
3a (1) 3b (1)
Fixed body
Demountable body with sub-
frame
(High-)volume body
Body with tail lift
Tanker with sub-frame
Tanker with console attachment
Compactor refuse collector
Refuse collector with rotating
drum
Road sweeper
Gully emptier
Tipper with front-end ram
Tipper with central ram
Three-way tipper
Tipping demountable body
Loading arm system
Concrete mixer and concrete
pump

BAM overview on the basis of types of superstructure

TYPE OF SUPERSTRUCTURE BAM 1 BAM 2 BAM BAM BAM 4 BAM 5
3a (1) 3b (1)
Vehicle loading crane immediate-
ly behind the cab
Vehicle loading crane at rear end
of chassis
Recovery vehicle
Hydraulic platform (dependent on
type)
3 Fork-lift truck carrier
Fire-fighting vehicle (water ten-
der)

(1) For LF and CF65 chassis use BAM3 instead of BAM3a or BAM3b.

} Ensure that the operation of the

moving parts on the chassis cannot
be impeded by the attachments.
Furthermore, all vehicle components
should remain easily accessible for
maintenance and repair.

3.5 BAM INSTRUCTIONS, GENERAL

For correct sub-frame attachment, the following

bodying instructions should be adhered to:
A. The minimum numbers of fasteners stated G. The rear end of the body must not protrude
on the next pages should be strictly ad- more than 450 mm from the rearmost attach-
hered to. The fasteners should be evenly ment point.
spaced over the parts I, II and III indicated
in the drawings on the next pages. The
length dimensions of the parts I, II and III
are indicatory values.

B. The numbers indicated always apply to H. Sometimes two figures are given for the number
only one chassis member. of attachments. In such cases, the number de-
pends on the pre-drilled holes and/or the rear
overhang selected, and should be in accord-
ance with the instructions given above.

C. When attachment methods BAM 1, 2, 3a, I. Always consult DAF when, applying one of the
3b and 4 are applied, the distance between BAM's detailed on the next pages, you are una-
one attachment point and the next must ble to comply with the above instructions.
never be more than 1200 mm. The only ex-
ception to this rule is BAM 2, where it is im-
possible to fit tie rods between the spring
brackets of the rear axle!

D. The sub-frame should extend forwards as J. On LF, CF and XF vehicles, the hole patterns
far as possible and it should be attached to for BAM 1 and BAM 3 are partly provided. In
the first attachment point. some cases, these holes can of course also be
used for BAM 4 and/or BAM 5.

E. The front of the body must not protrude K. The chassis frames of all vehicle series (with
more than 300 mm from the first attach- the exception of the FA LF45) are tapered at the
ment point. cab rear wall. The sub-frame used should follow
the lines of the chassis frame.

F. The matching attachment points in the LH L. On some vehicles the front body attachment
and RH side members must not be more plates coincide with the vehicle component at-
than 300 mm backwards or forwards in re- tachment brackets. It is allowed to fit a body at-
lation to each other. tachment plate with a thickness of at most 8 mm
between side member and attachment brack-
ets. It should however be ensured that the at-
tachment and the position of the component on
the chassis are equivalent to the original con- 3
struction.

Max.300 Max.450

Max.1200

WB AE

96120404-322
CF75-85 and XF Series

Max.300 Max.450

G000423
Max.1200

WB AE
LF and CF65 Series

3.6 FA LF45

FA LF45, BAM 1.

400
*

G000516

3 WB AE
* See 3.3: "First attachment point".

Wheelbase [m] I (1) II III

Rear axle sus-
pension

G000426 G000426
-325

3.55 Parabolic + air 3 1 2

4.30 Parabolic + air 4 1 3
5.00 Parabolic + air 5 1 4
5.40 Parabolic + air 5 1 3

(1) The first and second consoles always are spring loaded; see 3.3: "First attachment point"

FA LF45, BAM 2.

1000 1700

G000416

WB AE

Wheelbase [m] I II III

3
Rear axle sus-
pension

G000426 G000426
-325

3.55 Parabolic + air 2 1 2

4.30 Parabolic + air 2 2 3
5.00 Parabolic + air 2 3 4
5.40 Parabolic + air 2 3 3

FA LF45, BAM 3.

* 1700

G000417

WB AE
* See 3.3: "First attachment point".
3
Wheelbase [m] I (1) II III
Rear axle sus-
pension

G000426
-325 -325

3.00 Asymmetric 1 3 1
3.15 Parabolic 1 3 2
3.15 Air 2 2 2
3.55 Parabolic + air 2 2 2
3.90 Parabolic + air 2 3 3
4.30 Parabolic + air 3 2 3
4.65 Parabolic + air 4 2 4
5.00 Parabolic + air 3 3 4
5.40 Parabolic + air 4 2 3

(1) First and second consoles are always spring loaded, see 3.3: "First attachment point"

FA LF45, BAM 4.

900

96120404-330

WB AE

Wheelbase [m] Rear axle sus-

pension
I II III
3

-325 -325 -325

3.00 Asymmetric 2 2 1
3.15 Parabolic + air 2 2 2
3.55 Parabolic + air 3 1 2
4.30 Parabolic + air 4 1 3
5.00 Parabolic + air 5 1 4
5.40 Parabolic + air 5 1 3

FA LF45, BAM 5.

1000 1050

96120404-331

WB AE

Wheelbase [m] Rear axle sus- I II III

pension

-326 -326

3.55 Parabolic + air 1 - 1

3.7 FA LF55

FA LF55 13-15T, BAM 1.

* 400

G000419

3 WB AE
* See 3.3: "First attachment point"

Wheelbase [m] Rear axle sus- I (1) II III

pension

G000426 G000426
-325

3.50 Parabolic + air 3 1 2

4.20 Parabolic + air 4 1 3
4.80 Parabolic + air 5 1 3
5.90 Parabolic + air 6 1 4
6.30 Parabolic + air 7 1 4

(1) First and second consoles are always spring loaded, see 3.3: "First attachment point"

FA LF55 13-15T, BAM 2.

1000 1700

G000420

WB AE

Wheelbase [m] Rear axle suspen-

sion
I II III 3

G000426 G000426
-325

3.50 Parabolic + air 2 1 2

4.20 Parabolic + air 2 2 3
4.80 Parabolic + air 2 3 3
5.90 Parabolic + air 2 4 4
6.30 Parabolic + air 2 5 4

FA LF55 13-15T, BAM 3.

* 1700

G000421

WB AE
* See 3.3: "First attachment point".
3
Wheelbase [m] Rear axle sus- I (1) II III
pension

G000426
-325 -325

3.50 Parabolic + air 2 2 2

3.80 Parabolic + air 2 3 3
4.20 parabolic + air 3 2 3
4.50 Parabolic + air 3 3 3
4.80 Parabolic + air 4 2 3
5.35 Parabolic + air 5 2 4
5.90 Parabolic + air 5 2 4
6.30 Parabolic + air 6 2 4

(1) First and second consoles are always spring loaded, see 3.3: "First attachment point"

FA LF55 13-15T, BAM 4.

900

96120404-336

WB AE

Wheelbase [m] Rear axle sus-

pension
I II III 3

-325 -325 -325

3.50 Parabolic + air 3 1 2

3.80 Parabolic 3 2 3
3.80 air 4 1 3
4.20 Parabolic + air 4 1 3
4.80 Parabolic + air 5 1 3
5.90 Parabolic + air 6 1 4
6.30 Parabolic + air 7 1 4

FA LF55 13-15T, BAM 5.

1000 1050 1050

96120404-337

WB AE

Wheelbase [m] Rear axle sus- I II III

pension

-326 -326 -326

All Parabolic + air 1 1 1

3.8 FA LF55 18T

FA LF55 18T, BAM 1.

400
*

G000516

3 WB AE
* See 3.3: "First attachment point".

Wheelbase Rear axle I (1) II III

[m] suspension

G000426 G000426
-325

3.45 Parabolic + air 3 1 2

3.75 Parabolic + air 4 1 2
4.15 Parabolic + air 4 1 3
4.75 Parabolic + air 5 1 3
5.80 Parabolic + air 6 1 3
6.25 Parabolic + air 7 1 4

(1) Fisrt and second consoles are always spring loaded, see 3.3: "First attachment point"

FA LF55 18T, BAM 2.

1000 1700

G000420

WB AE

Wheelbase [m] Rear axle sus-

pension
I II III 3

G000426 G000426
-325

3.45 Parabolic + air 2 0 2

3.75 Parabolic + air 2 2 2
4.15 Parabolic + air 2 2 3
4.75 Parabolic + air 2 3 3
5.80 Parabolic + air 2 4 3
6.25 Parabolic + air 2 5 4

FA LF55 18T, BAM 3.

* 1700

G000421

WB AE
* See 3.3: "First attachment point".
3
Wheelbase [m] Rear axle sus- I (1) II III
pension

G000426
-325 -325

3.45 Parabolic + air 2 2 2

3.75 Parabolic + air 2 3 2
4.15 Parabolic + air 3 2 3
4.45 Parabolic + air 3 3 3
4.75 Parabolic + air 4 2 3
5.85 Parabolic + air 5 2 3
6.25 Parabolic + air 6 2 4

(1) First and second consoles are always spring loaded, see 3.3: "First attachment point"

FA LF55 18T, BAM 4.

900

96120404-336

WB AE

Wheelbase [m] Rear axle sus-

pension
I II III 3

-325 -325 -325

3.45 Parabolic + air 3 1 2

3.75 Parabolic 3 2 2
3.75 Air 4 1 2
4.15 Parabolic + air 4 1 3
4.75 Parabolic + air 5 1 3
5.25 Parabolic + air 6 1 3
5.85 Parabolic + air 7 1 4

FA LF55 18T, BAM 5.

1000 1050 1050

96120404-337

WB AE

Wheelbase [m] Rear axle sus- I II III

pension

-326 -326 -326

All Parabolic + air 1 1 1

3.9 FA CF65

FA CF65, BAM 1.

400
*

G000516

3 WB AE
* See 3.3: "First attachment point".

Wheelbase Rear axle I (1) II III

[m] suspension

G000426 G000426
-325

4.15 Parabolic + air 4 1 3

4.90 Parabolic + air 5 1 3
5.70 Parabolic + air 6 1 3/4
6.10 Parabolic + air 6 1 4
6.60 Parabolic + air 7 1 4
6.90 Parabolic + air 7 1 4/5
7.30 Parabolic + air 7 1 4

(1) Fisrt and second consoles are always spring loaded, see 3.3: "First attachment point"

FA CF65, BAM 2.

1000 1700

G000420

WB AE

Wheelbase
[m]
Rear axle
suspension
I II III 3

G000426 G000426
-325

4.15 Parabolic + air 2 3 3

4.90 Parabolic + air 2 4 3
5.70 Parabolic + air 2 5 3/4
6.10 Parabolic + air 2 5 4
6.60 Parabolic + air 2 6 4
6.90 Parabolic + air 2 6 4/5
7.30 Parabolic + air 2 6 4

FA CF65, BAM 3.

* 1700

G000421

WB AE
* See 3.3: "First attachment point".
3
Wheelbase Rear axle I (1) II III
[m] suspension

G000426
-325 -325

4.15 Parabolic + air 3 2 3

4.90 Parabolic + air 4 2 3
5.70 Parabolic + air 5 2 3/4
6.10 Parabolic + air 5 2 4
6.60 Parabolic + air 6 2 4
6.90 Parabolic + air 6 2 4/5
7.30 Parabolic + air 6 2 4

(1) Fisrt and second consoles are always spring loaded, see 3.3: "First attachment point"

FA CF65, BAM 4.

900

96120404-336

WB AE

Wheelbase
[m]
Rear axle
suspension
I II III 3

-325 -325 -325

4.15 Parabolic + air 4 1 3

4.90 Parabolic + air 5 1 3
5.70 Parabolic + air 6 1 3/4
6.10 Parabolic + air 6 1 4
6.60 Parabolic + air 7 1 4
6.90 Parabolic + air 7 1 4/5
7.30 Parabolic + air 7 1 4

FA CF65, BAM 5.

1000 1050 1050

96120404-337

WB AE

Wheelbase [m] Rear axle sus- I II III

pension

-326 -326 -326

All Parabolic + air 1 2 1

3.10 FA CF AND XF

FA CF75-85 and XF, BAM1.

400
*

96120404-338

WB AE
3 * See 3.3: "First attachment point".

Wheelbase [m] Rear axle sus- I II III

pension

-325
-324 -324

3.80 Parabolic 4 1 2
4.90 Parabolic + air 5 1 2
6.10 Parabolic + air 6 1 2/3
6.90 Parabolic + air 6/7 1 4
7.50 Parabolic + air 7 1 4

FA CF75-85 and XF, BAM2.

* 1700

96120404-339

WB AE
* See 3.3: "First attachment point".

Wheelbase [m] Rear axle sus- I II III

3
pension

-325
-324 -324

4.50 Parabolic + air 4 1 2

5.50 Parabolic + air 4 2 2/3
6.10 Parabolic + air 4 3 2/3
6.90 Parabolic + air 4/5 4 4
7.50 Parabolic + air 5 4 4

FA CF75-85 and XF, BAM 3a.

1700
*

96120404-340

WB AE
* See 3.3: "First attachment point".

Wheelbase [m] Rear axle sus- I II III

pension

-325 -325
-324

4.20 Parabolic + air 3 3 4

4.90 Parabolic + air 3 4 4
6.90 Parabolic + air 4 4 5
7.50 Parabolic + air 4 4 5

FA CF75-85 and XF, BAM 3b.

1700
*

96120404-341

WB AE
* See 3.3: "First attachment point".

3 Wheelbase [m] Rear axle sus- I II III

pension

-325 -325
-324

4.20 Parabolic + air 3 1 2

4.90 Parabolic + air 3 2 2
6.90 Parabolic + air 4 2 3
7.50 Parabolic + air 4 2 4

FA CF75-85 and XF, BAM 4.

900

96120404-342

WB AE

Wheelbase [m] Rear axle sus- I II III

pension

-325 -325 -325

4.20 Parabolic + air 6 1 3

4.90 Parabolic + air 6 1 3
6.10 Parabolic + air 6 1 3
6.90 Parabolic + air 6 1 4
7.50 Parabolic + air 6 1 4

FA CF75-85 and XF, BAM 5.

1400 1050 1050

22032802-018

WB AE

Wheelbase [m] Rear axle sus-

pension
I II III
3

-326 -326 -326

All Parabolic + air 1 2 1

3.11 FAR/FAS CF AND XF

FAR/FAS CF75-85 and XF, BAM 1.

400
*

96120404-344

WB WT AE
* See 3.3: "First attachment point".

Wheelbase [m] Rear axle sus- I II III

pension

-325
-324 -324

3.80 Parabolic + air 3 1 2/3

4.80 Parabolic + air 5 1 3
5.30 Parabolic + air 6 1 4
6.10 Parabolic + air 7 1 4

FAR/FAS CF75-85 and XF, BAM 2.

* 1700

96120404-345

WB WT AE
* See 3.3: "First attachment point".

3 Wheelbase [m] Rear axle sus- I II III

pension

-325
-324 -324

3.80 Parabolic + air 5 1 2/3

4.80 Parabolic + air 5 3 3
5.30 Parabolic + air 5 3 4
6.10 Parabolic + air 5 4 4

FAR/FAS CF75-85 and XF, BAM 3a.

1700
*

96120404-346

WB WT AE
* See 3.3: "First attachment point".

Wheelbase [m] Rear axle sus- I II III

pension

-325 -325
-324

3.80 Parabolic + air 2 5 3

4.80 Parabolic + air 4 5 4
5.30 Parabolic + air 4 5 4
6.10 Parabolic + air 5 5 4

FAR/FAS CF75-85 and XF, BAM 3b.

1700
*

96120404-347

WB WT AE
* See 3.3: "First attachment point".

Wheelbase [m] Rear axle sus- I II III

3
pension

-325 -325
-324

3.80 Parabolic + air 2 2 2

4.80 Parabolic + air 4 2 2
5.30 Parabolic + air 4 2 3
6.10 Parabolic + air 5 2 3

FAR/FAS CF75-85 and XF, BAM 4.

900

96120404-348

WB WT AE

Wheelbase [m] Rear axle sus- I II III

pension

-325 -325 -325

3.80 Parabolic + air 6 3 3

4.80 Parabolic + air 7 3 4
5.30 Parabolic + air 8 3 4
6.10 Parabolic + air 9 3 4

FAR/FAS CF75-85 and XF, BAM 5.

1400 1050 1050

22032802-020

WB WT AE

3 Wheelbase [m] Rear axle sus-

pension
I II III

-326 -326 -326

All Parabolic + air 1 2 2

3.12 FAG CF

FAG CF75-85, BAM 1.

400
*

96120404-350
WT
WB AE
* See 3.3: "First attachment point".

Wheelbase [m] Rear axle sus- I II III

pension

-325
-324 -324

4.80 Parabolic + air 4 1 1/2

5.35 Parabolic + air 5 1 3
5.90 Parabolic + air 6 1 3
6.60 Parabolic + air 6 1 3

FAG CF75-85, BAM 2.

* 1700

96120404-351
WT
WB AE
* See 3.3: "First attachment point".

Wheelbase [m] Rear axle sus- I II III

3
pension

-325
-324 -324

4.80 Parabolic + air 4 2 2

5.35 Parabolic + air 4 3 3
5.90 Parabolic + air 4 3 3
6.60 Parabolic + air 4 4 3

FAG CF75-85, BAM 3a.

1700
*

96120404-352
WT
WB AE
* See 3.3: "First attachment point".

Wheelbase [m] Rear axle sus- I II III

pension

-325 -325
-324

4.80 Parabolic + air 3 4 4

5.35 Parabolic + air 4 4 4
5.90 Parabolic + air 5 4 4
6.60 Parabolic + air 5 4 5

FAG CF75-85, BAM 3b.

1700
*

96120404-353
WT
WB AE
* See 3.3: "First attachment point".

3 Wheelbase [m] Rear axle sus- I II III

pension

-325 -325
-324

4.80 Parabolic + air 3 2 2

5.35 Parabolic + air 4 2 2
5.90 Parabolic + air 5 2 2
6.60 Parabolic + air 5 3 3

FAG CF75-85, BAM 4.

900

96120404-348

WB WT AE

Wheelbase [m] Rear axle sus- I II III

pension

-325
-324 -324

4.80 Parabolic + air 5 4 3

5.35 Parabolic + air 6 4 4
5.90 Parabolic + air 7 4 4
6.60 Parabolic + air 8 4 4

FAG CF75-85, BAM 5.

1400 1050 1050

22032802-019
WT
WB AE

Wheelbase [m] Rear axle sus-

pension
I II III
3

-326 -326 -326

All Parabolic + air 1 2 2

3.13 FAN LF

FAN LF55, BAM1.

* 1700

G000421

WB AE
* See 3.3: "First attachment point".

Wheelbase [m] Rear axle sus- I (1) II III

pension

G000426
-325 -325

4.20 air 4 1 4
4.50 air 5 1 4
4.80 air 5 1 5
5.30 air 6 1 5

(1) First and second consoles are always spring loaded, see 3.3: "First attachment point"

FAN LF55, BAM 2.

* 1700

G000455

WB WT AE
* See 3.3: "First attachment point".
3
Wheelbase [m] Rear axle sus- I (1) II III
pension

G000426 G000426
-325

4.20 air 2 2 4
4.50 air 2 3 4
4.80 air 2 3 5
5.30 air 2 4 5

(1) first and second consoles are always spring loaded, see 3.3: "First attachment point"

FAN LF55, BAM 3.

* 1700

G000442

WB WT AE
* See 3.3: "First attachment point".
3
Wheelbase [m] Rear axle sus- I (1) II III
pension

G000426
-325 -325

3.80 air 2 3 4
4.20 air 3 2 4
4.50 air 3 3 4
4.80 air 4 2 5
5.35 air 5 2 5

(1) Fisrt and second consoles are always spring loaded, see 3.3: "First attachment point"

FAN LF55, BAM 4.

900

96120404-348

WB WT AE

Wheelbase [m] Rear axle sus- I II III

pension

-325 -325 -325

4.20 air 4 1 4
4.50 air 5 1 4
4.80 air 5 1 5
5.30 air 6 1 5

FAN LF55, BAM 5.

1400 1050 1050

22032802-020

WB WT AE

3 Wheelbase [m] Rear axle sus-

pension
I II III

-326 -326 -326

All air 1 2 2

3.14 FAN CF AND XF

FAN CF75-85 and XF, BAM1.

400
*

96120404-344

WB WT AE
* See 3.3: "First attachment point".

Wheelbase [m] Rear axle sus- I II III

pension

-325
-324 -324

4.20 air 4 1 3
4.40 air 4 1 3
4.80 air 5 1 3
6.10 air 7 1 4
6.65 air 8 1 4

FAN CF75-85 and XF, BAM 2.

* 1700

96120404-345

WB WT AE
* See 3.3: "First attachment point".

Wheelbase [m] Rear axle sus- I II III

3
pension

-325
-324 -324

4.20 air 5 2 3
4.40 air 5 3 3
4.80 air 5 3 3
6.10 air 5 4 4
6.65 air 5 5 4

FAN CF75-85 and XF, BAM 3a.

1700
*

96120404-346

WB WT AE
* See 3.3: "First attachment point".

Wheelbase [m] Rear axle sus- I II III

pension

-325 -325
-324

4.20 air 3 4 3
4.40 air 3 4 3
4.80 air 4 4 4
6.10 air 5 4 4
6.65 air 6 4 5

FAN CF75-85 and XF, BAM 3b.

1700
*

96120404-347

WB WT AE
* See 3.3: "First attachment point".

3 Wheelbase [m] Rear axle sus- I II III

pension

-325 -325
-324

4.20 air 3 2 2
4.40 air 3 2 2
4.80 air 4 2 2
6.10 air 5 2 2
6.65 air 6 2 3

FAN CF75-85 and XF, BAM 4.

900

96120404-348

WB WT AE

Wheelbase [m] Rear axle sus- I II III

pension

-325 -325 -325

4.20 air 6 3 2
4.40 air 6/7 3 3
4.80 air 7 3 4
6.10 air 8 3 4
6.65 air 8 3 4

FAN CF75-85 and XF, BAM 5.

1400 1050 1050

22032802-020

WB WT AE

Wheelbase [m] Rear axle sus-

pension
I II III
3

-326 -326 -326

All air 1 2 2

3.15 FAT CF AND XF

FAT CF75-85 and XF, BAM 1.

400
*

96120404-356
WT
WB AE
* See 3.3: "First attachment point".

Wheelbase [m] Rear axle sus- I II III

pension

-325
-324 -324

4.05 Leaf + air 4 1 3

4.55 Leaf + air 4 1 3
5.00 Leaf + air 5 1 3
5.55 Leaf + air 6 1 3

FAT CF75-85 and XF, BAM 2.

*
1700

96120404-357
WT
WB AE
* See 3.3: "First attachment point".

3 Wheelbase [m] Rear axle sus- I II III

pension

-325
-324 -324

4.05 Leaf + air 5 1 3

4.55 Leaf + air 5 1 3
5.00 Leaf + air 5 2 3
5.55 Leaf + air 5 2 3

FAT CF75-85 and XF, BAM 3a.

1700
*

96120404-358
WT
WB AE
* See 3.3: "First attachment point".

Wheelbase [m] Rear axle sus- I II III

pension

-325 -325
-324

4.05 Leaf + air 3 5 4

4.55 Leaf + air 3 5 4
5.00 Leaf + air 4 5 4
5.55 Leaf + air 5 5 4

FAT CF75-85 and XF, BAM 4.

900

96120404-359
WT
WB AE

Wheelbase [m] Rear axle sus- I II III

pension 3

-325 -325 -325

4.05 Leaf + air 8 3 4

4.55 Leaf + air 8 3 4
5.00 Leaf + air 9 3 4
5.55 Leaf + air 9 3 4

FAT CF75-85 and XF, BAM 5.

1400 1050 1050

22032802-022
WT
WB AE

Wheelbase [m] Rear axle sus- I II III

pension

-326 -326 -326

All Leaf + air 1 2 2

3.16 FAC/FAX CF

FAC/FAX CF85, BAM 2.

* 1700

WD
WB WT AE

3 * See 3.3: "First attachment point".

97111801-011

Wheelbase [m] Rear axle sus- I II III

pension

-325
-324 -324

5.00 Parabolic + air 5 2 2

5.70 Parabolic + air 5 3 3
6.40 Parabolic + air 5 3 4

FAC/FAX CF85, BAM 3a.

1700
*

WD
WB WT AE
97111801-008

* See 3.3: "First attachment point".

Wheelbase [m] Rear axle sus- I II III

pension

-325 -325
-324

5.00 Parabolic + air 3 5 4/5

5.70 Parabolic + air 4 6 4/5
6.40 Parabolic + air 5 7 5

FAC/FAX CF85, BAM 4.

900

WD
WB WT AE
97111801-010

Wheelbase [m] Rear axle sus-

pension
I II III 3

-325 -325 -325

5.00 Parabolic + air 7 3 4/5

5.70 Parabolic + air 8 3 4/5
6.40 Parabolic + air 9 3 5

FAC/FAX CF 85, BAM 5.

1400 1050 1050

22032802-017
WD
WB WT AE

Wheelbase [m] Rear axle sus- I II III

pension

-326 -326 -326

All Parabolic + air 2 2 2

3.17 FAD CF AND XF

FAD CF75 - 85 and XF, BAM 2.

* 1700

96120404-361
WD WT
WB AE
3 * See 3.3: "First attachment point".

Wheelbase [m] Rear axle sus- I II III

pension

-325
-324 -324

5.05 Leaf + air 5 2 2

5.70 Leaf + air 5 3 2/3
7.10 Leaf + air 5 4 4

FAD CF75 - 85 and XF, BAM 3a.

1700
*

96120404-362
WD WT
WB AE
* See 3.3: "First attachment point".

Wheelbase [m] Rear axle sus- I II III

pension

-325 -325
-324

5.05 Leaf + air 4 6 4/5

5.70 Leaf + air 5 6 4/5
7.10 Leaf + air 5 7 5

FAD CF75 - 85 and XF, BAM 4.

900

96120404-363
WD WT
WB AE

Wheelbase [m] Rear axle sus-

pension
I II III
3

-325 -325 -325

5.05 Leaf + air 8 2 4

5.70 Leaf + air 9 2 4
7.10 Leaf + air 9 2 4

FAD CF75 - 85 and XF, BAM 5.

1400 1050 1050

22032802-021
WD WT
WB AE

Wheelbase [m] Rear axle sus- I II III

pension

-326 -326 -326

All Leaf + air 2 2 2

3.18 FAK XF

FAK XF, BAM 2.

* 1700

96120404-345

WB WT AE

3 * See 3.3: "First attachment point".

Wheelbase [m] Rear axle sus- I II III

pension

-325
-324 -324

4.70 Air 5 2 2
5.30 Air 5 3 2

FAK XF, BAM 3a.

1700
*

96120404-346

WB WT AE
* See 3.3: "First attachment point".

Wheelbase [m] Rear axle sus- I II III

pension

-325 -325
-324

4.70 Air 4 6 4/5

5.30 Air 5 6 4/5

FAK XF, BAM 4.

900

96120404-348

WB WT AE

Wheelbase [m] Rear axle sus-

pension
I II III
3

-325 -325 -325

4.70 Air 9 3 4
5.30 Air 10 3 4

FAK XF, BAM 5.

1400 1050 1050

22032802-022
WT
WB AE

Wheelbase [m] Rear axle sus- I II III

pension

-326 -326 -326

All Air 2 2 2

SUPERSTRUCTURES
Superstructures

Page Date
4.1 Fixed body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103 200813
4.2 Body with tail lift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 200813
4.3 Vehicle loading cranes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107 200813
4.4 Tipper bodies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111 200813
4.5 Tankers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 200813
4.6 Concrete mixers and concrete pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121 200813
4.7 Public utility vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 200813
4.8 Fifth wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 200813

4. SUPERSTRUCTURES
4.1 FIXED BODY

For all the superstructures described in this

section, also see section 3: "General
information on superstructures".
Body attachment method BAM 1 is generally
sufficient for the mounting of a fixed body or
demountable body with sub-frame.
The tie rods must be attached to the chassis side
members, if possible near or against the cross
members. At least one attachment plate must
always be fitted between the front and rear spring
brackets of the rear axle(s).
A sub-frame is not necessary but can be
G000276
4
fitted, in order to obtain the required wheel Fixed body with sub-frame, BAM 1
clearance. Also see the sections
2.10: "Chassis dimensions" and 2.14: "Wheel
clearance".
Minimum requirement is the fitting on the chassis
of a strip or angle brace, to which the cross
members of the body can be welded. For the
mounting of box bodies without a sub-frame
DAF recommends the fitting of a number of extra 96120404-404
cross members in the floor of the body above or Tie rod mounting, body without sub-frame (with
as close as possible to the vehicle axles. As a mounting strip)
result of chassis flexing, additional pulling and
pushing forces are exerted on the floor of the
body. However, the bodybuilder remains at all
times responsible for the soundness of a
construction and the strength of the self-
supporting bodywork.

96120404-405

Attachment plate, body without sub-frame (with

mounting strip)

(High-)volume body
For (high-)volume applications DAF has various
'Low-Deck' rigid truck chassis in its range with a
low frame (260 mm with continuous inner
reinforcement flitches). If required, some of these
vehicles - for instance, FA/S/R Low-Deck - can be
specified with lower suspension, in combination
with speed-dependent height control and tyre
compression compensation. These chassis
require additional strength and/or stiffness of the
superstructure. G000277

Fixed volume body with a sub-frame, BAM 3a

A (semi-)self-supporting fixed or demountable

body, with or without a sub-frame, can be
mounted on these chassis. The superstructure
should be attached in accordance with body
attachment method BAM 1 or BAM 3a. The
choice is determined by the moment of inertia of
the sub-frame or the floor of the fixed body (see
table). The same applies to the minimum required
moment of inertia of the floor of demountable
bodies.

Min. required moment of inertia of body/sub-frame for chassis with 260 mm high side members
with continuous inner reinforcement flitches
Wheelbase [m] Chassis rear over- Side member Moment of inertia Moment of inertia at
hang [m] section (A) tail lift

4 Attachment according to BAM 1

WB 5.20 AE 0.5 x WB 260x75x7 + Imin = 2500 cm4 Imin = 7500 cm4
AE 0.6 x WB 245x65x5 Imin = 7500 cm4 Imin = 12500 cm4
Attachment according to BAM 3a
WB 4.60 - UNP 80
AE 0.5 x WB
WB 5.20 260x75x7 + UNP 65 UNP 100
WB 4.60 245x65x5 UNP 80 UNP 120
AE 0.6 x WB
WB 5.20 UNP 100 UNP 140

Wheel clearance at the rear

On versions with speed-dependent height control
and tyre compression compensation, the
minimum clearance required above the tyres of
the driven axle has been reduced to 10 mm with
the springs bottoming (metal to metal). Also see
section 2.14: "Wheel clearance".

Body with twist-locks

When mounting (demountable) bodies without
sub-frame, with twist-locks, directly to the vehicle
chassis, fit the twist-locks to the side of the
chassis frame, using at least 6 M16 flange bolts
for each of them.
For (self-supporting) demountable bodies which
bear evenly on the chassis over its entire length,
there are no specific requirements with respect to 96120404-406
the position of the twist-locks, and the dimensions Attachment of twist locks
given below may be departed from.
The twist-lock bracket should be fitted near a
chassis cross member. If this is impossible, you
are referred to section 2.6: "Attachment of
components to the chassis".
However, if a demountable body is supported at
max. max.
4
only a few points, the twist-lock positions given A 1050
below must be adhered to. If the support points 22032802-012
are in other positions, e.g. as in the case of ISO
containers, DAF should be contacted.
Position of the twist locks:
A: 1000 (LF)
1400 (CF - XF)
max. max.
For the mounting of (demountable) bodies with A 1300
sub-frame in which the twist-locks are included, 22032802-023
BAM 1 is specified in most cases (without tail lift). Position of the twist locks
Make sure that demountable bodies rest on
the sub-frame or the chassis members, but in
no case directly on the twist-locks!

4.2 BODY WITH TAIL LIFT

Body with tail lift

The next table gives the minimum dimensions to
be adhered to for sub-frames of bodies with tail
lifts with capacities up to 2000 kg depending on
the type of vehicle, the wheelbase, the chassis
dimensions and the rear overhang length. For
tail lifts with a higher capacity than specified
in the table, DAF should be contacted. Tail lifts
with a capacity higher than 2500 kg always
require the fitting of vehicle support legs to b used
G000278
during loading and unloading.
For the mounting of the sub-frame for a
superstructure with tail lift, BAM 3b (Cf75-85)
or BAM3 (LF / CF65) is specified in most
cases.
If according to DAF a sub-frame is not required
for structural strength or because of deflection
(see note 5)), a sub-frame in accordance wit BAM
1 may still be fitted, for example because of the
desired wheel clearance.

Take note of the effect of the tail lift on the vehicle

weight distribution in fully laden and partly laden
conditions. If necessary, refer to th TOPEC
calculations for axle load distribution of the partly
laden vehicle.
Attachment of the tail lift
With this type of superstructure, the tail lift
attachment can also be used to attach the sub-
frame to the chassis. In that case, the tail lift is
bolted to the chassis frame and bolted or welded
to the sub-frame.

4
96120404-409

Attachment of the tail lift in accordance with BAM

Superstructure with post type tail lift

A post type tail lift must always be fitted to the
body. Consult the supplier of the post type tail lift
for the correct mounting instructions.
Sub-frame dimensions

The following table gives an overview of the

minimum dimensions required for sub-frames.
Minimum sub-frame dimensions for tail lifts with capacities up to 2000 kg (1)
Vehicle type WB Chassis sections Maximum AE (5) Sub-frame (2)
[m] in rear overhang sections
4,30 U 120x60x6
FA LF45 (3) 192x66.5 x4.5
5,40 U 140x60x6
FA LF45 (4) 4,30 U 120x60x6
12 tonnes GVM 192x66.5x4.5+180x62x4
5,40 0.50xWB U 140x60x6
4,20 U 80x60x6
FA LF55 260x75x6
5,35 U 120x60x6
FA CF65
6,30 U 160x60x6
FAN LF55 4,20 U 180x60x6
260x75x6 0.55xWB
5,35 U 200x60x6
260x75x7 U 160x60x6
4,90
310x75x7 U 80x60x6
FA CF75-85 260x75x7 U 160x60x6
0.50xWB
FA XF 5,70 310x75x7 U 100x65x6
260x75x7 + 245x65x5 U 100x65x6
6,90 310x75x7 U 120x60x6
5,35 310x75x7 + 295x65x5 U 80x60x6
FAG CF75-85 0.40xWB
6,60 310x75x7 + 295x65x5 U 140x60x6

Minimum sub-frame dimensions for tail lifts with capacities up to 2000 kg (1)
Vehicle type WB Chassis sections Maximum AE (5) Sub-frame (2)
[m] in rear overhang sections
3,80 310x75x7 U 160x60x6
FAS/R CF75
5,50 310x75x7 U 200x60x6
FAS/R CF85
FAS/R XF 4,20 310x75x7 + 295x65x5 0.55xWB U 100x65x6
FAN CF75-85
5,30 310x75x7 + 295x65x5 U 160x60x6
FAN XF
6,10 310x75x7 + 295x65x5 U 200x60x6

(1) Consult DAF for tail lifts with a higher capacity, and for other combinations not mentioned in this overview.
(2) The determination of the sub-frame dimensions is based on the use of Steel 37 (Fe 360 B according to EN10025).
(3) Capacity 1000 kg.
(4) Capacity 1500 kg.
(5) Body length and AE to be determined on the basis of axle load calculation; consult TOPEC.

4
4.3 VEHICLE LOADING CRANES

The attachment method for a vehicle loading

crane depends upon the position of the crane:
- crane immediately behind cab BAM 2, or
- crane at rear end of chassis: BAM 3a. or
BAM 3 (LF and CF65 series)
- crane in combination with more than 2 crane
supports: BAM 4.
Consult DAF for any position other than the
two above-mentioned crane positions, for
instance for cranes mounted amidships.
Vehicle series Side mem- Flitch dimen- Max. crane capacity Number of
ber dimensions crane sup-
Crane behind Crane at rear
sions [mm] cab. (1) [kNm] ports
overhang (1)
[mm]
[kNm]
FA LF45 192x66x4,5 (180x62x4,0) 100 75
(2)

FA CF65 260x75x6,0 (245x60x5,0)

(2)
FA / FAN LF55 150 100 2
FA CF75-85 260x75x7,0 -
FA XF
310x75x7,0 (295x65x5,0) 200 150
(2)

FAS/R FAG 260x75x7,0 245x65x5,0 250 170

FAN CF75-85
310x75x7,0 -
XF 2/4
310x75x7,0 295x65x5,0 300 200
310x75x8,5 292x65x8,5
FAC FAD 310x75x6,0 295x65x5,0
FAK FAX
310x75x7,0 295x65x5,0 400 250 4
CF85
XF 310x75x8,5 292x65x8,5

(1) Position of the crane; crane behind the cab, see Graph A, and crane at the rear overhang, see Graph B.
(2) Dependent of vehicle layout, see chassis drawing.

Attachment of the crane base

The number of attachment bolts under the crane
base depends on the attachment method and the
maximum capacity of the crane. It should always
be determined by and under the responsibility of
the supplier of the crane. In any case, the part of
the sub-frame on which the vehicle loading crane
is to be mounted, must be attached to the chassis
frame of the vehicle with large attachment plates
and flange bolts.

96120404-411

Attachment of the crane base

4 Sub-frame dimensions
Always use a sub-frame when mounting a crane
superstructure on a chassis frame. For the
dimensions of the required sub-frame, refer to
one of the two graphs shown below. The
following information will help you to choose the
applicable graph:
The 2 graphs (A and B) can be used to determine
the sub-frame dimensions as follows. Graph A:
from a crane capacity of, for instance, 140 kNm,
draw an imaginary horizontal line to the right until
it crosses the vertical line of the side member, for 1700* 20061604-412
max.
instance 260x75x6 (LF55). The reading for the
sub-frame dimensions is box section 160x80x8.
The dimensions of the chassis members
(possibly with flitches) in the indicated critical
zones (*; see figure) of the chassis can now be
read from the bodybuilders' drawings.
These drawings are available from DAF and they
can be found as digital files on the TOPEC CD-
ROM and the internet (www.daf.com).

Graph A: Crane immediately behind cab AE

Sub-frame material Fe 510 D, accord- 20061604-413 1700*
ing to EN 10025 (St 52-3 according to Critical zones for mounting of cranes
DIN 17100).

Graph B: Crane at rear end of chassis

Sub-frame material Fe 510 D, accord-
ing to EN 10025 (St 52-3 according to
DIN 17100).

Torsional stability
If a vehicle loading crane is fitted at the rear end
of the chassis, a torsional stiffener must be
provided in the rear overhang. The torsional
stiffening may be provided by the superstructure
itself or by a sub-frame stiffener; also see

'Torsional stability of the sub-frame' in section

3.1: "Superstructure with sub-frame". The
stability is determined by the vehicle, the load, the
position of the support legs and the structure of
the surface under the support legs.
Vehicle stability during operation of any
superstructure system is the responsibility of
the bodybuilder and the user. The user should
at all times make sure that vehicle stability is
guaranteed. It is therefore important that clear
instructions for use of the superstructure
should be provided on or supplied with the
vehicle.
Graph A
Minimum sub-frame dimensions for:
- crane immediately behind the cab, 4
- sub-frame material Fe 510 D.

L (m)

G (kN)

2)
4
x
62
4,5 7/ 5
4 6 6 5 5 x 5 5
x x x 7 x 7 x x
65 5 x 8,
,5 0 75 x 75 x 65 65 x
66 18 x 75 x 75 x x 6
x 6 6 5
x + 0 0 x 5 5 9 x x
19
2
4,
5 26 0 x 31 10 24 24 2 6
+ 29 3
x 26 3 + + 6 29
,5 x
7
x
7 x 7+ 5
+
66 75 75 75 x 8,
x x x x 75 x
92 0 0 3 10 0 x 75
1 26 3 1
31 0
x
31 Box profile

260x140x8

400
250x100x8
380
360 220x120x8
340
320 200x80x8

300 180x80x8
280
160x80x8
260
140x70x6
240 120x60x6
220 100x60x6
80x60x5
200
180
160
L
140
120
G 100
80 3)
GxL (kNm)
60
1)
40
G000304 Wx

1. Vehicle loading cranes, see section 4.3.

2. Chassis dimensions, see section
2.10: "Chassis dimensions".
3. Superstructure with sub-frame, see
section 3.1: "Superstructure with sub-
frame".

Graph B
Minimum sub-frame dimensions for:
- crane at rear end of chassis,
- sub-frame material Fe 510 D.

L (m)

4 G (kN)

2)
4
x
/ 62
4,
5 47 6 6 5 5 5 5
x x x 7 x 7 x x x 5 8,
,5 80 75 x 75 5 x 65 65 65 x 5
x
66 1 x 75 x x x x 65 6
2x + 0 0 x7 5 5 6 x x
19 4,
5 26 0 x 31 10 24 24 29 6 3
x 26 3 + + + 9
6 +2 29
,5 7 7 x 7 +
x x 5
66 75 75 75 x 8,
x x x x 75 x
92 60 0 0 x 7 5
1 2 31 31 10 x
3 0
31
Box profile

250x100x8

220x120x8

200x80x8
250
180x80x8

225 160x80x8
140x70x6
200
120x60x6
100x60x6
175 80x60x5

150

L 125

100
G
75
3)
GxL (kNm)
1) 50

G000303 Wx
1. Vehicle loading cranes, see section 4.3.
2. Chassis dimensions, see section
2.10: "Chassis dimensions".
3. Superstructure with sub-frame, see
section 3.1: "Superstructure with sub-
frame".

Recovery vehicles and hydraulic platforms

The superstructure should always be attached to
the chassis with a sub-frame or a self-supporting
("pontoon-type") sub-frame construction. If the
latter type is used, it is generally not possible to
provide a rigid attachment because of the
unequal distribution of strength and stiffness
between the chassis and sub-frame and
consequently the location of the neutral line of the
assembly. If the vehicle chassis frame has to
contribute to the strength of the superstructure,
DAF should be contacted.
Vehicle stability during operation of any 20061604-418
superstructure system is the responsibility of Recovery vehicle, BAM 4
the bodybuilder and the user. The user should
at all times make sure that vehicle stability is
guaranteed. It is therefore important that clear
instructions for use of the superstructure
4
should be provided on or supplied with the
vehicle.

20061604-419

Hydraulic platform with 'pontoon-type' sub-frame,

BAM 1

4.4 TIPPER BODIES

Attachment methods for tipper bodies

Tipper with front-end ram Version 1 BAM 3a
Tipper with central ram Version 2 BAM 3a
Three-way tipper Version 3 BAM 4 or BAM3a
Tipping demountable body Version 4 BAM 4

For the mounting of tipper bodies, the following

general guidelines always apply:

- Tipper bodies should preferably be fitted to

chassis with 310 mm high side members.
Depending on the application, tipper bodies 1
may, however, be fitted to chassis with 192
or 260 mm high side members; however, in
such cases the sub-frame will have to be of
a heavier design than when a chassis with
A B
310 mm high side members is used. G000300
- In general, the use of tipper bodies on air-
Tipper with front-end ram
sprung chassis is possible if certain
conditions are met. Consultation with DAF is
desirable in such cases.
- It is not permitted to mount tipper bodies on 2
the FAN LF55, FAR chassis (6x2 vehicles
with single wheels on the trailing axle) and
the FAX chassis (8x2 vehicles with single
wheels on the trailing axle), because this
4 type of vehicles was not developed for this
application. If, for a certain application, a
G000299
B

Tipper with central ram

tipper body must be used on such chassis,
consultation with DAF is required, on the one
hand for verification and on the other to be
certain that the conditions set can be met. 3

In the table you will find the sub-frame data for

various tipper versions and also the maximum
distance (B) from pivot point to rear axle. A B
G000298

Three-way tipper

B
G000297

Tipping demountable body

Sub-frame dimensions
Data for tipper bodies and sub-frames
Vehicle GVM WB Chassis section Tipper A B Wx,min (1)
type max. [m] near rear axle type Max. Max. [cm3]
[tonne] [mm] [mm] [mm]
FA LF45 7.5-12 3.65 192x66,5x4.5 1,-,-,- 1000 1050 (2)

-,2,3,4 1000 1050 41.0

(2)
FA LF55 13-18 4.30 260x75x6 1,-,-,- 1000 1200
-,2,3,4 1000 1200 41.0
FA CF65 19 4.45 260x75x6 1,-,-,- 1200 1050 61.0
-,2-3-4 1200 1050 86.0
FA CF65 20.5 4.90 310x75x7 1,2,3,4 1200 1050 26.5
FA CF75-85 1,2,-,- 1200 1300 41.0
FA XF

Data for tipper bodies and sub-frames

Vehicle GVM WB Chassis section Tipper A B Wx,min (1)
type max. [m] near rear axle type Max. Max. [cm3]
[tonne] [mm] [mm] [mm]
FA CF65 20.5 4.90 260x75x7 1,2,3,4 1200 1050 61.0
FA CF75-85
1,2,-,- 1200 1300 86.0
FA XF
FAG CF75-85 28 5.90 310x75x7+ 1,2,3,4 1200 1050 85.0
295x65x5
1,2,-,-, 1200 1300 115.0
FAS CF75-85 28 4.20 310x75x7 1,2,3,4 1200 650 116.0
FAS XF 1,2,-,- 1200 800 (4) 150.0
FAN CF75-85
FAS CF75-85 28 4.80 310x75x7 + 1,2,3,4 1200 650 26.5
FAS XF 295x65x5
FAN CF75-85
1,2,-,- 1200 800 (4)
41.0
4
FAT CF75-85 28 5.55 310x75x7 + 1,2,3,4 1200 650 85.0
FAT XF 295x65x5 (3)
1,2,-,- 1200 800 115.0
FAT CF85 33 5.55 310x75x8.5 + 1,2,3,4 1200 650 85.0
FAT XF 292x65x8.5
1,2,-,- 1200 800 (3) 115.0
310x75x7 + 1200 650 85.0
FAX CF85 34 (6) 5.70 295x65x5 1,2,-,- (3)
1200 800 115.0
FAC CF85 34 (6) 5.70 310x75x7 + 1,2,3,4 1200 650 85.0
295x65x5 (3)
1,2,-,- 1200 800 115.0
(6)
FAC CF85 37 6.20 310x75x8.5 + 1,2,3,4 1200 650 85.0
292x65x8.5
1,2,-,- 1200 800 (3) 115.0
(6)
FAD CF85 34 6.40 310x75x7 + 1,2,3,4 1200 650 85.0
FAD XF 295x65x5 (3)
1,2,-,- 1200 800 115.0
FAD CF85 37 (6) 6.40 310x75x8.5 + 1,2,3,4 1200 650 85.0
FAD XF 292x65x8.5 (3)
1,2,-,- 1200 800 115.0
(6)
FAD CF85 44 6.40 310x75x8.5 + 1,2,3,4 1200 650 250
FAD XF 292x65x8.5
1,2,-,- 1200 800 (3) 285
(6) (5)
FAK XF 35.5 5.30 310x75x7 + 1,2,3,4 1200 1000 160
295x65x5

(1) Minimum required moment of resistance of one sub-frame side member.

(2) A sub-frame is not required for chassis strength or because of deflection, but can be mounted, for instance, to obtain sufficient
wheel clearance.
(3) Rear axles airsuspension B Max. is 1000 mm.
(4) FAS rear axles airsuspension B Max. is 1000 mm.
(5) Rear axles airsuspension.
(6) Independent chassis support in the rear overhang is recommended for increased stability during tipping operation.

Attachment of ram and tipping pivot

Both the front-end ram and the central ram
should be attached in the sub-frame. Allowance
should be made for the space required for
driveline movements. The tipping pivot at the rear
of the tipper body should be attached to the sub-
frame.

96120404-424

4 Attachment of the front-end ram

20061604-425

Tipper with front-end ram

Attachment of guide plate

The sub-frame should be provided with guide
plates at the front end of the tipper body to
prevent lateral movement of the body. To prevent
torsion in the sub-frame, it is recommended to fit
a cross member in the sub-frame here, too.

96120404-426

Guide plate

20061604-427

Tipper with central ram

Attachment of ball pivot (three-way tipper)

The tipper body pivot should be attached to the
sub-frame. Braces can be bolted into position
and, if they are attached to the sub-frame, they
will also serve as retainer plates.

96120404-428

Attachment of ball pivot

4
20061604-429

Three-way tipper

Attachment of the demounting system

Irrespective of the type of system, the
demounting system should be attached to the
sub-frame. If the sub-frame of the demounting
system is wider than the vehicle chassis frame,
consoles can be used to mount the demounting
system The top of the consoles must be flush with
the top of the chassis frame. If DAF consoles are 96120404-430
used for this purpose, the locating edge at the top Attachment of sub-frame with console
of their rear wall should be removed. The
consoles can be welded to the sub-frame and
attached to the chassis with flange bolts; also see
section 3.2: "BAM's - body attachment methods".

20061604-431

Tipping demountable body

Stability by torsional stiffeners

In all cases, torsional stiffeners should be fitted in
the sub-frame rear overhang; see: 'Stability by
torsional stiffening of the sub-frame' in section
3.1: "Superstructure with sub-frame". Stability
during tipping depends on a number of factors
and is positively influenced by:
- greater rigidity in the chassis (rear overhang)
and body,
- ram(s) positioned as far as possible to the
front (front-end ram),

- shortest possible rear overhang and

favourable position of tipping pivot,
- Independent chassis support in the rear
overhang. This chassis support can be fitted
at the rearmost axle, however the axle load
must not exceed twice the maximum
technical axle load. Alternative the chassis
support can be fitted at the end off the
chassis and supporting on ground level.
- tipping stabiliser (scissors construction)
between body and chassis,
- skilled operation and firm level surface for
the vehicle to stand on.
Vehicle stability during operation of any
superstructure system is the responsibility of
the bodybuilder and the user. The user should
4 at all times make sure that vehicle stability is
guaranteed. It is therefore important that clear
instructions for use of the superstructure
should be provided on or supplied with the
vehicle.

4.5 TANKERS

General
For torsionally rigid (self-supporting) body
constructions, including tanker superstructures,
console attachment can be opted for. However,
at certain vehicle speeds and under certain
conditions, such an attachment may lead to
annoying bending vibrations in the frame, which
may have a highly adverse effect on the driving
comfort. It is therefore important not to exceed
the indicated maximum positions of attachment
points on the frame.
In chapter 3 is shown how many consoles per
vehicle type and chassis segment are required. In
the event that less consoles per segment are
used, these consoles must be lengthened to have
a longer contact surface with the longitudinal. The
chassis load by the tanker support must be in
relation with the console dimension and
attachment.
The console attachment introduces a local
vertical point load which results in local
stresslevel in the chassis. Therefore the chassis
longitudinal must be reinforced with an innerliner,
in case there is no innerliner reinforcement a
subframe must be mounted.
The centre of gravity of the tanker body must be
as low as possible, in order to decrease the risc
for vehicle verturning.
On trucks with tanker superstructures which are
to transport liquid goods, the need for lengthways
and crossways baffles must be considered.

The bodybuilder is free to make a choice from

the undermentioned body attachments,
depending on which construction (according
to his own insights and experience) is most
suitable for the superstructure in question. In
all cases, the bodybuilder remains
responsible for ensuring that the tank
construction is sufficiently strong for the
selected attachment and/or mounting method
of the tanker body.
Tanker body with sub-frame
Body attachment method BAM 1 should be
used for a tanker body with sub-frame. Take care
that the load is evenly distributed over the sub-
frame, by using sufficient tank brackets. Also see
the figure opposite.
A: 1000 (LF) 4
1400 (CF - XF)

Tanker body on consoles (with or without 20061604-432

onboard weighing system) Body with sub-frame
The console attachment introduces a local
vertical point load which results in local stress in
the chassis. Therefore the chassis longitudinal
must be reinforced with an innerliner, in case
there is no innerliner reinforcement a subframe
must be mounted. The console attachment might
also introduce lateral torsion to the chassis
max. max.
longitudinal. To eliminate this lateral torsion a A 600
cross member must be present. Check section 22032802-015
consoles in 3.2: "BAM's - body attachment
Positions of superstructure attachment points
methods".
Console attachment, fixed
Body attachment method BAM 5 is used for
this. Fixed attachment of the tanker
superstructure is particularly suitable for two-axle
vehicles. Spacer bushes with a length of at least
30 mm should be used (see section 3.4: "Type of
superstructure/BAM matrix").
A: 1000 (LF)
1400 (CF - XF)
20061604-434

Console attachment

max. max. max.

A 1050 1050
22032802-014

Positions of consoles on two-axle vehicles

Console attachment, semi-flexible

Bodyattachment method BAM 5 is used for this.
Consoles with pressure springs are used at the
front. Spring pre-tension should be 3 kN per
spring. In relation with a vertical static console
load of 20 kN two pressure springs should be
used,the pre-tension of each spring should be 3
kN.The minimum spring rate per spring is 225 N/
mm. Fixed superstructure-to- console-
attachment is used at the rear. For this, use
spacer bushes with a length of at least 30 mm
(see section 3.4: "Type of superstructure/BAM
matrix").
96120404-436

Console with pressure springs

96120404-437

Console with fixed attachment

Console attachment, all-flexible

Body attachment method BAM 5 is used for
this. Consoles with pressure springs are used at
both front and rear. At the rear, rubbers are
added. These rubbers must always rest directly
on the console and may never be placed on, for
example, spacers. The rubbers used must not be
compressed more than 1 mm under a static load.
The tank brackets on consoles with pressure
springs and rubber must have a provision for
fixation of the superstructure in the longitudinal
and transverse directions.
A: 1000 (LF)
1400 (CF - XF) 96120404-438

Console with springs and rubber

max. max. max.

A 1050 1050
22032802-013

Position of consoles on multi-axle vehicles

Console attachment, three-point

(two-axle vehicles)
Body attachment method BAM 5is used for this.
The front mounting point of the tank is a spring-
loaded swinging unit. In relation with a vertical
static console load of 20 kN per side aspecified
spring tension can be seen from the graph. With
a given dimension 'a', representing the distance
between the console springs, the spring tension
should be 'P'.
20061604-440
The consoles placed in front of the rear axle have
pressure springs. Those placed behind the rear Three-point attachment on two-axle vehicles
axle have fixed attachment.
A: 1000 (LF)
1400 (CF - XF)

4
max. max. max.
A 1050 1050
22032802-014

Position of consoles

96120404-441

Oscillating unit
P N/mm
800
600 640
400 360
200 240
0
400 800 a mm
200 600 1000
96120404-442

Graph

Console attachment, three-point

(multi-axle vehicles)
Body attachment method BAM 5 is used for
this. The front mounting point is a tank bracket
attached with rubbers and springs to a cross
member resting on consoles.
The spring force of the machine rubbers used
should be:
- vertical: 6 + 0.5 kN/mm, 20061604-443
- horizontal: 7 + 0.5 kN/mm. Three-point attachment on multi-axle vehicles
The consoles placed in front of the rear axle
centre have pressure springs. Those placed
behind the rear axle have fixed attachment.

4 A: 1000 (LF)
1400 (CF - XF)
max. max. max.
A 1050 1050
22032802-013

Positions of consoles on multi-axle vehicles

400 - 650 mm

96120404-444

Front mounting

96120404-445

Mounting of machine rubber

4.6 CONCRETE MIXERS AND

CONCRETE PUMPS

A sub-frame should always be used for concrete

mixers, concrete pumps and combined concrete
mixer/pump superstructures. BAM 4 (fully rigid
attachment) should be used for the mounting of
this sub-frame.
Consult DAF for the selection of the sub-frame
section.

20061604-446

Concrete mixer superstructure

20061604-448

Concrete pump superstructure

20061604-447

Combined concrete mixer/ concrete pump

superstructure

Torsional stability
In all cases torsional stiffeners should be fitted in
the rear overhang of the vehicle, in accordance
with 'Torsional stability of the sub-frame' in
section 3.1: "Superstructure with sub-frame".
Vehicle stability during operation of any
superstructure system is the responsibility of
the bodybuilder and the user. The user should
at all times make sure that vehicle stability is
guaranteed. It is therefore important that clear
instructions for use of the superstructure
should be provided on or supplied with the
vehicle.

4.7 PUBLIC UTILITY VEHICLES

There is a wide range of public utility vehicles of

advanced designs, often regarded as a machine
rather than a piece of transport equipment. The
customary attachment methods for the most
common superstructures are given below. In
case of doubt and/or if you have any technical
questions about necessary vehicle adaptations,
you should contact DAF.
Refuse collector bodies with a compactor at the
rear cause extreme high local load (more than 20061604-449
7500 kg) on the rear overhang of the chassis Refuse collector with sub-frame
frame. To support this high load in lateral
direction and for torsion, the rear end of the
chassis frame must be reinforced with a torsional
4 cruciform type stiffening. See an example of the
torsional cruciform stiffening in paragraph
'stability by torsional stiffening of the sub frame' in
chapter 3.1: "Superstructure with sub-frame".
Note:
On special request, an alternative preparation for
the FAG refuse collector chassis can be ordered
at DAF. This FAG frame, with short rear overhang
of 740, 920 or 1000 mm, has a 310x75x7 mm
frame with full chassis inner reinforcement profile
(295x75x5 mm) and is equipped with a tandem
cross member at the location of the rear axle. For
this alternative chassis is no extra subframe or
torsional stiffening required.

G000517

Tandem cross member

Refuse collector with sub-frame

Body attachment method BAM 1 is used for a
refuse collector superstructure with sub-frame.
Contact DAF if extremely torsionally rigid
constructions are used.
A: 1000 (LF)
1400 (CF - XF)

20061604-450

Console attachment

4
max. max. max.
A 1050 1050
22032802-024

Positions of consoles

Refuse collector on consoles (with or without

onboard weighing system)
The console attachment introduces a local
vertical point load which results in local stress in
the chassis. Therefore the chassis longitudinal
must be reinforced with an innerliner and tandem
cross member, in case that there are no inner
reinforcements a subframe must be mounted.
The console attachment might also introduce
lateral torsion to the chassis longitudinal. To
eliminate this lateral torsion a cross member must
be fitted if not present. See the note in previous
paragraph. Check section consoles in
3.2: "BAM's - body attachment methods".

Body attachment method BAM 5 is used for

this. In relation with a vertical static console load
of 20 kN two pressure springs should be used,
the pre-tension of each spring should be 3 kN.
The minimum spring rate per spring is 225 N/mm.
Consoles with pressure springs are used at the
front. Spring pre-tension should be 3 kN per
spring. Fixed superstructure-to-console-
attachment is used at the rear. For this, use
spacer bushes with a length of at least 30 mm
(see section 3.4: "Type of superstructure/BAM 96120404-452
matrix"). Console with pressure springs

96120404-453

Console with fixed attachment

Refuse collector with rotating drum

Always use a sub-frame and sufficient
attachment plates to mount the superstructure to
the chassis, in accordance with body
attachment method BAM 4.

20061604-455

Refuse collector with rotating drum

Road sweeper
The superstructure should always be fitted with a
sub-frame and in accordance with body
attachment method BAM 1. However, use BAM
3a for a tipping road sweeper superstructure. See
section 4.4: "Tipper bodies" for the required sub-
frame dimensions.

20061604-454

Road sweeper with sub-frame

(Tipping) gully emptier

The superstructure should always be fitted with a
sub-frame and in accordance with body
attachment method BAM 1. Use BAM 3a for
tipping superstructure. See section 4.4: "Tipper
bodies" for the required sub-frame dimensions.
Torsional stiffening must be provided in the
chassis rear overhang (in accordance with:
'Torsional stability of the sub-frame' in section
3.1: "Superstructure with sub-frame".

20061604-456

(Tipping) gully emptier

B
G000296

Position of tipper pivot point

4.8 FIFTH WHEEL

DAF tractor chassis are provided with angle

sections for simple fifth wheel mounting. For
optimum utilisation of tractor/semi-trailer
combinations, it is highly important that the
technical specifications of tractor chassis and
semi-trailer should be carefully matched. Only
then will it be possible to determine the correct
position of the fifth wheel (KA dimension) and the
correct fifth wheel mounting heigh (HK
dimension).
To ensure quality and durability of the entire
construction, only fifth wheels and base
plates released by DAF must be mounted.
Mounting height and freedom of movement
Because of the required freedom of movement
for the semi-trailer, the fifth wheel mounting
height is determined by a number of factors:
- A semi-trailer coupled to a tractor should, in
the straight-ahead position, have enough
freedom of movement to move 6 forwards,
7 backwards and 3 to each side (taken
from ISO standard R 1726).
- When turning, the front corners of the semi-
trailer must not touch the rear wall of the cab.
Swing clearance should be at least 200 mm.
This minimum clearance is highly dependent
on components on the rear wall of the cab,

such as the air intake system, the exhaust

and accessories that have been fitted. To
meet the minimum requirement, it may be
necessary to relocate the bracket for lighting
and air connections.
- During manoeuvring, the semi-trailer must
not touch any parts of the tractor chassis,
such as mudguards, brackets or lamps. The
minimum fifth wheel mounting height above
the chassis is also determined by the height
of the tyres above the chassis with the
springs bottoming (metal on metal). In the
case of FTS, FTP and FTG tractors, the
wheel clearance of the lifted rear steered
axle or second axle should also be taken into
account. Also see section 2.14: "Wheel
clearance".
4 - On high-volume semi-trailers used in
combination with low-fifth wheel tractor
chassis, there should always be a clearance
of at least 160 mm between the top of the
chassis side members and the underside of
the semi-trailer to allow manoeuvring at
loading bays, etc. If 3-piece rear mudguards
are fitted, it may be necessary to remove the
central sections when coupling up the semi-
trailer.
For further references concerning the
freedom of movement for the semi-trailer,
also see ISO standard R 1726: 1989 E.

3 3

G000305

Required freedom of movement

D value of fifth wheel
The D value is defined as the theoretical
reference value for the horizontal force between,
in this case, the tractor and the semi-trailer and is
therefore taken as a basis for the maximum load
under dynamic conditions. The formula below
(from directive EC 94/20) can be used to
determine the minimum D value required for the
fifth wheel.
where:
0, 6 GT x G A [kN]
D= g x
GT + G A - F
SE0004

GA = Maximum permitted mass (tonnes)

of the semi-trailor.
GT = Maximum permitted mass (tonnes)
of the tractor.
F = Maximum permitted verti- (tonnes)
cal mass on the fifth wheel.
D = D value on the fifth wheel. (kN)
g = Gravitational acceleration. ( 10 m/s2)

Fifth wheel and base plate

The following guidelines apply to the mounting of
the fifth wheel and base plate:
- For the mounting of the fifth wheel, only use
a fifth wheel base plate released by DAF,
which has been tested as a part of the
vehicle and is mentioned as such in the
vehicle certificate. Various separate base MIN. 1
MAX.305 4
plates are also available from DAF. See
section 8.11: "Miscellaneous parts" for the
availble DAF part numbers'. MAX.45
- The pre-drilled base plates should be fitted to G000292
the angle sections on the chassis, using at Mounting of the base plate
least 12*bolts. Only the use of M16x2 flange
bolts(property class 10.9) is permitted. The
bolt heads should point downwards to
enable visual inspection. The holes in the
pre-drilled angle sections have a pitch of 50
mm. Turning the DAF base plate through
180 (see section 8.11: "Miscellaneous
parts" for the availble DAF part numbers),
gives fifth wheel position adjustment steps of
25 mm. As a result, simple adjustment of the
fifth wheel position (within the maximum and
minimum KA dimension) is possible, within
the limits of the maximum permitted axle and
or chassis loads.
- * To a maximum fifth wheel load of 20
tonnes. For the 12 mm base plate the
use of 8 bolts is sufficient up to a
maximum fifth wheel load of 15 tonnes.
- The maximum permissible mounting height
of fifth wheel and base plate is H = 305 mm
- To prevent the bolts working loose, two
attachment bolts should be used at each of
the four corners of the base plate. If base
plates are used on which only one
attachment bolt can be fitted at each corner,
40 mm spacer bushes (combined with longer
flange bolts) must be fitted under the bolt
heads.
- The maximum distance between the outside
of the chassis frame and the attachment
bolts in the (non-pre-drilled) angle sections is
45 mm
- The minimum clearance between underside
of the base plate and the top of chassis side
member flanges is always 1 mm.

- Preferably use two-piece base plates for

applications involving frequent manoeuvring
and off-the-road operation.
- The DAF base plates with a height of 80 and
120 mm are therefore two-piece plates as
standard.
- The fifth wheel should be fitted in
accordance with the supplier's instructions.
For the tightening torques of DAF flange
bolts, see the table in section
2.6: "Attachment of components to the
chassis".
Catwalk
If a catwalk is fitted, it must be attached to the
chassis frame with rubber mounts. Make sure
4 that sufficient clearance is left for the semi-trailer
under all circumstances.

96120404-460

Mounting of catwalk

CAB INFORMATION
Cab information

Page Date
5.1 Cab modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131 200813
5.2 Maximum permissible additional cab weights . . . . . . . . . . . . . . . . . . . . . . . . . . 131 200813
5.3 Accessories mounting positions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 200813
5.4 Setting the roof spoiler. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143 200813

5. CAB INFORMATION
5.1 CAB MODIFICATION

No modifications must be made to the cab

design, the cab location or the cab suspension
without prior written permission from DAF.
Because of the special hardening process used,
no welding is allowed on the main chassis
members of the cab.
If holes have to be drilled in the chassis, make
sure they are free from burrs, that rust prevention
measures are taken and that the holes are

}
adequately blanked with grommets or sealer.
The truck cab must always first be
fully tilted forward (up to the
mechanical lock) before work is
carried out under it. In all other
cases, the bodybuilder should
provide a separate locking device 5
using a support.

5.2 MAXIMUM PERMISSIBLE

ADDITIONAL CAB WEIGHTS

Information about the maximum weight that may

be added to a cab, and about any consequences
of adding weight, is given below for the different
vehicle series. For additions of higher weights,
please consult DAF.
DAF LF Series
Maximum additional cab weight [kg]
Location of added weight Day cab Sleeper cab
On the roof, supported on the M8 welded nuts 40 40
On the roof, supported on the cab walls 150 150
(see also subject "Mounting of top sleeper on LF Series cab"
below)
Evenly distributed over the under-bunk storage compartments - 50
Evenly distributed over the bunk - 125 (1)
In the storage compartments over the windscreen 5 (2) 5 (2)

(1) Static situation and stationary vehicle.

(2) Total weight distributed over the total storage surface of the compartments.

Mounting of top sleeper on LF Series cab

40 kg
The existing cab suspension is designed for cab
versions with spoilers and other approved cab
accessories. If the mounting of a top sleeper is 5 kg
required a chassis with reinforced mechanical
cab suspension should be ordered ex-factory. 125 kg
The reinforced cab suspension prevents
excessive cab movements if additional load is
added to the cab roof and the cab tilt angle will be
limited to 45 . 50 kg

Maximum bunk load

For the sleeper cab, the maximum permitted load
on the bunk during driving is 25 kg. Consult DAF
if this rule has to be departed from.

22032802-054

DAF CF Series

5 Maximum cab weight [kg]

Location of added weight Day cab Sleeper cab SpaceCab
On the roof, distributed over the 4x/6x M10 welded 150 150 40
nuts provided (1)
In the storage compartments over the windscreen 15 15 15
In the storage compartments in the SpaceCab roof 20
Evenly distributed over the bunk 150 150
Evenly distributed over the under-bunk storage 50 50
compartments (cab with high bunk position)
In the storage compartments left and right of the 2 x 25 2 x 25
engine hump
On second bunk, if fitted (stationary vehicle) 100 100
On second bunk, if fitted (bunk folded up and vehi- 50 50
cle moving)

(1) The SpaceCab roof does not have welded nuts. The positions of 8 aluminium blocks are indicated by depressions.

40 kg

50 kg
150 kg
20 kg 100 kg

15 kg 15 kg
150 kg 150 kg

50 kg 50 kg
25 kg 25 kg
25 kg
(2x) (2x)
(2x)

Load on CF SpaceCab
G000563 G000564
Load on cabs of CF series
5
Setting the coil springs
The coil springs can be re-set in four steps, the
front coil springs in 9 kg steps per coil spring, the
rear coil springs in 13.5 kg steps per coil spring.
Remove the bumper before re-setting the coil

}
springs at the front.
When load is added to the cab, the
height of the coil-sprung cab must
be checked and, if necessary, the
coil springs must be re-set. 327 mm

20081102-004

Cab suspension of CF75-85 Series, front

279 mm 285,5 mm

22032802-010

Suspension of CF75-85 series sleeper/day cab,

rear
Mounting of top sleeper on CF Series cabs
5 If the mounting of a top sleeper on a short cab is
required, DAF should be contacted before the
vehicle is ordered. To restrict the cab movements
in such a case, all the springs of the cab
suspension system have to be replaced or the
right version has to be supplied ex-works. For
part numbers, see section 8.1: "Mountings".
Setting the coil springs for extra load is described
above.
DAF XF Series
Maximum additional cab weight (1) [kg]
Location of added weight Comfort cab SpaceCab Super SpaceCab
On the roof, distributed over the 4x M10 65 65 65
welded nuts provided
Distributed over the XF storage compart-
ments above the windscreen 2 x 15 25 + 40 + 15 15 + 50 + 15
Maximum load in the XF open storage
compartment under the centre compart-
ment above the windscreen - - 10
Evenly distributed in the XF storage com-
partments above each door - - 10
Evenly distributed over the lower bunk 150 150 150
In the under-bunk storage compartments 200 200 200
Evenly distributed over the upper bunk 100 100 100
Maximum additional weight
Coil-sprung cab suspension 300 235 -
Air-sprung cab suspension 480 390 300

(1) Adding more weight to the cab than indicated in the table may reduce the driving comfort.

65 kg

100 kg

150 kg

200 kg

G000565
5
Load on cabs of XF Series

Setting the coil springs

The coil springs can be re-set in four steps, the
front and rear coil springs in 18 kg steps per coil
spring. Remove the lower grill to access the coil

}
springs at the front.
When load is added to the cab, the
height of the coil-sprung cab must
be checked and, if necessary, the
coil springs must be re-set.

500 mm

G000542

Cab suspension of XF series, front

279 mm

96120404-508

Cab suspension of XF series, rear

5.3 ACCESSORIES MOUNTING

POSITIONS

The undermentioned positions may be used for

accessories supplied by DAF.
The hole pattern for the XF shown here enables
all accessories to be mounted. The holes F and G
for aerials are provided as standard.
On all CF and XF cab roofs, the four, six or eight
positions (A) for the mounting of the roof spoiler
are indicated by dimples in the roof surface Under
these dimples, on the inside of the roof, there are
M10 welded nuts or aluminium blocks (CF
SpaceCab). For the mounting of spotlights, M8

welded nut or aluminium blocks are fitted on the

inside of the roof in the indicated places.
However, only the lower four holes are indicated
by dimples in the roo surface. The CF SpaceCab
roof and the XF Super SpaceCab roof do not
have dimples at the front.
The LF cab roof panels always have dimples on
the outside (only on the top) to indicate welded
nut positions, but the welded nuts themselves are
not always fitted. The following applies if the
chassis number is lower than 0L232487: before
drilling, always check whether the roof spoiler
and/or sun visor mounting frame has been fitted
to the inside of the cab roof panel. If this is not the
case, the frame should be mounted. The sun
visor mounting frame on the inside of the cab roof
panel is not fitted as standard. When retrofitting a
sun visor, this frame should always be mounted.
If in doubt, consult DAF.

LF day and sleeper cabs

1249
1088
1084

A A

A A
880

A A

1056

623
693
A 88
A
G(3x) G(3x)
180

A A E A A
7

F H
125

D 2x 3x120°
B B
60 49

5 B B
908 C

1280
1315
1475 130

B B

D
80

G000312

A: roof spoiler mounting points (4x or 6x M8 welded nut)

B: mounting points for sun visor or other accessories (6x M8 welded nut).
C: roof spoiler mounting frame + 2x extensions for sleeper cab (mounted as standard as from chassis
number: 0L232487)
D: centrally positioned mounting frame for sun visor
Note:
There are no dimples in the roof panel to indicate the positions of the welded nuts for the sun visor
mounting frame; the drilling points can be determined by mounting M8 bolts to the sun visor mount-
ing frame on the interior side of the cab.
E: radio aerial
F: telephone aerial (1)
G: beacon (1)
H: CB aerial (1)

(1) dimples only; no welded nut nor reinforcement plate on inside of roofpanel. Additional dimples at the G (lefthand side only) and
H location are to be used for wire lead trough.

CF day and sleeper cabs

155
A A

155
A
885

894
A A
439

A A

940

540 30
1480

20090503-020
A: roof spoiler mounting points (4x or 6x M10
welded nut)

CF Space cab

80x35x8 (8x)

940 410

A A

90
A A

375
95
505
A A
A A

312

G000539
A: roof spoiler mounting points (8x
aluminium block).

Note:
No dimples at front of SpaceCab roof.

Note:
Distances for mounting frame for DAF sun visor
and spotlights are measured from the edge at the
front of the SpaceCab.

XF Comfort cab

430
A A

E 140

200
D

1120
160
100 30
C C
185

403
A A

G B F

130
5
1110
1800

220
57
31
H 33

J 600
38
870

G000396

LHD version drawn

A: roof spoiler
B: wire lead-through hole for rotating
beam (1)
C: air hose lead-through hole for air horn (1)
D: satcom aerial (satellite communication)
E: aerial (MAUT - Toll Collect) (1) (2)
F: combi aerial (Radio & GSM & GPS) (1) (2)
G: combi aerial, (Radio & GSM & GPS) (1) (2)
H: spotlights (1)
J: CB aerial (2)(against cab rear wall)

(1) RHD mirror image

(2) Hole = rectangular cut out of 15 x 15 mm (from May 2004
onwards)

XF Space cab

430
A A

E 140

200
D

1120
110

160
C
C
100

242
447
70
G A A F

100
5 1110
1640
40

220

H
32,5

600
38
J
870

G000397

LHD version drawn

A: roof spoiler
B: wire lead-through hole for rotating
beam (1)
C: air hose lead-through hole for air horn (1)
D: satcom aerial
(satellite communication)
E: aerial (MAUT - Toll Collect (1) (2)
F: combi aerial (Radio & GSM & GPS) (1) (2)
G: combi aerial (Radio & GSM & GPS) (1) (2)
H: spotlights (1)
J: CB aerial (2) (against cab rear wall)

(1) RHD mirror image

(2) Hole = rectangular cut out of 15 x 15 mm (from May 2004
onwards)

5.4 SETTING THE ROOF SPOILER

To improve the aerodynamics of a vehicle which 1

has a superstructure higher or wider than the cab, /2 X
DAF developed roof spoilers with extensions and
P
rear air foils for all its vehicles.
X
The use of these spoilers can reduce fuel
consumption considerably, but the quantity of fuel
saved is highly dependent on the number of A
aerodynamic aids fitted, the shape of the
superstructure and the driving conditions.
A correct roof spoiler height is always essential. It
can be established as follows:
- Determine the symmetry line of the vehicle.
Place a slat on the roof of the superstructure.
It should protrude from the superstructure
roof in the direction of the cab. 20090503-026
- Place a second slat, as a tangent, on the top
edge of the roof spoiler (P). It should point in
the direction of the superstructure.
P
B
5
- The intersection point of the two slats should
be at the middle of the distance between the
roof spoiler edge and the front end of the
superstructure.
P
This setting procedure applies to roof spoilers X
with and without extensions and also to the basic
roof spoiler, the larger part of which has an open
construction.
A
The desired roof spoiler height can be set using
setting device (B). See the table below for the
setting range of the roof spoilers for the various
cab versions.
Setting range for 'aerodynamic' roof spoiler [mm]

22032802-026
(1)
LF CF XF
540 - 770 760 - 1040 nvt Day cab
540 - 770 760 - 1060 630 - 810 Sleeper Cab (LF-CF) Comfort Cab (XF)
- 215 - 340 370 - 515 Space Cab

(1) Distance measured between the top edge of the roof spoiler (P) and the vehicle centre line on the cab roof panel.

Adjustments can be made in steps of:

- 45.5 mm (7x) for CF day/sleeper cab
- 26 mm (5x) for the CF SpaceCab
- 36 mm for the XF cab (4x for SpaceCab, 5x
for Comfort cab).

The non-adjustable aerodynamic roof spoilers for

the day and sleeper cabs of the LF vehicle series
have a fixed height of either 600 mm (day cab
only), 900 mm or 1100 mm.
Basic roof spoiler

Setting range for basic roof spoiler [mm]

Series Day and sleeper cabs (1)
LF 560 to 800
CF 525 to 775

(1) Distance measured between the top edge of the roof

spoiler (P) and the vehicle centre line on the cab roof
panel.

Mounting instructions are supplied with the DAF

roof spoilers or can be found in the RAPIDO
documentation system.

5 Shape of the superstructure

In addition to the improvement that can be
achieved with aerodynamic aids on the cab, a
substantial reduction in air drag can be realised
by a superstructure with rounded corners (A) and/
or side skirts.
The reduction in air drag results from a 'better'
flow of air from roof spoiler and/or rear air foils to
the front of the superstructure, and also from a
reduced vacuum at the rear of the superstructure
(provided there are rounded corners there, too).
The feasible reduction in fuel consumption is
always dependent on the (aerodynamic) shape of
the superstructure and the vehicle's driving
conditions.

ENERGY CONSUMERS
Energy consumers

Page Date
6.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 200813
6.2 Power take-offs (PTO's) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 200813
6.3 PTO specification, general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151 200813
6.4 Clutch-independent PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158 200813
6.5 Clutch-dependent PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164 200813
6.6 First PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165 200813
6.7 Second PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176 200813
6.8 Transfer box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177 200813
6.9 PTO operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177 200813
6.10 Compressed air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179 200813
6.11 Air feed, tipper preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181 200813
6.12 Heating system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181 200813

6. ENERGY CONSUMERS

6.1 GENERAL

The vehicles of the DAF range can be supplied with the following gearboxes.
Overview of ZF (1) gearboxes
Type Ratios LF45 LF55 CF65 CF75 CF85 XF105
S5-42 4.65 - 0.77
5.72 - 0.76
6S700 6.02 - 0.79
6S800 6.58 - 0.78
6S1000 6.75 - 0.78
6AS700 6.02 - 0.79
6AS800 8.63 - 1.00
6.58 - 0.78
6AS1000 6.75 - 0.78
9S1110 12.73 - 1.00
9.48 - 0.75
9S1310 9.48 - 0.75

6 8S1620
16S1620
13.80 - 1.00
16.41 - 1.00
8S1820 11.54 - 0.84
16S1820 13.80 - 0.84
16S1920 16.41 - 1.00
16S2020 16.41 - 1.00
8S2220 11.54 - 0.84
16S2220 13.80 - 0.84
16S2320 16.41 - 1.00
16S2520 13.80 - 0.84
12AS1220 12.79 - 1.00
12AS1420 12.79 - 1.00
10.37 - 0.81
12AS1620 10.37 - 0.81
12AS1630 15.86 - 1.00
12AS1930 15.86 - 1.00
12.33 - 0.78
12AS2130 15.86 - 1.00
12.33 - 0.78
12AS2330 15.86 - 1.00
12.33 - 0.78
12AS2530 12.33 - 0.78
12AS2540 15.86 - 1.00
12.29 - 0.78
16AS2630 14.12 - 0.83

(1) Criteria for selecting the gearbox are the type of vehicle, engine output, rear axle (ratio) and possibly the specific application.
ZF offers several versions, which on the basis of these criteria are used in DAF's different vehicle series. Always check what
specific gearbox version is fitted and what range of ratios it has, for instance by referring to the type indication plate on the
gearbox.

Overview of gearboxes
Type Ratios LF45 LF55 CF65 CF75 CF85 XF105
ALLISON gearbox
2500 Series 3.51 - 0.74
3000 Series 3.49 - 0.75
3.49 - 0.65
3200 Series 3.49 - 0.75
3.49 - 0.65
3500 Series 4.59 - 0.75
4.59 - 0.65
EATON gearbox
6309 12.57 - 1.00
9.40 - 0.75
8309 12.57 - 1.00
6
Note:
On the vehicles of the LF, CF and XF series,the
centre line of the gearbox coincides with the
centre line of th vehicle.

Note:
The description used in Sprint differs from the
description used by the gearbox suppliers.

ZF gearboxes
The first digit(s) indicate the number of gears, 6 -
8 - 9 - 12 or 16 speed
The following letter(s) indicate S = manual
gearbox, and AS = AS-Tronic gearbox.
The remaining four digits indicate the gearbox
series

Eaton gearboxes
The first two digits indicate the gearbox series.
The last two digits indicate the number of gears,
6 or 9 speed

Allison gearboxes
5-speed automatic with overdrive ratio 0.75:1
6-speed automatic with overdrive ratio 0.65:1

6.2 POWER TAKE-OFFS (PTO'S)

When energy required for the superstructure is

taken from the vehicle, a PTO is used in most
cases. Furthermore, there are various
possibilities for connections to, for instance, the
electrical system of the vehicle. DAF vehicles can
ex-works be supplied with provisions for various
extra energy consumers. The following
provisions are supplied by DAF or can after
delivery be added by the bodybuilder.

2b 8

3a 7 6

+ -
6

1 2a 3b 4 5
G000293
1 = Front-end PTO, direct (LF series only)
2a = Front-end PTO, indirect, crankshaft pulley
2b = Front-end PTO, indirect, generator-driven
2c = Front-end PTO, indirect, for hydraulic pump
2d = Front-end PTO, indirect, coolant pump pulley
3a = DAF engine PTO
3b = Flywheel PTO (ZF)
4 = Gearbox PTO
5 = Transfer case PTO
6 = Electrical system connection
7 = Compressed air system connection
8 = Engine cooling system connection

Note:
For electrical system connections, see chapter
7: "Electrical system".

Type of superstructure/energy supply matrix

Energy suppliers
Application 1 2a 2b 2c 2d 3a 3b 4 5 6 7 8
Air conditioning
Vehicle loading crane
Concrete mixer
Concrete pump
Bulk compressor
Demountable body system

Energy suppliers
Application 1 2a 2b 2c 2d 3a 3b 4 5 6 7 8
Generator (alternator)
High-pressure pump
Hydraulic platform
Compactor
Tipper
Refrigerated/deep-frozen transport
Gully emptier
Tail lift
Winch
Air consumers
Superstructure heating
Tanker (for example milk tanker)
Water tender (fire service)

1 = Front-end PTO, direct (LF series only)

2a
2b
=
=
Front-end PTO, indirect, crankshaft pulley
Front-end PTO, indirect, generator-driven 6
2c = Front-end PTO, indirect, for hydraulic pump
2d = Front-end PTO, indirect, coolant pump pulley
3a = DAF engine PTO
3b = Flywheel PTO (ZF)
4 = Gearbox PTO
5 = Transfer case PTO
6 = Electrical system connection
7 = Compressed air system connection
8 = Engine cooling system connection

6.3 PTO SPECIFICATION, GENERAL

When selecting a PTO, the operating conditions,

such as the torque to be transmitted, the engine
speed, the direction of rotation of the engine, the
duration and frequency of operation, play an
important role, as do the occurrence of fluctuating
(peak) loads, vibrations and high initial torques.
Another important criterion is whether or not the
PTO can or may be clutch-dependent. For
gearbox PTO's are often preferred because of
their price, location and the large number of
ratios, which makes them suitable for many
applications. DAF also offers engine-dependent
PTO's, with connections to the crankshaft on the
front (front-end PTO), or to the flywheel housing
at the rear (DAF engine PTO or ZF/NMV). An
engine-PTO is clutch-independent and is
mostly used to drive auxiliary units that are
operated during driving or shunting. In this
section, both PTO types will be dealt with.

If the auxiliary consumer requires high torques, it

should be checked whether the engine is capable
of delivering the power required at the speed
specified. The loss of efficiency between the
engine and the auxiliary consumer should also be
taken into account.
Finally, various versions are available with an
output DIN flange or a pump connection, suitable
for direct mounting of a hydraulic pump according

}
to ISO standard 7653 (type D).
Engine and driveline must not be
impeded in their movements as a
result of the installation of a PTO and
the auxiliary consumers driven by it.

Conditions for use

Engaging of in particular gearbox PTO's should
be done while the vehicle is stationary and the
engine running at idling speed. After depressing
the clutch pedal, wait about 2 to 3 seconds until
the gearbox countershaft has fully stopped
moving, before engaging the PTO. Gear wheel
rattle should always be avoided. After engine
6 speed has been increased to 1000 rpm, you can
slowly release the clutch pedal. Minimum engine
speed during PTO operation: 1000 rpm.
Vehicles with an AS-Tronic gearbox have an
electronic controlled (automatic) engaging
procedure which operates according a factory or
customer defined parameter setting (software).
Permissible power take off for engine PTOs in
combination with an AS-Tronic gearbox is 10% of
the engine power with a maximum of 32kW.
As soon as the PTO and pump have definitively
been selected, the maximum power take-off can
be calculated on the basis of the torque and
power calculation. PTO's can roughly be divided
into three classes, namely light, medium and
heavy, for short-lasting or intermittent use to
continuous operation. See the table below.
Class Nominal torque Periods of use (1)
T [Nm]
Light T < 400 Intermittent
Medium 400 < T < 1000 Continuous
Heavy T > 1000 Continuous

(1) See PTO tables

On the basis of the power requirements and the

effective PTO operating time, the PTO selected
should be a medium-class PTO (rather than a
light-class PTO) if one of the following factors
applies:

- Periods of prolonged use; allow for the

possibility of gearbox oil temperatures
running up too high.
- Shock loads (generally caused by incorrect
operation); risk is reduced when a hydraulic
drive is used.
- Vibrations; a correct PTO drive can keep
vibrations within reasonable limits.
- Extremely high initial torques, due, for
example, to the mass inertia of the driven
equipment.
Protection
The maximum take-off torques specified for the
PTO's supplied by DAF, are based on uniform
(vibration-free, non-shock) loads without the
occurrence of axial forces. The maximum initial
torques must never be higher than 2 times the
value specified in the PTO specifications.If
higher torques may occur, an overload protection
device must be mounted in the driveline, in the
form of a slipping clutch or a security flange.
Furthermore, the clutch should have extra
protection to prevent the PTO from being
engaged too early. With such protection, the
clutch pedal must be fully engaged before PTO
operation is enabled. According to the cut-in
6
conditions of the VIC (see section 7.21: 'PTO
control/protection'), the VIC only checks whether
the clutch pedal has been 'touched' or not. If an
N/10 PTO is ordered ex-works, the full clutch
protection is always included. Further information
can be obtained from DAF.
For the ZF gearbox PTO's the maximum
torque specifications in the overviews have
been calculated at a PTO speed of 1500 rpm
for a nominal service life of 500 hours.
Oil temperature
During prolonged PTO operation, the gearbox oil
temperature must not rise above 110 C.
Temperatures up to 130 C are permissible for
brief periods (max. 30 minutes). If necessary
(check to be sure!), an extra oil cooler should be
fitted on the gearbox. In such cases, consult DAF.
Torque and output calculation
- PTO selection
To be able to select the right PTO, it is necessary
to calculate the drive torque (I) on the basis of the
desired PTO speed (II) and the required effective
output (III), assuming that these data of the driven
equipment are known:

- Pump selection
For the selection of the right pump for a hydraulic
drive, it is first important to determine the effective
pump output (Pe) on the basis of the required
pump delivery (IV), the system operating
pressure (V) and the efficiency (III).
Subsequently, the PTO drive torque (I) can be
calculated for the selection of the PTO on the
basis of the above-mentioned data:
Where:

npto = rpm of power take off unit [min-1]

nen- = rpm of truck engine [min-1]
gine
rev = revolution of hydraulic pump shaft
i = PTO reduction ratio [-]
M = PTO drive torque [Nm]
Pn = calculated nominal output [kW]
Pe = required effective output [kW]
C = specific pump capacity [cm3/
rev]
Q = actually required delivery [l/min]
p = hydraulic system operating [bar]
6 pressure
= efficiency: = 1x 2x 3x...etc. [-]

Speed Factor
If the calculated load is higher than the maximum
permissible load, sometimes a lower-capacity
pump is specified. By using a higher-speed PTO
with a higher speed factor, and/or a higher engine
speed, in general the same delivery and power
take-off can be realised, however at a
proportionally lower PTO drive torque.

Direct pump mounting

For all gearbox PTO applications where the pump
is flange-mounted on the PTO, the following
limitation applies, unless stated otherwise in the
PTO overviews:
The static moment resulting from the pump M = S x G = max. 30 Nm.
weight on the both pump connections on the N.../
10 PTO mating surface should in general not
exceed 30 Nm For the ZF PTO, types NL/1c, NH/
1c, NL/4c and NH/4c the maximum permissible
static moment is 50 Nm.
The maximum static moment resulting from the
pump weight on the DAF PR Engine PTO mating
surface is 40 Nm. The static moment on the MX
engine PTO surface is 50 Nm. Allison gearboxes S
the maximum allow a static moment of 40 Nm.
G 96120404-606
In some cases, the pump dimensions prove to be
restricted by the diameter of the drive flange in Maximum torque on direct pump connection
combination with the location of the countershaft
in the gearbox (which determines the location of
the PTO). The clearance between pump and
drive flange (or shaft) should therefore always be
6
}
checked.
Incorrect use of the hydraulic
system (for instance at unduly high
revs) may cause damage to the
hydraulic pump and subsequently to

}
the gearbox.

The pump shaft should therefore be

provided with a high temperature-
resistant double seal, with a bleed
hole between the two seals, to
prevent gearbox oil being sucked in
or hydraulic oil getting into the
gearbox. Note: this is one of the
reasons why DAF no longer uses ZF
PTO type N/2c!

In some cases the mounting of a so-called pump

adapter is recommended. This adapter is
provided with a separate PTO seal and a bleed
hole (take note of the higher static moment). The
ZF N../4 PTO has a separate pump bearing, so
that in that case the mounting of an adapter is not
necessary. At any rate, the pump supplier's
instructions should always be consulted.

Drive shafts
The angles formed by the drive shaft couplings
between PTO and auxiliary consumer should be
equal to each other and should not exceed the
following maximum values:
- maximum of 6 degrees for front-end 1
PTO's
- maximum of 8 degrees for all other PTO's
The shafts must be installed in such a way that 2

uniform running of the driven equipment is

ensured. This calls for a Z or W arrangement of 96120404-602
the shafts. Excessively large drive shaft angles or
PTO drive resonance may cause serious Z arrangement
vibration far above the calculated (nominal)
torques. In case of doubt, tests should always be
made before a particular application can be
guaranteed.
1
When the shaft angles (α1 and α2) differ from
each other, non-uniformity (α R) will be higher
than in the optimum situation, when α1= α2. Non-
uniformity can be calculated with the formula: 2

6 R =
2
1
2
2
96120404-605
SE0008
where αR (permissible) 3 . W arrangement

The tools represented by the opposite drawings

can be used for the correct alignment of the drive
shafts. The sliding joint of the drive shaft on the
gearbox should permit a forward movement of at
least 8 mm and a rearward movement of at least 96120404-603

}
5 mm.
Ensure that freely accessible drive 96120404-604
components are always carefully
screened off. Rotating shafts may
cause serious injury! Switch OFF the
engine before starting operations on
the PTO or the PTO drive.

- PTO connections
6 + 0,2
8,1
- 0,2 (4x)
1,8

47h6
74
90

20070604-032

6
M12 (4x)

SPLINES 8 x 32 x 36 ISO 14
G000451

Position of engine in the chassis

The angle at which the engine is positioned in the
chassis in relation to the chassis side members,
designated as: ◊ α in the opposite figure, should
be:
- LF45/55 and CF65 Series: ◊ α = 3.5
- CF75/85 Series: ◊ α = 4.5
- XF Series: ◊ α = 4.5

96120404-624a

Direction of rotation of the engines

The direction of rotation of the crankshaft of DAF
and Cummins engines is always anti-clockwise,
viewed looking towards the rear of the engine.

6.4 CLUTCH-INDEPENDENT PTO

Front-end PTO, direct

The table below shows the most relevant data

with regard to the direct front-end PTO for the
LF45 and LF55 vehicle series.
Specifications for front-end PTO, direct
LF45 LF55
Angle of engine in relation to chassis 3.5 3.5
side members
Maximum angles of drive shaft 2x6 2x6
Maximum transmitted torque 250 Nm 250 Nm
Maximum transmitted power 40 kW 40 kW
kgm2 0.2 kgm2
6 Maximum added mass inertia
Maximum unbalance
0.2
100 gmm/kg 100 gmm/kg

} Any modifications made to bumper

or cab tilting system to enable a
pump to be mounted, are subject to
approval from DAF.

W arrangement of drive shaft

Z arrangement of drive shaft

Installation dimensions, front-end PTO, direct

Based on SAE J1946
D

Flange location, front-end PTO, direct 6

E
Dimensions: LF45 LF55 LF55
(see figure) 12 - 15t 18 - 19t
C
Dimension V A 1275 1325 1375
F
,, A (1) 446 496 636
(2)
536 586 636
,, B 932 982 1032
(1)
,, C 91 131 136 A
(2)
96 136 136 B
,, D 145 145 145 VA
C
,, E 170 x 170 x 170 x L
96120404-611
150 150 150
Flange location dimensions, front-end PTO,
,, F 120 160 160 direct
◊α 3.5 3.5 3.5 3
◊β 3.5 3.5 3.5 80 4
80
(1) FR engines
(2) GR engines
60,38
60,33

16
3/8 UNF
(4x)
G000290

Flange dimensions, front-end PTO, direct, LF

Series

Front-end PTO, indirect

Specifications for front-end PTO, indirect
Vehicle series LF and CF75 CF75 CF85
CF65 with airco and XF
Maximum power take-off via coolant
pump [kW]:
- at engine idling speed - - 2.2 -
- at maximum engine speed - - 6 -
Maximum power take-off 15 50 50 50
via crankshaft pulley [kW]
Maximum added mass inertia 0.2 0.03 0.03 0.05
[kgm2]
Maximum unbalance [gmm/kg] 100 125 125 125
Maximum distance between most for- 150 180 180 200
ward pulley and front of cylinder block
[mm]
Misalignment (max. 4 mm) 1:120 1:120 1:120 1:120

Any modifications made to engine and

chassis are subject to approval from DAF.
6 - Crankshaft pulley
A twin-belt pulley on PR engine or triple belt
pulley on MX engine for driving a compressor,
alternator or hydraulic system pump can be fitted
to the crankshaft (position 2a) by the bodybuilder.
A drawing of the pulley is available from DAF.
When this pulley is fitted, the fan will in most
cases be moved forward. This should be
compensated for. A twin belt pulley is available to
FR and GR engines ex-factory.

96120404-615

Positions of power take-offs

LF45 - LF55 - CF65 CF75 CF85
Pulley diameter 310 mm 300 mm 265 mm
Number of grooves 2 x SPA / XPA 2 x DIN7753-AV13 3 x DIN7753-AV13

Before a crankshaft pulley is fitted, the mounting

face on the vibration damper must be completely
flat and clean. So any traces of paint should be
removed. The belt pull must not run parallel to the
motion of the pistons but must be in the area left
and right of the engine indicated in the drawing
below.
- Coolant pump pulley
On CF75-85 and XF vehicles without air
conditioning system, one coolant pump pulley is
available for the drive of an auxiliary user. For
maximum power take-offs, see the overview.
- Preparation for generator
In particular for temperature-controlled transport,
the CF85 and XF Series can be prepared ex-
worksfor the use of a generator. In such cases the
vehicle has:
- an extra crankshaft pulley,
- an adapted oil sump to make room for a
generator and
- two shorter oil filters instead of the standard
oil filter.
Within the room available, a reduction ratio of 1:2
6
can be realised. This results in a maximum
generator capacity of 24 kVA. Because of the
wide variety of generators and cooling motors,
DAF does not supply the complete equipment.
The bodybuilder will therefore have to complete
the equipment, taking account of the following
guidelines:
- V-belt tension: 500 - 600 N for CF85 and XF
Series, 600 - 700 N for CF75 Series (per belt)
- extra vibration dampers must be fitted, using
the existing hole pattern on the engine
bracket.
If this option is not ordered ex-works, the vibration
damper mounting hub must be replaced.
CF75 CF85 - XF Serie
Pulley diameter 300 mm 265 mm
Number of grooves 2 x SPA / XPA 3 x SPA / XPA
Recommended V-belt OPTIBELT SPA - 13 OPTIBELT SPA - 13
or or
OPTIBELT XPA - 13 OPTIBELT XPA - 13

- Preparation for hydraulic pump

For the PR and MX engine, an engine bracket
with a standard ISO pump connection is available
for the fitting of a hydraulic pump. The bracket is
provided with a pulley and a belt tensioner. The
pulley is driven from a pulley on the crankshaft.
Technical data:
- Maximum power take-off: 50kW
- Reduction ratio: 1 : 1
- Belt tension first assembly: 1500N.
Belt tension to be checked after 30 min.
750N min. - 950N max.
- Pump connection according ISO 7653,
splines according ISO14 - 8x32x36
20090503-037
- Modified oil sump

DAF engine PTO

The DAF engine PTO for the CF75 and CF85
series is a clutch-independent PTO. It was
specially developed to drive superstructure
equipment which requires medium-high outputs

6 and is used for most of the driving hours and/or

for a high number of operating hours when the
vehicle is stationary.
The tables show the specifications and the
locations for connecting this PTO. The engine
PTO protrudes above the chassis members. So
make sure that the PTO itself, the drive shafts
and the hydraulic pump do not get in the way of
parts of the chassis, the sub-frame or the
superstructure.
DAF engine PTO specifications
Vehicle type Speed as a percentage of en- Maximum torque Maximum output
gine speed [Nm/min-1] [kW/min-1]
Anti clock- Clockwise (1)
wise (1)
CF75 series - 93.2 990/1600 600/1600 150/2300 90/2300
141.2 - 660/1600 400/1600 150/2300 90/2300
CF85 series - - - - - -
120 - 800/1500 530/1500 150/1800 90/1800
Operating 1200 5500 1200 5500
hours

(1) Viewed looking towards the rear of the engine

The speed data under 'Maximum torque' and

'Maximum output' refer to the engine speed.
With released clutch a torque of about 13Nm will
remain on the PTO output due to internal friction.

Switch on conditions CF85 engine PTO:

The switch on/off conditions are controlled by the
BBM

Max. power 85kW

Min. engine speed: 650 RPM
Max. engine speed: 1000 RPM
Vehicle speed under 50 km/h

- +

Y
280

H
CL CRANKSHAFT L Z -
4 30

L VEHICLE
x

C
G000493

Chassis type Connection

Locations for engine PTO connections
Location
6
X Y Z H L
CF75 series Flange 651 -367
40 493 347
Direct 593 -372
CF85 series Flange 653 -339
139 450 320
Direct 612 -343

Engine PTO connections

The engine PTO is available with:
- DIN 120 flange, 8-hole
- DIN 100 flange, 6-hole
- ISO 7653 (direct) pump connection.
The maximum added mass inertia for this DAF
engine PTO is 1.6 kgm2.
20061604-609

Engine PTO control

Engine PTO control, including a safeguard
against engaging the PTO while the engine is

}
running, is available on request.
The CF75 engine PTO must only be
engaged when the engine is NOT
22032802-042
running.

6.5 CLUTCH-DEPENDENT PTO

Overview of PTO locations on ZF gearboxes1)

G000448

1) The designations of the PTO locations (indicated by large black dot) refer to the mounting location
of the PTO in the vehicle, viewed looking towards the rear of the gearbox. These designations have
to be used when ordering these PTO's: Z=Centre, R=Right, U=Under, O=above and L=Left in relation
to the countershaft in the gearbox.

PTO flange position on gearbox

VA -
X
VA X
+
+

-
+
Y +
+
CH Z -
97122901-005
Y
CH

+ 97122901-006
PTO flange locations (X, Y and Z dimensions) on gearboxes: VA = front axle centre line / CH = chassis
centre line.

6.6 FIRST PTO

Gearbox 6S700 ( 6.02 - 0.79 ) 6

Type Loc. Direction of Gear Speed Maximum RAPIDO Notes
rotation ratio factor torque [Nm] reference
NL/1b 1, 9
Z clockwise - 0.57 600
NL/1c 2, 9
NL/4b 1, 10
U anti-clockwise 32 / 25 0.73 350
NL/4c 2, 10

1. PTO type b, with flange diameter 90 mm, 4-hole

2. PTO type c with direct pump connection, ISO 7653
9. Duration of operation, continuous
10. Duration of operation, < 30 min.

Gearbox 6S800 and 6S1000 ( 6.58 - 0.78 )

Type Loc. Direction of Gear Speed Maximum RAPIDO Notes

rotation ratio factor torque [Nm] reference
NH/1b 800 ( 6S800) 1470367 1, 9
Z clockwise - 0.53
NH/1c 1000 (6S1000) 1471088 2, 9
NH/4b 1471326 1, 10
U anti-clockwise 32 / 25 0.67 350
NH/4c 1470957 2, 10

1. PTO type b, with flange diameter 90 mm, 4-hole

2. PTO type c with direct pump connection, ISO 7653
9. Duration of operation, continuous
10. Duration of operation, < 30 min.

Gearbox 9S1110 ( 12.73 - 1.00 )

Type Loc. Gear Speed Maximum RAPIDO reference Notes

ratio factor torque No With
[Nm] ZF-Intarder ZF-Intarder
NH/1b 1425376 1, 7, 9
Z - 0.72 800
NH/1c 1425399 2, 7, 9
NH/4b 32 / 25 0.92 1425404 1, 8, 10
U
27 / 30 0.65 1425409
32 / 25 0.92 1425400
R
27 / 30 0.65 430 1425402
NH/4c 32 / 25 0.92 1425405 2, 8, 10
U
27 / 30 0.65 1425410
32 / 25 0.92 1425401
R
27 / 30 0.65 1425403
N109/10b O 44 / 36 0.88 630 1672130 1672125 4, 8, 9
48 / 32 1.08 530 1672129 1672124

6 N109/10c O
53 / 27
44 / 36
1.42
0.88
410
630
1672128
1672132
1653590
1672127 2, 8, 9
48 / 32 1.08 530 1672131 1672126

1. PTO type b, with flange diameter 90 mm, 4-hole

2. PTO type c with direct pump connection, ISO 7653
4. PTO type b with flange diameter 100 mm, 6-hole
7. Direction of rotation clockwise
8. Direction of rotation counter clockwise
9. Duration of operation, continuous
10. Duration of operation, < 60 min.

Gearbox 9S1110 and 9S1310 ( 9.48 - 0.75 )

Type Loc. Gear Speed Maximum RAPIDO reference Notes

ratio factor torque
No With
[Nm] ZF-Intarder ZF-Intarder
NH/1b 1425376 1, 7, 9
Z - 0.97 800
NH/1c 1425399 2, 7, 9
NH/4b 32 / 25 1.24 1425404 1, 8, 10
U
27 / 30 0.87 1425409
32 /25 1.24 1425400
R
27 / 30 0.87 430 1425402
NH/4c 32 / 25 1.24 1425405 2, 8, 10
U
27 / 30 0.87 1425410
32 / 25 1.24 1425401
R
27 / 30 0.87 1425403

Gearbox 9S1110 and 9S1310 ( 9.48 - 0.75 )

Type Loc. Gear Speed Maximum RAPIDO reference Notes

ratio factor torque
No With
[Nm] ZF-Intarder ZF-Intarder
N109/10b O 44 / 36 1.19 630 1672130 1672125 4, 8, 9
48 / 32 1.45 530 1672129 1672124
53 / 27 1.90 410 1672128 1653590
N109/10c O 44 / 36 1.19 630 1672132 16772127 2, 8, 9
48 / 32 1.45 530 1672131 1672126

1. PTO type b, with flange diameter 90 mm, 4-hole

2. PTO type c, with direct pump connection, ISO 7653
4. PTO type b, with flange, diameter 100 mm, 6-hole
7. Direction of rotation clockwise
8. Direction of rotation counter clockwise
9. Duration of operation, continuous
10. Duration of operation, < 60 min.

Gearbox Allison 3000, 3200 ( 3.49 - 0.75 and 3.49 - 0.65) and 3500 ( 4.59 - 0.75 and 4.59 - 0.65)

Type Loc. Gear Speed Maximum RAPIDO Notes

6
ratio factor torque [Nm] reference
277XGFJP-D5XY 31 / 41 1.03 405 / 285 1339954 2, 8
R
277XSFJP-D5XX 39 / 33 1.61 335 / 235 1339952 4, 8
859XGFJP-D5AC 24 / 43 0.76 780 / 550 1604963 4, 8
Permitted maximum torque for intermittent / continuous use (any duty cycle longer than 5 minutes is
classed as continous)
Permitted maximum torque for fir brigade application is 80% of the intermittent rating

2. Direct pump connection, ISO 7653

4. Flange, diameter 100 mm, 6-hole
8. Direction of rotation counter clockwise

Gearbox 8S1620 ( 13.80 - 1.00)

RAPIDO reference Notes

Type Loc. Gear Speed Max. No ZF-Intarder With
ratio factor torque
ZF-Intarder
[Nm] No With
Emergency Emergency
steering steering
(Selco1046) (Selco1045)
NH/1b 1425414 1425424 1, 7, 9
Z - 0.91 1000
NH/1c 1425415 1425425 2, 7, 9

Gearbox 8S1620 ( 13.80 - 1.00)

RAPIDO reference Notes

Type Loc. Gear Speed Max.
No ZF-Intarder With
ratio factor torque ZF-Intarder
[Nm] No With
Emergency Emergency
steering steering
(Selco1046) (Selco1045)
NH/4b U 32 / 25 1.17 1425420 1425435 1, 8, 10
27 / 30 0.82 1425422 1425439
R 32 / 25 1.17 1425416 1425426
27 / 30 0.82 430 1425418 1425432
NH/4c U 32 / 25 1.17 1425421 1425436 2, 8, 10
27 / 30 0.82 1425423 1425443
R 32 / 25 1.17 1425417 1425429
27 / 30 0.82 1425419 1425434
N221/10b U 37 / 30 1.13 870 1436293 1436298 1436297 4, 8, 9
40 / 27 1.35 730 1436289 1608486 1436295
6 44 / 23 1.75 560 1436292 1608487 1436294
46 / 21 2.00 470 1436290 1608488 1436296
N221/10c O 37 / 30 1.13 870 1386291 1386281 1608489 2, 8, 9
40 / 27 1.35 730 1386279 1386282 1386302
44 / 23 1.75 560 1386292 1386283 1608490
46 / 21 2.00 470 1386280 1386284 1386286
U 37 / 30 1.13 870 1685795
40 / 27 1.35 730 1685796
44 / 23 1.75 560 1685797
46 / 21 2.00 470 1685798

1. PTO type b with flange diameter 90 mm, 4-hole

Gearbox 8S1820, 8S2220 ( 11.54 - 0.84 )

ype Loc. Gear Speed Max. RAPIDO reference Notes

ratio factor torque No ZF-Intarder With
[Nm] ZF-Intarder
No With
Emergency Emergency
steering steering
(Selco1046) (Selco1045)
NH/1b 1425414 1425424 1, 7, 9
Z - 1.09 1000
NH/1c 1425415 1425425 2, 7, 9

Gearbox 8S1820, 8S2220 ( 11.54 - 0.84 )

ype Loc. Gear Speed Max. RAPIDO reference Notes

ratio factor torque
No ZF-Intarder With
[Nm] ZF-Intarder
No With
Emergency Emergency
steering steering
(Selco1046) (Selco1045)
NH/4b U 32 / 25 1.40 1425420 1425435 1, 8, 10
27 / 30 0.98 1425422 1425439
R 32 / 25 1.40 1425416 1425426
27 / 30 0.98 430 1425418 1425432
NH/4c U 32 / 25 1.40 1425421 1425436 2, 8, 10
27 / 30 0.98 1425423 1425443
R 32 / 25 1.40 1425417 1425429
27 / 30 0.98 1425419 1425434
N221/10b U 37 / 30 1.35 870 1436293 1436298 1436297 4, 8, 9
40 / 27 1.62 730 1436289 1608486 1436295
44 / 23 2.09 560 1436292 1608487 1436294 6
46 / 21 2.40 470 1436290 1608488 1436296
N221/10c O 37 / 30 1.35 870 1386291 1386281 1608489 2, 8, 9
40 / 27 1.62 730 1386279 1386282 1386302
44 / 23 2.09 560 1386292 1386283 1608490
46 / 21 2.40 470 1386280 1386284 1386286
U 37 / 30 1.35 870 1685795
40 / 27 1.62 730 1685796
44 / 23 2.09 560 1685797
46 / 21 2.40 470 1685798

1. PTO type b with flange diameter 90 mm, 4-hole

Gearbox 16S1620, 16S1920, 16S2020, 16S2220 and 16S2320 ( 16.41 - 1.00 )

Type Loc. Gear Speed Max. RAPIDO reference Notes

ratio factor torque No ZF-Intarder With
[Nm] ZF-Intarder
No With
Emergency Emergency
steering steering
(Selco1046) (Selco1045)
NH/1b 1425414 1425424 1, 7, 9
Z - 0.77 / 0.91 1000
NH/1c 1425415 1425425 2, 7, 9

Gearbox 16S1620, 16S1920, 16S2020, 16S2220 and 16S2320 ( 16.41 - 1.00 )

Type Loc. Gear Speed Max. RAPIDO reference Notes

ratio factor torque
No ZF-Intarder With
[Nm] ZF-Intarder
No With
Emergency Emergency
steering steering
(Selco1046) (Selco1045)
NH/4b U 32 / 25 0.98 / 1.17 1425420 1425435 1, 8, 10
27 / 30 0.69 / 0.82 1425422 1425439
R 32 / 25 0.98 / 1.17 1425416 1425426
27 / 30 0.69 / 0.82 430 1425418 1425432
NH/4c U 32 / 25 0.98 / 1.17 1425421 1425436 2, 8, 10
27 / 30 0.69 / 0.82 1425423 1425443
R 32 / 25 0.98 / 1.17 1425417 1425429
27 / 30 0.69 / 0.82 1425419 1425434
N221/10b U 37 / 30 0.95 / 1.13 870 1436293 1436298 1436297 4, 8, 9
40 / 27 1.14 / 1.35 730 1436289 1608486 1436295
6 44 / 23 1.47 / 1.75 560 1436292 1608487 1436294
46 / 21 1.68 / 2.00 470 1436290 1608488 1436296
N221/10c O 37 / 30 0.95 / 1.13 870 1386291 1386281 1608489 2, 8, 9
40 / 27 1.14 / 1.35 730 1386279 1386282 1386302
44 / 23 1.47 / 1.75 560 1386292 1386283 1608490
46 / 21 1.68 / 2.00 470 1386280 1386284 1386286
U 37 / 30 0.95 / 1.13 870 1685795
40 / 27 1.14 / 1.35 730 1685796
44 / 23 1.47 / 1.75 560 1685797
46 / 21 1.68 / 2.00 470 1685798

1. PTO type b with flange diameter 90 mm, 4-hole

Gearbox 16S1820, 16S2220, 16S2520 and 16S2720 ( 13.80 - 0.84 )

Type Loc. Gear Speed Max. RAPIDO reference Notes

ratio factor torque No ZF-Intarder With
[Nm] ZF-Intarder
No With
Emergency Emergency
steering steering
(Selco1046) (Selco1045)
NH/1b 1425414 1425424 1, 7, 9
Z - 0.91 / 1.09 1000
NH/1c 1425415 1425425 2, 7, 9

Gearbox 16S1820, 16S2220, 16S2520 and 16S2720 ( 13.80 - 0.84 )

Type Loc. Gear Speed Max. RAPIDO reference Notes

ratio factor torque
No ZF-Intarder With
[Nm] ZF-Intarder
No With
Emergency Emergency
steering steering
(Selco1046) (Selco1045)
NH/4b U 32 / 25 1.17 / 1.40 1425420 1425435 1, 8, 10
27 / 30 0.82 / 0.98 1425422 1425439
R 32 / 25 1.17 / 1.40 1425416 1425426
27 / 30 0.82 / 0.98 430 1425418 1425432
NH/4c U 32 / 25 1.17 / 1.40 1425421 1425436 2, 8, 10
27 / 30 0.82 / 0.98 1425423 1425443
R 32 / 25 1.17 / 1.40 1425417 1425429
27 / 30 0.82 / 0.98 1425419 1425434
N221/10b U 37 / 30 1.13 / 1.35 870 1436293 1436298 1436297 4, 8, 9
40 / 27 1.35 / 1.62 730 1436289 1608486 1436295
44 / 23 1.75 / 2.09 560 1436292 1608487 1436294 6
46 / 21 2.00 / 2.40 470 1436290 1608488 1436296
N221/10c O 37 / 30 1.13 / 1.35 870 1386291 1386281 1608489 2, 8, 9
40 / 27 1.35 / 1.62 730 1386279 1386282 1386302
44 / 23 1.75 / 2.09 560 1386292 1386283 1608490
46 / 21 2.00 / 2.40 470 1386280 1386284 1386286
U 37 / 30 1.13 / 1.35 870 1685795
40 / 27 1.35 / 1.62 730 1685796
44 / 23 1.75 / 2.09 560 1685797
46 / 21 2.00 / 2.40 470 1685798

1. PTO type b with flange diameter 90 mm, 4-hole

Gearbox 6AS700 (6.02 - 0.79 )

Type Loc. Direction of Gear Speed Maximum RAPIDO Notes

rotation ratio factor torque [Nm] reference
NL/1b 1, 9
Z clockwise - 0.57 600
NL/1c 2, 9
NL/4b anti-clock- 1, 10
U 32 / 25 0.73 350
NL/4c wise 2, 10

1. PTO type b, with flange diameter 90 mm, 4-hole

2. PTO type c with direct pump connection, ISO 7653
9. Duration of operation, continuous
10. Duration of operation, < 30 min.

Gearbox 6AS800 and 6AS1000 (6.58 - 0.78 )

Type Loc. Direction of Gear Speed Maximum RAPIDO Notes

rotation ratio factor torque [Nm] reference
NH/1b 800 ( 6AS800) 1, 9
Z clockwise - 0.53
NH/1c 1000 (6AS1000) 2, 9
NH/4b 1, 10
U anti-clockwise 32 / 25 0.67 350
NH/4c 2, 10

1. PTO type b, with flange diameter 90 mm, 4-hole

2. PTO type c with direct pump connection, ISO 7653
9. Duration of operation, continuous
10. Duration of operation, < 60 min.

Gearbox 12AS1220 and 12AS1420 ( 12.83 - 1.00 )

6 Type Loc. Direction of Gear Speed Max. RAPIDO Notes

rotation ratio factor torque [Nm] reference
NH/1b 1671921 1, 9
Z clockwise - 0.80 800
NH/1c 1671922 2, 9
NH/4b U 1780518 1, 10
R 1780516
32 / 25 1.02
NH/4c U 1780519 2, 10
R 1780517
anti-clockwise 430
NH/4b U 1671925 1, 10
R 1671923
27 / 30 0.72
NH/4c U 1671926 2, 10
R 1671924
NM AS/10b U 37 / 30 0.99 590 1671980 4, 9
40 / 27 1.18 510 1671982
44 / 23 1.53 420 1671984
anti-clockwise
NM AS/10c O 37 / 30 0.99 590 1671978 2, 9
40 / 27 1.18 510 1671976
44 / 23 1.53 420 1671974

1. PTO type b, with flange diameter 90 mm, 4-holes

2. PTO type c, with direct pump connection, ISO 7653
4. PTO type b, with flange diameter 100mm, 6-holes
9. Duration of operation, continuous
10. Duration of operation, < 60 min.

Gearbox Gearbox 12AS1420 and 12AS1620 ( 10.37 - 0.81 )

Type Loc. Direction of Gear ratio Speed Maximum RAPIDO

rotation factor torque reference Notes
[Nm]
NH/1b 1671921 1, 9
Z clockwise - 0.99 800
NH/1c 1671922 2, 9
NH/4b U 1671925 1, 10
R anti-clock- 1671923
27 / 30 0.89 430
NH/4c U wise 1671926 2, 10
R 1671924
NM AS/10b U 37 / 30 1.22 590 1671980 4, 9
40 / 27 1.47 510 1671982
anti-clock- 44 / 23 1.89 420 1671984
wise
NM AS/10c O 37 / 30 1.22 590 1671978 2, 9
40 / 27 1.47 510 1671976
44 / 23 1.89 420 1671974

1.
2.
PTO type b with flange diameter 90 mm, 4-hole
PTO type c with direct pump connection, ISO 7653
6
4. PTO type b with flange diameter 100 mm, 6-hole
9. Duration of operation, continuous
10. Duration of operation, < 60 min.

Gearbox 12AS1930, 12AS2130, 12AS2330, 12AS2530 ( 12.33 - 0.78 ) and 12AS2940 ( 12.29 - 0.78)

Type Loc. Gear Speed Maximum RAPIDO reference Notes

ratio factor torque No With
[Nm] ZF-Intarder ZF-Intarder
NH/1b 1448298 1448308 1, 7, 9
Z - 1.35 1000
NH/1c 1448299 1448309 2, 7, 9
NH/4b U 1448306 1448331 1, 8, 10
R 1448302 1448327
27 / 30 1.22 430
NH/4c U 1448307 1448332 2, 8, 10
R 1448303 1448328
NAS/10b U 35 / 32 1.48 710 1448219 1448236 4, 8, 9
32 / 25 1.73 580 1448218 1448235
35 / 22 2.15 490 1448217 1448234
NAS/10c O 29 / 38 1.03 730 1613796 1613807 2, 8, 9
32 / 35 1.24 720 1613797 1613808
U 29 / 38 1.03 730 1685788 1685819
32 / 35 1.24 720 1685789 1685820
NAS/10b + U 29 / 28 1.40 600 2, 4, 8, 9
1613800 1613811
NAS/10c O 29 / 38 1.03 730

Gearbox 12AS1930, 12AS2130, 12AS2330, 12AS2530 ( 12.33 - 0.78 ) and 12AS2940 ( 12.29 - 0.78)

Type Loc. Gear Speed Maximum RAPIDO reference Notes

ratio factor torque
No With
[Nm] ZF-Intarder ZF-Intarder
NAS/10b + U 32 / 25 1.73 580 2, 4, 8, 9
1613799 1613810
NAS/10c O 32 / 35 1.24 720
NAS/10b + U 35 / 22 2.15 490 2, 4, 8, 9
1613798 1613809
NAS/10c O 35 / 32 1.48 710

1. PTO type b with flange diameter 90 mm, 4-hole

Note: with two active PTO's, NAS/10b+c, the maximum allowed torque on the lay shaft is reduced to
1000Nm. The pump connection is always in the upper and flange connection is in the lower position.

6
Gearbox 12AS1630, 12AS1930, 12AS2130, 12AS2330 and 12AS2540 ( 15.86 - 1.0 )

Type Loc. Gear Speed Maximum RAPIDO reference Notes

ratio factor torque No With
[Nm] ZF-Intarder ZF-Intarder
NH/1b 1448298 1448308 1, 7, 9
Z - 0.82 1000
NH/1c 1448299 1448309 2, 7, 9
NH/4b 32 / 25 1.05 1448304 1448329 1, 8, 10
U
27 / 30 0.74 1448306 1448331
32 / 25 1.05 1448300 1448310
R
27 / 30 0.74 1448302 1448327
430
NH/4c 32 / 25 1.05 1448305 1448330 2, 8, 10
U
27 / 30 0.74 1448307 1448332
32 / 25 1.05 1448301 1448326
R
27 / 30 0.74 1448303 1448328
N AS/10b 37 / 20 1.51 430 1448210 1448227 4, 8, 10
U 40 / 17 1.93 400 1448209 1448226
41 / 16 2.10 360 1448208 1448225
N AS/10c 37 / 30 1.01 690 1613792 1613803 2, 8, 10
O 40 / 27 1.21 670 1613791 1613802
41 / 26 1.29 630 1613790 1613801
37 / 30 1.01 690 1685784 1685814
U 40 / 27 1.21 670 1685783 1685813
41 / 26 1.29 630 1685782 1685812

Gearbox 12AS1630, 12AS1930, 12AS2130, 12AS2330 and 12AS2540 ( 15.86 - 1.0 )

Type Loc. Gear Speed Maximum RAPIDO reference Notes

ratio factor torque
No With
[Nm] ZF-Intarder ZF-Intarder
NAS/10b+ U 37 / 20 1.51 430 2, 4, 8, 10
1613795 1613806
NAS/10c O 37 / 30 1.01 690
NAS/10b+ U 40 / 17 1.93 400 2, 4, 8, 10
1613794 1613805
NAS/10c O 40 / 27 1.21 670
NAS/10b+ U 41 / 16 2.10 360 2, 4, 8, 10
1613793 1613804
NAS/10c O 41 / 26 1.29 630

1. PTO type b with flange diameter 90 mm, 4-hole

2. PTO type c with direct pump connection, ISO 7653
4. PTO type b with flange diameter 100mm, 6-hole
7. Direction of rotation clockwise
8. Direction of rotation counter clockwise
9. Duration of operation, continuous
10. Duration of operation, < 60 min.

Note: with two active PTO's, NAS/10b+c, the maximum allowed torque on the lay shaft is reduced to
1000Nm.The pump connection is always in the upper and flange connection is in the lower position.
6

Gearbox 16AS2630 ( 14.12 - 0.83 )

Type Loc. Gear Speed Maximum RAPIDO reference Notes

ratio factor torque No With
[Nm]
ZF-Intarder ZF-Intarder
NH/1b 1448298 1448308 1, 7, 9
Z - 1.11 1000
NH/1c 1448299 1448309 2, 7, 9
NH/4b U 1448306 1448331 1, 8, 10
R 1448302 1448327
27 / 30 1.00 430
NH/4c U 1448307 1448332 2, 8, 10
R 1448303 1448328
NAS/10b U 35 / 32 1.21 710 1448219 1448236 4, 8, 9
32 / 25 1.42 580 1448218 1448235
35 / 22 1.77 490 1448217 1448234
NAS/10c O 29 / 38 0.85 730 1613796 1613807 2, 8, 9
32 / 35 1.02 720 1613797 1613808
NAS/10b + U 29 / 28 1.15 600 2, 4, 8, 9
1613800 1613811
NAS/10c O 29 / 38 0.85 730
NAS/10b + U 32 / 25 1.42 580 2, 4, 8, 9
1613799 1613810
NAS/10c O 32 / 35 1.02 720
NAS/10b + U 35 / 22 1.77 490 2, 4, 8, 9
1613798 1613809
NAS/10c O 35 / 32 1.21 710

1. PTO type b with flange diameter 90 mm, 4-hole

2. PTO type c with direct pump connection, ISO 7653
4. PTO type b with flange diameter 100mm, 6-hole
7. Direction of rotation clockwise
8. Direction of rotation counter clockwise
9. Duration of operation, continuous
10. Duration of operation, < 60 min.

Note: with two active PTO's, NAS/10b+c, the maximum allowed torque on the lay shaft is reduced to
1000Nm.The pump connection is always in the upper and flange connection is in the lower position.

6.7 SECOND PTO

Second PTO for CF75 - CF85 and XF Series

12AS1220 12AS1220
N221/10 12AS1420 12AS1420
in
combi-
nation 12.79-1.00 10.37-0.81
with

6 Type Loc. Gear

ratio
Speed
factor
Speed
factor
PTO
reference
Notes

NL/1b 1399245 3, 7, 9
Z - 0.80 / 0.99 0.99 / 1.22
NL/1c 1399246 2, 7, 9
NL/4b U 27 / 30 0.72 / 0.89 0.89 / 1.10 1399304 3, 6, 8, 10
32 / 25 1.02 / 1.27 1.27 / 1.56 1399250
R 27 / 30 0.72 / 0.89 0.89 / 1.10 1399252
32 / 25 1.02 / 1.27 1.27 / 1.56 1399247
NL/4c U 27 / 30 0.72 / 0.89 0.89 / 1.10 1399305 2, 6, 8, 10
32 / 25 1.02 / 1.27 1.27 / 1.56 1399251
R 27 / 30 0.72 / 0.89 0.89 / 1.10 1399302
32 / 25 1.02 / 1.27 1.27 / 1.56 1399249

2. Direct pump connection, ISO 7653

3. Flange diameter 75mm, 6-hole
6. Mounting position R in combination with NM AS/10
U, mounting position U in combination with NM AS/
10 O
7. Direction of rotation clockwise
8. Direction of rotation counter clockwise
9. Duration of operation, continuous at max. torque
600Nm
10. Duration of operation, < 60 min. at max. torque
430Nm

8S1620 8S1820 16S1820 16S1620

N221/10 8S2220 16S2020 16s1920
in 16S2520 16S2020
combi- 16S2720 16S2220
nation
with 13.80-1.0 11.54-0.84 13.80-0.84 16.41-1.0

Type Loc. Gear Speed Speed Speed Speed PTO

Notes
ratio factor factor factor factor reference
NL/1b 1399245 3, 7, 9
Z - 0.91 1.09 0.91 /1.09 0.77 / 0.91
NL/1c 1399246 2, 7, 9
NL/4b U 27 / 30 0.82 0.98 0.82 / 0.98 0.69 / 0.82 1399304 3, 6, 8, 10
32 / 25 1.17 1.40 1.17 / 1.40 0.98 / 1.17 1399250
R 27 / 30 0.82 0.98 0.82 / 0.98 0.69 / 0.82 1399252
32 / 25 1.17 1.40 1.17 / 1.40 0.98 / 1.17 1399247
NL/4c U 27 / 30 0.82 0.98 0.82 / 0.98 0.69 / 0.82 1399305 2, 6, 8, 10
32 / 25 1.17 1.40 1.17 / 1.40 0.98 / 1.17 1399251
R 27 / 30 0.82 0.98 0.82 / 0.98 0.69 / 0.82 1399302
32 / 25 1.17 1.40 1.17 / 1.40 0.98 / 1.17 1399249
6
6.8 TRANSFER BOX

Transfer case PTO

Re-location of the tachograph speed sensor from
outputshaft gearbox to outputshaft transfercase
(to rear-axle) is required.
Also new tachograph calibration is mandatory.
In case the transfercase does not have a 1:1 ratio
between input shaft speed and output shaft
speed (to rear axle) also new vehicle system
software is required.
For the use of PTO's on transfer cases or for the
use of the transfer case as a PTO, you should
always contact DAF.

6.9 PTO OPERATION

The cable harnesses of all DAF series are as

standard prepared for PTO control wiring from
the rear of the dashboard central console to the
BBM (for LF Series to VIC) unit and from the BBM
(for LF Series from VIC unit to the bulkhead lead-
through. In the CF and XF series, the wiring from
the bulkhead lead-through to the relevant
electrical connection in the chassis upto the
gearbox i also provided. On LF vehicles, the PTO
switch can be mounted in the dashboard and
directly connected, but on CF and XF vehicles a
switch and a cable harnes is required. All
switchable PTO's are controlled by an electrical

switch on the dashboard, interlock conditions in

the BBM (for LF Series in the VIC) an electric/
pneumatic valve in the chassis and a status
return switch. On vehicles ex-works supplied with
PTO preparation (except for LF and CF65 Series
vehicles equipped with Allison Automatic
Gearboxes), the PTO switch and wiring to BBM
(for LF Series to VIC) is fitted in the reserved
place in the dashboard and also additional wiring
from gearbox to E/Pvalve and the E/Pvalve itself
are fitted.
For PTO control and protection, see chapter
7.23: "LF series PTO control / protection",
7.30: "CF series PTO control / protection", or
7.36: "XF series PTO controls / protection".
Dashboard switches are available as accessories
from DAF Parts; for the part numbers concerned
see chapter 8: "Part numbers".
The vehicles of the LF and CF65 Series are
prepared for PTO1 operation only, which is
controlled and checked via the VIC.
The CF65 Serie does have the cab preparation
for two PTO's via VIC, the chassis wiring loom
6 however is only suitable for one PTO control and
status return.
For the CF75/85 and XF Series, the operating
system for at most 2 PTO's can be supplied ex-
works, although three PTO switch positions are
provided i the dashboard. They can be used, for
instance:
- for a first PTO on the gearbox,
- for a second PTO on the gearbox and
- for an engine-dependent PTO.
For positions reserved for PTO switches, see
chapters 7.20: "LF series cab connections" ,
7.25: "CF series cab connections", 7.32: "XF
series cab connections".
The range of available PTO's is linked to a
specific PTO switch as is shown in the following
table:
PTO1 switch PTO2 switch

Engine PTO --
Engine PTO N../1 or N../4
Engine PTO N../10
Engine PTO Chelsea
-- N../10
N../1 or N../4 N../10
N../1 or N../4 --
NAS/10 b or c --

PTO1 switch PTO2 switch

-- Chelsea
NAS/10 b NAS/10c

For N../10 PTO's, always the version with clutch

protection must be specified.
If an N221/10 PTO is fitted at a later stage, the
electrical system should be adapted (relay G259
should be added).
The N../10 PTO and a Chelsea PTO are always
operated by the PTO2 switch and VIC interlocks.
For further information, consult DAF.

6.10 COMPRESSED AIR SYSTEM

Modifications to the vehicle brake system must

NOT be made without the prior written permission

}
of DAF.
Mechanical damage to the
components of the brake system, in
whatever form, should always be
6
avoided.

All vehicle series

Air consumers can be connected an unused port
of the air distribution unit (A) of circuit 4 of the
CF75/85 and XF Series (this unit is connected to
port 24 of the APU valve and is located on the left-
hand side of the cab, behind the entrance steps).
The air distribution unit on the FT CF and XF
Series, WB 3.60m and 3.80m only, is located at
the left side of the chassis in between the flanges 28 24
of the K-crossmember.
The LF and CF65 Series, except when equiped 20070604-019

with air suspension or ASR, have an air pipe in Port for connection of air consumers to APU
the right hand side member sealed with a red valve
bung, which should be replaced with a standard
DAF fitting to suit the feed required. Air could also
be taken from the auxiliary circuit, port 28, by
removing the blanking plug and fitting an M12
adapter.
Various tee couplings and other couplings are
available through DAF Parts. For the part
numbers, see the DAF Parts product range
documentation and section 8.10: "Adapters air

}
system".
The minimum system pressure is
8.8≥0.2bar, the maximum system
pressure is 10.4≥0.2bar for LF, CF and
XF Series.

General remarks
Before the APU valve and in system circuit 4,
there is no supply of compressed air therefore it
is essential that external air consumers should
only be supplied with air when the vehicle engine
is running.
Furthermore, it is highly important that,
irrespective of circumstances and the volume of
supplied air, the cut-out pressure of the governor
is periodically reached (at least 6 times per hour) Circuit 4 air distribution unit (CF75/85 and XF
to allow the air dryer element to regenerate while Series)
the compressor is running unloaded.
The regeneration cycles of the air dryer should
always be adhered to, to avoid the possibility of
degeneration of the crystals in the air dryer filter
element as a result of unduly frequent and
prolonged presence of moisture, and also to
prevent freezing in periods of frost.
Maximum permitted average air consumption
If the compressor is used in accordance with the
method described above, the maximum
permitted average air consumption on CF75-85
6 and XF vehicles is 70 l/min* (continuous
operation) at engine speeds = 1200 rpm (XF,
CF85) or = 1400 rpm (CF75).
* Air volume at atmospheric pressure.
To guarantee the full compressor service life time
and also meet the statutory requirements for
compressed air systems for trucks, it is important
that:
- the 25% limit of loaded compressor
operation during the load cycle of the air
compressor should not be exceeded. This
means that during any period of 10 minutes
the compressor must not run longer than 2.5
minutes without a break;
- after installation and/or during use of the
external air consumption system, the vehicle
should fully comply with the ECE-R13/09
(EBS brake system) and 98/12EC
(conventional brake systems) directives.
If the limit values of the compressor load cycle are
exceeded frequently and/or for longer periods,
this will lead to increased oil consumption and a
shorter service life of the air compressor, the air
dryer/element and the governor valve (APU).
If any of the above-mentioned conditions cannot
be met, the fitting of a second (external)
compressor, combined with a twin-chamber air
dryer, is recommended. The second compressor
can be driven by a PTO or have its own drive unit.
Depending on vehicle type, air system capacity
and vehicle options, extra air tanks can be used
in combination with increased air dryer capacity.

Extra air consumers in the cab

The coupling for extra air consumers in the cab
CF
of CF and XF vehicles is shown in the opposite
C
drawing. The air pipes can directly be connected
to the unused ports. For reasons of safety, it is not C D DD
allowed to connect air consumers at other points XF
of the compressed air system. C

C DDED
C= Ø 8 mm
D= Ø 6 mm
E= Ø 4 mm

G000308

Horn
All CF and XF cabs, including Space Cab
versions, are provided with a non-connected 6
mm pipe, running from underneath the driver's
seat via the B pillar to the mounting place for a
horn on the cab roof above the door on the
driver's side.

6.11 AIR FEED, TIPPER

PREPARATION 6
By ordering the option "air feed/tipper
preparation" Selco 4331, the cab will be prepared
with six air pipes and an indication light, thus
preventing unnecessary opening of the cab
interior panels.

The air pipes wil be positioned from underneath

the floor covering under the driver seat, via the
threshold and a-pillar through the cab floor next to
the steering column. The air pipes will have an
outside diameter of 6mm and protrude appr. 1
meter outside the cab.

The tipper indication light will be positioned in the

panel at the LHS of the steering wheel, for LHD
vehicles. Pin 2 and 3, in the black 12 pole
application connector for spare wires for body
functions A103, positioned behind the right front
mudguard can be used to switch on the indication
light.

6.12 HEATING SYSTEM

A heating system for the load area may be

connected to the engine cooling system. Its
effectiveness depends on the amount of residual
heat produced by the engine at that moment. If a
heating system is connected to the engine
cooling system without any further provisions,
this may have an adverse effect on the capacity

of the cab heater. An engine which does not

reach its operating temperature uses more fuel
and, in the longer term, additional engine wear
may occur. Critical factors for the engine
temperature are a low load collective (low GVM/
GCM, level load) and low ambient temperatures.
Conditions:
- Use of a system with a thermostat must
ensure that the engine temperature cannot
fall below the minimum operating
temperature (approx. 87 C for the CF75, and
CF85 series and approx. 79 C for the XF
series, measured before the thermostat).
This body thermostat, if fitted in the supply
line, should open at most 5 C earlier than the
engine thermostat.
- The present DAF thermostats (CF75/85 and
XF series) meet the following criteria:
- opening temperature between 87+ 1 C
and 87-2 C for CF75/85 vehicles with
direct coolant return;
- opening temperature between 83+ 1 C
and 83-2 C for XF vehicles and for CF
vehicles with indirect coolant return,
6 fitted with automatic transmission or
Intarder
- closing temperature 2 to 3 C lower.
- No more than 10 litres may be added to the
engine coolant circuit, in view of the available
capacity of the header tank (not in the case
of transmission cooling).
- The connection to the engine cooling system
must be made parallel to the existing circuit,
using pipes with an inside diameter not
exceeding 20 mm. The engine cooling
system is supplied with external "indirect"
coolant line for all superstrucure versions.
This coolant line contains a 1 1/4" BSP
connection, just before the thermostat
house, which can be used for connection of
supply line for the additional cooling system
of the body builder. The return line of this
system has to be connected to the coolant
pump suction line. In the case of the CF75
series, DAF should be consulted.
A connection to the existing heater circuit of the
engine is advised against in all cases because
the (already limited) heater flow will then again be
divided, as a result of which line resistance will be
increased and the capacity of both systems will
be reduced.
- The flow through the superstructure circuit is
max. 60 l/min. The nominal capacity of the
coolant pump averages between 400 and
500 l/min, depending on line resistance and
pressure.

- Under these conditions, the drop in engine

temperature (äTengine,av) must not exceed
6 C!
- Pipes should, where possible, be fitted in a
straight line, without sagging. Bleed nipples
should be provided at the highest points in
the system.
- If desired, the heating system may be
supplemented with an auxiliary heater. In
that case, an extra header tank should be
added to the system (see general
arrangement drawing).
System designs must always be submitted to
DAF for verification!
6

4 5 10

3 9
7
1
7
8
6
2

97122901-008

Example of a heating system with extra heating unit

1 = engine thermostat
2 = coolant pump
3 = radiator
4 = vehicle header tank
5 = superstructure thermostat
6 = extra heating unit
7 = non-return valves
8 = heat exchanger
9 = heater valve
10 = superstructure header tank

ELECTRICAL SYSTEM
Electrical system

Page Date
7.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187 200813
7.2 Safety instruction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187 200813
7.3 Circuit diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187 200813
7.4 Earth connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189 200813
7.5 Wire cross-section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189 200813
7.6 Assisted starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190 200813
7.7 Charging batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191 200813
7.8 Peak voltages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192 200813
7.9 EMC compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192 200813
7.10 Data communication CAN SAE J1939 / ISO 11898 (including FMS) . . . . . . . . 194 200813
7.11 Data communication CANopen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196 200813
7.12 Data communication ISO 11992/2 & 11992/3 . . . . . . . . . . . . . . . . . . . . . . . . . . 197 200813
7.13 Maximum load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198 200813
7.14 Additional batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199 200813
7.15 Additional alternator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 200813
7.16 Connection points, locations and permitted load . . . . . . . . . . . . . . . . . . . . . . . . 200 200813
7.17 DAF dashboardpanel switches and indication lights . . . . . . . . . . . . . . . . . . . . . 203 200813
7.18 Engine speed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203 200813
7.19 LF series accessories connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205 200813
7.20 LF series cab connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208 200813
7.21 LF and CF65 series chassis connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212 200813
7.22 LF series ESC control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214 200813
7.23 LF series PTO control / protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226 200813
7.24
7.25
CF series accessories connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
CF series cab connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
200813
200813 7
7.26 CF75 and CF85 series chassis connections . . . . . . . . . . . . . . . . . . . . . . . . . . . 243 200813
7.27 CF65 series ESC control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245 200813
7.28 CF75 - CF85 ESC system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247 200813
7.29 CF75 - 85 series FMS system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267 200813
7.30 CF series PTO control / protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272 200813
7.31 XF series accessories connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277 200813
7.32 XF series cab connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 288 200813
7.33 XF series chassis connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293 200813
7.34 XF series ESC control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295 200813
7.35 XF series FMS system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295 200813
7.36 XF series PTO controls / protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295 200813
7.37 Trailer connection points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299 200813
7.38 Automated and automatic gearboxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 200813
7.39 Anti-theft protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304 200813
7.40 Electrical retarders. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305 200813
7.41 CAN Extention Box (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305 200813
7.42 Body Builders' Module (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306 200813
7.43 Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307 200813
7.44 Body Builders' CAN J1939 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309 200813
7.45 Taillift preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311 200813
7.46 Axle load monitoring (ALM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313 200813
7.47 Refuse preparation LF Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315 200813
7.48 Refuse preparation CF Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318 200813

7. ELECTRICAL SYSTEM
7.1 GENERAL

In many cases, the bodybuilder will connect the

electrical system of the vehicle and that of the
body, together. It is therefore essential that the
following general guidelines be accurately
followed, because the slightest disruption could
result in failure of the complete system or parts of
the system, as a consequence of which the entire

}
vehicle may cease to operate.
It is strictly forbidden to make an
electrical connection to the wiring of
the vehicle, except via the
connection points indicated as such,
by DAF. For suitable connection
points in the cab and on the chassis,
see a description later in this
section.

7.2 SAFETY INSTRUCTION

Electrical equipment added to the electrical

system of the chassis may not behave in such a
way that the standard system of the chassis, or
7
safety in general, is negatively affected.
Under all circumstances, first disconnect the
positive terminal of the battery, when working
on the electrical system.
Note:
For welding work, follow the instructions laid
down in section 2.3: "Welding on the chassis"

7.3 CIRCUIT DIAGRAM

For the electrical (circuit) diagrams for DAF

vehicles refer to the Sales Engineering
department at DAF. Also the local DAF dealer
has electrical diagrams available in the workshop
manuals.
If applicable, the bodybuilder should make
additional circuit diagrams available, which must
be added to the other documentation required to
be kept in the vehicle. In the event of breakdown
and/or repair, this permits more efficient working.
Marking of wiring
The marking system consists of a numerical and
a colour coding system, according to which the
wiring is clearly classified, and connection and
manufacturing errors are avoided.

The numerical coding consists of four figures, the

first figure of which refers to the main group and
the colour.
Main group
Power supply (red)
1000 t/m 1099 Voltage generation
1100 t/m 1199 Power supply before contact
1200 t/m 1499 Power supply after contact

Lighting (yellow)
2000 t/m 2099 Direction and alarm lighting
2100 t/m 2599 External vehicle lighting
2600 t/m 2999 Internal vehicle lighting

Warning and control functions (blue)

3000 t/m 3399 Engine functions
3400 t/m 3999 Vehicle functions

Consumers (black)
4000 t/m 4499 Start, stop, engine and glowing functions

7 4500
5500
t/m
t/m
5499
5999
Vehicle functions
Automatic gearboxes
6000 t/m 6999 Special version (not ex-production line; ex-
factory)

Earth (white)
Not marked
9000 t/m 9499 Test and signal earth

LF, CF & XF105 series

SAE J 1939 / ISO 11898 I-CAN wiring (twisted)
3565 Dedicated Vehicle Controller-Dash Display CAN-L (yellow)
3566 Dedicated Vehicle Controller-Dash Display CAN-H (grey)
SAE J 1939 / ISO 11898 V-CAN wiring (twisted)
3780 Vehicle CAN bus 1 CAN-L (yellow)
3781 Vehicle CAN bus 1 CAN-H (red)
3700 Vehicle CAN bus 2 CAN-L (yellow)
3701 Vehicle CAN bus 2 CAN-H (blue)
SAE J1939 / ISO 11898 FMS-CAN wiring (twisted)
3782 D-CAN CAN-L (yellow)
3783 D-CAN CAN-H (green)
ISO 11992/2 EBS-CAN wiring (twisted)
3558 Dedicated EBS Trailer connection CAN-L (white)

3559 Dedicated EBS Trailer connection CAN-H (blue)

BB-CAN or CANopen
3810 BBM output CAN-L (yellow)
3811 BBM output CAN-H (orange)
ISO 11992/3 Truck Trailer interfacing (not for LF)
3812 Dedicated TT-CAN (truck-trailer) connection CAN-L (white/brown)
3813 Dedicated TT-CAN (truck-trailer)connection CAN-H (white/green)

7.4 EARTH CONNECTIONS

When using electronic systems, a differentiation

is made between earth connections. There are
two different types of earth, namely power earth
and test or signal earth. The wire colour for both
types of earth is white, but the test and signal
earth wiring is marked with code numbers (from
9000 to 9500). The test and signal earth is the
earth which should be used exclusively for the
DAF electronic systems and components.
In the LF, CF and XF series, the chassis is
connected to the earth, i.e. the negative terminal
of the battery.
If more than 50A is taken off, the earth cables for
extra power consumers must be connected to the
7
G000460
negative terminal of the battery. Always check
whether the used connections and wires are
suited for the current expected. The colour code
for the central earthing system is white, without

}
numerical codes.
It is not permitted to make a
connection to the white wiring with
numerical coding 9000 to 9500. This
is the central earthing system for all
DAF electronic components in the

}
vehicle.

It is not permitted to make a

connection to any other earth wiring,
other than the ones available in the
application connectors. Alternative
is connecting to the M6 bolts on the
cab floor at the co-driver side inside
cab

7.5 WIRE CROSS-SECTION

The minimum cross-section of cables is shown in

the following table. Above all for higher currents,
the cable length should be kept as short as
possible.

Cross-section wiring in relation to (continuous) current strength [amp.]

Wire cross-section < 3 m. < 6 m. < 9m. > 9 m.
[mm2]
1 9 5 4 -
1.5 22.5 13.5 7.5 6
2.5 37.5 22.5 12.5 10
4 60 36 20 16
6 90 54 30 24
10 150 90 50 40
16 240 144 80 64
25 375 225 125 100
35 525 315 175 140
50 750 450 250 200
70 1050 630 350 280
95 1425 855 475 380
120 1800 1080 600 480

The minimum wire cross-section for the

connection cable between the starter motor and
the batteries depends on the length of the cables.
Because for the starter motor cabling, the high
7 current levels are of a short duration only, the
permitted current per length category may be
increased by a factor of 1.5.
The cable used should be of automotive quality
and have temperature resistance upto 120 C
minimum.

7.6 ASSISTED STARTING

Assisted starting
The starting of a vehicle using separate batteries
(approx. 24V) or using another vehicle with
running engine (approx. 28V) is permitted. In this
case, the battery cables may not be
disconnected. First install the starter cables on
the 'positive terminal' and then on the 'negative
terminal'. When removing the cables, first remove
the cable from the 'negative terminal' and then
from the 'positive terminal'.
If the batteries are entirely flat, and the engine is
running, using starter cables and an auxiliary
battery:
- switch on as many power consumers as
possible, in order to prevent load dump /
peak voltages that can damage the
electronics of the vehicle.
- then disconnect the starter cables from the
auxiliary battery ( negative cable first!!),

- then switch off the switched-on consumers.

- Excessive voltages can damage the
electrical components of the various
systems. Therefore always first check the
terminal voltage.
Note:
Never start the vehicle using a quick-charger.
Electronic devices may be damaged due to high
voltage levels!

7.7 CHARGING BATTERIES

When charging the batteries, both battery cables

must be disconnected. Then first connect the
'positive clamp' of the charger to the 'positive
terminal' of the battery. Then connect the
'negative clamp' to the 'negative terminal'.
Only use a 'quick charger' if the batteries are
disconnected from the vehicle. During 'normal
charging' (< 28.5 volt charge voltage), the battery
clamps may remain connected.
Also ensure a well ventilated environment, and
avoid sparks and open flames. Following
charging, first switch off the charger. On then
remove the 'negative clamp' followed by the
7

}
'positive clamp'.
The battery cables may not be
removed with the engine running.

First allow frozen batteries to

defrost, before charging.

Electronic components are

extremely sensitive to overloading
of the electrical circuit. High
voltages or long-term overloading
can damage the built-in fuses and
subsequently the components in
such a way that the components
require replacement.

7.8 PEAK VOLTAGES

Peak voltages
All power consumers to be added must be +
protected against inductive peak voltages.
A diode protection system according to the a
following circuit diagram may be installed.
Inductive peak voltages at a minimum of 50 Hz
may not exceed 40 V. Above this level, the
electrical system may be damaged. The b
protection diode should be positioned as close as
min.
possible to the power consumer causing the peak 50 Hz
voltages.
c
See the following circuit diagram
a = fuse d
max.
b = switch 40V
c = diode
d = power consumer
96120404-640

7.9 EMC COMPATIBILITY

Electromagnetic compatibility
Electromagnetic compatibility (EMC) should be
7 taken to mean the degree of insensitivity of
electrical systems to electromagnetic
interference (EMI). EMI interference can be
broken down into the following classifications:
1. Interference caused by magnetic fields
which are in principle present close to all
electrical appliances. Major sources of
interference include transmission masts (e.g.
for radio, television and mobile telephony)
and electricity pylons.
2. Electromagnetic radiation generated by
components in the vehicle itself. Major
sources of interference are the generator,
electromagnets, motors for electrical window
operation, etc. and electronic units.
3. The influence of the systems upon one
another, caused by switching signals.
In order to minimise the influence of
electromagnetic interference, the bodybuilder
should take account of the following points of
departure:
- electronic systems added to the DAF chassis
must be certified according to EMI legislation
95/54/EEC;
- for every system, a separate power supply
wire and earth should be used. Only the
power supply points and earths should be
used, as described in the DAF After Sales
system manuals (see various info in this
section);

- the wiring should be positioned as close as

possible to the DAF cable harness in the cab
and in the chassis; always install the cable
harness on the inside of the chassis, in order
to prevent external radiation from
electromagnetic fields, as far as possible;
- the wiring for components sensitive to EMI
(consult with suppliers) must be twisted;
- excessively long wiring must be shortened,
and the use of loops must be avoided; by
carefully tying the cable harness, sensitivity
can be reduced.
Generally speaking, portable telephones and
transmitting equipment without an external
antenna should not be used in the cab. The
extremely high field strengths generated by these
appliances in the cab can result in irregular
behaviour or failure of electronic systems. Such
equipment can also be harmful to health,
because of the high electromagnetic fields.
Installation should therefore be carried out by
approved installation stations, whereby the
correct connection of the external antenna must
be verified.
The use of handheld portable telephones close to
a vehicle with the contact switched on must be
avoided.
For 27MC, 2m band and satellite communication
7
equipment, the same applies as for portable
telephones.
Note:
Minimum currents for input and output signals of
8mA is required. The recommended value is 20
mA. This to ensure that no disturbance due to
environmental conditions (EMC See 7.9: "EMC
compatibility") occurs.
Also in case of lower currents used, an error
detection due to too low load on the wire
connected can occur (depending on the
application)

Note:
Digital input signals comply to IEC1131-2 type 2
inputs, unless otherwise stated.
PNP only
Level0 U<5V
Level1 U>11V

Note:
Digital output signals comply to specification
below, unless otherwise stated.
PNP only
Level0 U<2V
Level1 U>11V
Max power see system or application
specification

7.10 DATA COMMUNICATION CAN

SAE J1939 / ISO 11898
(INCLUDING FMS)

In the LF, CF and XF series, in addition to the

already known systems, a number of new
systems are used. These systems are intended
to further increase ease of use, effectiveness and
safety of the vehicle. The components including
these systems are generally installed in the cab.
Examples of these new systems (with
appropriate abbreviations) are the following:
- Vehicle Intelligence Centre (VIC-2)
- DAF Instrument Pack (DIP-4)
- Engine management FR and GRPACCAR-
Cummins engines (ECS-DC4)
- Engine management MX and PR engine
(DMCI)
- Body Builders' Module (BBM)
- Controller Area Network (CAN databus)
VIC/DIP
The VIC-2 is the central processing unit from
where all information is co-ordinated. The
function of the VIC-2 includes converting the
information received from vehicle systems,

7 switches, sensors, etc. into protocols for the

various vehicle systems, and subsequently
passing on this information, in coded form. For
example, in this way all information is exchanged
with the instrument panel. Together with the
protocols, messages are placed on the CAN
network (CAN databus) in order of importance. At
DAF, use is made of multiple CAN networks,
namely the V-CAN 1 and/or 2 (Vehicle CAN), the
I-CAN (Instrument CAN), the D-CAN (diagnosis
and FMS-CAN) and the BB-CAN (Body Builder
CAN). The VIC is connected to the vehicle
system via the V-CAN (1 and/or 2), and the
electronic instrument panel (DIP-4) via the I-CAN.
The V-CAN-2 and BB-CAN are not in the
architecture of the LF series electronics.
CAN-bus
The CAN databus is in principle a distribution
network of various electronic signals. The pulsed
digital signals represent coded messages. These
can be transmitted, received and processed by all
systems connected to the network. Each system
takes up the information it requires, from the
network. In this way, a signal which is generated
by one system can also be used by other
systems. In addition, each network consists of
two lines: CAN-H (high) and CAN-L (low). The
wires for these two lines are twisted (without

shielding) in order to prevent magnetic influence

from one another and from outside. CAN wiring is
therefore always recognisable, by the twisting
and the colour; see also "Marking of wiring" in
section 7.3: "Circuit diagram").
In the automotive industry, a worldwide standard
has been selected for communication (coded
messages) between electronic systems:
- SAE J1939/21 (Society of Automotive
Engineers) - cabling + network
- SAE J1939/71 (Society of Automotive
Engineers) - messages + protocol handling
ISO 11898 is the European equivalent of the SAE
J1939 standard. DAF has opted for the 250kB
CAN 2.0B protocol application.
In addition, there is a further CAN connection for
the EBS system, which operates according to the
ISO 11992 standard.
Also at DAF, these international agreements are
complied with. For the bodybuilder, there is a
further possibility of using the existing CAN
network, if the electrical system of the body
operates using the same message structure and
CAN communication. The V-CAN information is
optionally available (via the CAN Connection
Unit) in the 21-pin body connector, in the 7
bulkhead lead-through or in the application
connector for the superstructure in the chassis.
See also the sections 7.20: "LF series cab
connections"', 7.25: "CF series cab connections",
7.32: "XF series cab connections", 7.21: "LF and
CF65 series chassis connections", 7.26: "CF75
and CF85 series chassis connections", 7.33: "XF
series chassis connections", 7.41: "CAN
Extention Box (Optional)"and 7.42: "Body
Builders' Module (Optional)".
For more information relating to message
structure and accessibility of the V-CAN, contact
DAF.
The alteration of existing cable harnesses in the
vehicle, other than indicated in the bodybuilding
guidelines, is not permitted! There is a possibility
that the CAN network will thus be weakened or
interrupted, resulting in possible unsafe, but
certainly at least in unreliable situations.
Direct connection to CAN bus system for the
purpose of retrieving operating data or with other
purposes is not allowed since it can interfere with
the correct functionality of the truck systems, for
example engine or brakes. In case of a direct

connection DAF reserves the right to withdraw

any warranty on the product or to consider it null
and void. At the same time DAF shall not be
subject to product liability arising from any direct
connection made by a third party.
FMS Standard
FMS stands for Fleet Management Systems. The
main chassis manufacturers, including DAF,
have together agreed on the DATA to be
universally provided for these FMS systems via
the CAN link. Up to date information can be found
on the internet at www.fms-standard.com. See
chapter 7.29: "CF75 - 85 series FMS system" for
more information.
Important:
Any information (functions/data) supplied must
be compiled in accordance with the definitions of
the FMS standard.
If functions/data are not available, they should be
passed on as 'not available' (NACK).
Note:
Since the CAN data is depending on which
systems are in the vehicle, and again the CAN
data is depending on the specification week
(software status) of the vehicle, please contact
DAF for exact information on the CAN data
7 available on a specific vehicle.
For general information on CAN messages and
signals available as options FMS or BB-CAN are
chosen, please contact DAF.

Note:
In case the number of CAN messages in the FMS
preparation ex-factory are not sufficient, an
extended package can be supplied via DAF After
Sales. Please contact DAF in those cases the
extended package is required.

7.11 DATA COMMUNICATION

CANOPEN

In the CF & XF series, in addition to the already

known systems, a number of new systems are
used.
CAN-bus
The CAN databus is in principle a distribution
network of various electronic signals. The pulsed
digital signals represent coded messages. These
can be transmitted, received and processed by all
systems connected to the network. Each system
takes up the information it requires, from the
network. In this way, a signal which is generated
by one system can also be used by other
systems. In addition, each network consists of
two lines: CAN-H (high) and CAN-L (low). The

wires for these two lines are twisted (without

shielding) in order to prevent magnetic influence
from one another and from outside. CAN wiring is
therefore always recognisable, by the twisting
and the colour; see also "Marking of wiring" in
section 7.3: "Circuit diagram").
In the automotive industry, a worldwide standard
has been selected for communication (coded
messages) between electronic systems:
- SAE J1939/21 (Society of Automotive
Engineers) - cabling + network
- SAE J1939/71 (Society of Automotive
Engineers) - messages + protocol handling
ISO 11898 is the European equivalent of the SAE
J1939 standard. DAF has opted for the 250kB
CAN 2.0B protocol application.
CANopen uses the same interface hardware, but
also a complety different sofware protocol. Since
a lot of devices on CANopen are available ( from
chemical proces industry) on 24V power supply,
applications can be expected on short term .
The CF75/85 & XF105 series are prepared for
CANopen applications. Application is pending on
standardisation of the protocol.
Information on the protocols can be found at the
Internet, CAN in Automation website www.can- 7
cia.de.
For more information relating to message
structure and accessibility of CANopen, contact
DAF.

7.12 DATA COMMUNICATION ISO

11992/2 & 11992/3

In the CF and XF series, in addition to the

already known systems, a number of new
systems are used. These systems are intended
to further increase ease of use, effectiveness and
safety of the vehicle.
The CF and XF series are prepared for
ISO11992/3 applications.
CAN-bus
The CAN databus is in principle a distribution
network of various electronic signals. The pulsed
digital signals represent coded messages. These
can be transmitted, received and processed by all
systems connected to the network. Each system
takes up the information it requires, from the
network. In this way, a signal which is generated
by one system can also be used by other
systems. In addition, each network consists of
two lines: CAN-H (high) and CAN-L (low). The
wires for these two lines are twisted (without

shielding) in order to prevent magnetic influence

7.13 MAXIMUM LOAD

The electrical system may be additionally loaded

to the following values:
Maximum extra (continuous) load for electrical system in watts
Chassis type Alternator 80A/24V Alternator 100A/24V
LF series 35A/840W 45A/1080W
CF series 30A/720W 40A/960W
XF series 15A/360W 25A/600W

The vehicles are equipped with two series-

connected batteries. Additional power
consumers can be connected at a number of
points in the electrical system. In the event of brief
high peak loads of the electrical network (>100A),
it is recommended that a 2nd battery set be
installed. At peak loads of more than 150A, a 2nd
battery set must be installed. See section

}
7.14: "Additional batteries".
Additional power consumers must at
all times be fitted with a separate
fuse. See the sections 7.20: "LF
series cab connections", 7.25: "CF
series cab connections" and
7.32: "XF series cab connections".

7.14 ADDITIONAL BATTERIES

The parts required for connecting additional

batteries (for example for a tail lift) can be
supplied by DAF Parts. Before additional
batteries are installed, ensure that the alternator
capacity is sufficient to charge all batteries. If this
is not the case, a heavier-duty or additional
alternator can be installed. The dividing relay
should be positioned as close as possible to the
additional batteries. The fuse for the additional
7
power consumer will depend on the load.
Minimum wire cross-section to second battery is
50 mm2.
LF/CF/XF
a = control relay c VIC
b = dividing relay C42
c = diode 30 86
d = fuse a
e = power consumer 87 85
250A

d
24V 24V

G000283

VIC C42 = engine running signal.

The 'engine running' signal is used for controlling
the dividing relay. This signal can be found in the
table 'Bulkhead lead-through for body functions'
(see section 'Cab connection points' of the LF, CF
or XF series).
On LF wire 3003 on all models
On CF wire 3157 on all models

On XF wire 3157 on all models

7.15 ADDITIONAL ALTERNATOR

It is desirable that the additional alternator has

the same capacity as the original alternator, as
well as an integrated voltage regulator.
Differences in voltage regulation and capacity
can result in a shorter service life of one of the two
components.
Mechanical damage to electrical components or
wiring, in whatever form, must at all times be
avoided. Use original cable thickness and
connectors.
LF, CF and XF series
Signal VIC D28 ( LF series) or D29 (CF and XF 1000
series) is the L-signal from the alternator (wire 1010
number 1020). This wire is also located in the 10A 5A
bulkhead lead-through. E143 E279

Note: 1234 3084

This signal also contains diagnosis information
from the alternator voltage regulator. The signal L L

is therefore not always 'high' when the engine is B+ W 15 B+ W 15

running. This makes it less suitable for protection (B)S (B)S

7 purposes. Moreover, at most one extra mini-relay

(150mA 24V) can be connected to it.
DFM DFM

B- B- VIC
D29
1020
M diode 1A
20090503-002

7.16 CONNECTION POINTS,

LOCATIONS AND PERMITTED
LOAD

Additional cab connections

Number Description LF CF XF
1a Radio connection (2) 12V / 5A 12V / 7,5 A 12V / 7,5A
(2)
1b CB connection 12V / 5A 12V / 7,5 A 12V / 7,5A
2a Lighter plug 24V / 4A 24V / 10A 24V / 10A
2b Accessory plug (2) 12V / 15A 24V / 10A 24V / 10A
3 Additional connections 24V / 10A 24V / 40A 24V / 40A
4 Work lamp/body lighting 24V / 7,5A 24V / 7,5A 24V / 7,5A
5 Microwave oven -- -- 24V / 40A
6 Cooling tray -- 24V / 25A 24V / 25A
(1)
7 PL lamp -- 24V / 10A 24V / 10A
8 Additional chassis connections, above 20A 24V 24V 24V

Additional cab connections

Number Description LF CF XF
9 Side marker lights 24V / 3A 24V / 7,5A 24V / 7,5A
10 Body lighting 24V / 3A 24V / 7.5A 24V / 7.5A
11 Bulkhead lead-throughs / floor lead-
throughs
12 Application connectors for engine speed
control, body, accessories
13 Allison application connector -
14a Telephone preparation (2) 12V / 5A 12V / 10A 12V / 10A
(2)
14b Fax preparation -- 12V / 10A 12V / 10A (3)
15 Fleet Management Systems (FMS) connec- (4) (4) (4)
tions

(1) Only prepared in Space Cab.

(2) Minimum value is indicated. The 12V provision depends on the selected option (5A, 10A, 15A or 20A). Check the vehicle
configuration for the right version.
(3) The connecting cable from telephone kit to fax should run through the A-pillar on the driver's side.
(4) See chapter 7.10: "Data communication CAN SAE J1939 / ISO 11898 (including FMS)".

Connection points in the LF series

7
1b/14b
6
2
1a/1b/3/14a 4 8 9/12 10
11/13/15

G000363

Connection points in the CF65 series

Note: 7
Minimum currents for input and output signals of 1b/14b
8mA is required. The recommended value is 20 6
2
mA. This to ensure that no disturbance due to 1a/1b/3/14a 10/4/9
10
environmental conditions (EMC See 7.9: "EMC 11/13/15 12 8
compatibility") occurs.
In case of lower currents used, an error detection
due to too low load on the wire connected can G000287
occur (depending on the application) Connection points in the CF75-85 series
7 Note: 14b
5 7
Digital input signals comply to IEC1131-2 type 2 1
inputs, unless otherwise stated. 3/11/15
6
PNP only 2/5/14a 9/10/4 10
1 8
Level0 U<5V
Level1 U>11V
G000288
Note:
Digital output signals comply to specification Connection points in the XF series
below, unless otherwise stated.
PNP only
Level0 U<2V
Level1 U>11V
Max power see system or application
specification

7.17 DAF DASHBOARDPANEL

SWITCHES AND INDICATION
LIGHTS

The panel switches for the LF, CF and XF series

are exchangeable.
Switches are available which also have a function
indication ( LED) in the switch.

For an overview of available switches and symbol

glasses, see section 8.8: "Switches".
Note:
Current series LF, CF and XF have all amber LED
illumination as search light. This is not suited as
function indication.

Note:
For indication lamps, a lamp holder with two
lamps (24V) is available, in the form of a switch.
Additional indication lamps can therefore be
placed in the dashboard, in design style. Identical
symbol glasses as used with the switches can be
used here.

Next to this a LED indication ( single red LED) in

similar housing is available. See section
8.7: "Indication lamps" .
7

7.18 ENGINE SPEED CONTROL

The engine speed control system is intended to

achieve an adjustable, constant engine speed, in
the area between idling speed and maximum limit
speed, irrespective of engine load. The engine
speed control is used to more rapidly raise the
pressure in the pneumatic system to operating
pressure, running the engine to warm, or setting
an engine speed for PTO use. The engine speed
control is above all used with the vehicle in
stationary condition, but can also be used whilst
driving. In the case of electronic fuel systems,
operation is carried out by the driver via the combi
(cruise control) switches on the steering column,
via the remote throttle (ECS-DC4) or the body
connection (ALL). The engine speed control
system is hereinafter referred to by the
abbreviation "ESC" (Engine Speed Control).
Injection system
In the LF, CF and XF series, DAF uses engines,
fitted with fuel injection and electronic engine
management system. In the LF series, the 4.5
litre (FR) and the 6.7 litre (GR) PACCAR engine
are used, in the CF65, the 6.7 litre (GR) PACCAR

engine is fitted. For the CF75 and CF85, the

choice is between two DAF engines, the 9.2 litre
PR engine and the 12.9 litre MX engine, fitted
with DMCI diesel control For the XF series, only
the 12.9 litre MX engines can be specified.
- ECS-DC4 (= Engine Control System - DAF-
Cummins version 4) for LF and CF65 series
This system operates according to the so-
called common rail system, with a central HP
pump and pipe. The injectors are
electronically operated with control of
injection timing, duration and pressure.
- DMCI (= DAF Multiple Controlled Injection)
for CF75, CF85 and XF105 series
DMCI is the injection system as used on the
PACCAR PR and PACCAR MX engine,
controlling for each cylinder, the control of
injection timing and duration.
In these systems, engine and vehicle functions
are combined, as a result of which alterations
subsequently made to the vehicle configuration
always result in a new engine management
configuration (reprogramming). DAF dealers
have a facility for this action, using DAVIE and
RAPIDO. With DAVIE, both systems can be
diagnosed and parameters set. Each chassis
7 number is linked via its ID card to a combination

}
of parameter tables, laid down in RAPIDO.
NB: alterations to parameters must
be reported to DAF or requested via
DAF.

Failing to alter the ID card can result in unsafe

situations, but at least to service problems and/or
the non-optimum functioning of the vehicle!
Both systems are fitted with a CAN databus, with
which data can be exchanged with other vehicle
systems, including also the body. Consult DAF

}
for more information.
The engine speed control systems of
the LF, CF and XF series are
described in the chapters 7.22: "LF
series ESC control", 7.27: "CF65
series ESC control", 7.34: "XF series
ESC control".

7.19 LF SERIES ACCESSORIES

CONNECTIONS

Wiring headershelf
There is spare wiring (4 wires) from the bulkhead
via the A-pillar to the headershelf.
The wiring runs from a connector in the
headershelf to the bulkhead lead-through 1M (=
grey 8 pole connector). The number of spare
wires is 4. See chapter 7.20: "LF series cab
connections" for details.

1 2 3 4 5
G000434

Spare wiring from dashboard area to

bulkhead lead-through

1M 3P
1P
A8 B8
23T
3N
3P
7
A1 B1
3L
23K

G000535

10 1 2 3 4 5 6 res 7 8
G000433

The wiring runs from a connector behind the radio

compartment to the bulkhead lead-through 1M (=
grey 8 pole connector). The number of spare
wires is 4. See chapter 7.20: "LF series cab
connections" for details.

1 2 3 4 5
G000434

Power supply
Power supply - 24V/10A before and aftercontact
are available in the bulkhead lead-through. See
chapter 7.20: "LF series cab connections" for
details.
Note:
The 24V connections on the bulkhead lead-
through (A10) on the co-driver's side are all un-
fused, and must not be used for power supply
unless separately fused within 10 cm from the
connection. Note: a maximum of 3 ring
connectors per bolt connection.

Note:
Remember the total permissible power supply
7 as listed in section 7.13: "Maximum load".

12V/15A accessory connection

12V/15A power supply is available for radio and
telephone, and in the overhead console for CB

}
and fax. Wire numbers: 1153 and M.
The standard version 24/12V
converter is 15A. The total current
consumption from the 12V supply
before and after contact for
telephone, fax, radio and CB
together (1 converter), must not
exceed the specified value. Splitting
of the 12V circuit using more than
one converter is necessary if
additional current consumption is
required. Installing a heavier-duty
converter is not recommended, in
view of cable diameters and
suppression. Location behind fuse
PCB in central box.

Note:
The result of this is that energy is continuously
drawn from the batteries. Carry out this
modification only if necessary.

Accessories preparations
Several preparations are standard in the LF
series cab.

CB preparation
Not available
Radio preparation
For the radio connection, an ISO connector
(connector code B365.A) has been fitted behind
the radio panel, with 12V/ 10mA power supply
before contact (wire 1153), power supply after
contact (wire 1108: 12V/10A, switched via relay
G377) and earth (M). Also, for the loudspeakers
(connector code B365.B), the wiring to the door,
A-pillar (for tweeters) and rear wall (for
loudspeakers) has been prepared as standard. If
tweeters are installed, a dividing filter must be

}
fitted.
The standard version 24/12V
converter is 15A. The total current
consumption from the 12V supply
before and after contact for
telephone, fax, radio and CB
together, must not exceed the
specified value. Splitting of the 12V
circuit using more than one
converter is necessary if additional
current consumption is required.
Installing a heavier-duty converter is
not recommended, in view of cable
diameters and suppression.
7
B365.A GY

1 3 5 7
B365.B 2 4 6 8
B365.A
B365.B BN

1 3 5 7

2 4 6 8

E502816

B365.A Power supply radio

B365.B Loudspeakers radio

Telephone preparation
9

10 1 2 3 4 5 6 res 7 8
G000433

For a telephone connection, space has been

reserved on the right-hand side of the radio
panel. The power supply to the telephone must
be tapped from the accessory plug. (see 12V/10A
accessory connection, position 2, illustration of
LF dashboard).
Bulkhead lead-through connections
7 See chapter 7.20: "LF series cab connections" for
details.

7.20 LF SERIES CAB CONNECTIONS

} This paragraph explains for each

vehicle series which connection
points for additional power
consumers are or are not fully or
partially prepared ex-factory. Power
supplies other than listed in this
section, only in consultation with
DAF.

Switch positions, overhead console

1 Rotating beam switch
2 Interior alarm on/off switch
3 System LED - Alarmsystem
4 Spare
5 Spare

1 2 3 4 5
G000434

Switch positions, dashboard

10 1 2 3 4 5 6 res 7 8
G000433
1 radio recess
2 accessory plug 12V/10A
3 telephone location
4 work lamp/body lighting
5 reversing buzzer on/off
6 main switch
7 PTO on/off
8 loading door alarm on/off
9
10
adjustable speed limiter
OBD diagnostic plug
7
RES reserve point

Power supply
See chapter 7.19: "LF series accessories
connections"
12V/10A accessory connection
See chapter 7.19: "LF series accessories
connections"
Telephone preparation
See chapter 7.19: "LF series accessories
connections"
Radio preparation
See chapter 7.19: "LF series accessories
connections"

Bulkhead lead-through overview

1M 3P
1P
A8 B8
23T
3N
3P
A1 B1
3L
23K

G000535

Bulkhead lead-through for body functions

Con- Wire Description Con- Wire Description
nector/ nector/
Pin Pin
3P/A7 M Earth 3P/A1 3524 PTO1 Status
3P/B1 3412 Cab locking signal 3P/A2 4596 PTO1 Solenoid
1M/1 X003 Reserve radio recess
7 1M/2 X004 Reserve radio recess
1M/3 X005 Reserve radio recess
1M/4 X006 Reserve radio recess
1M/5 X007 Reserve headershelf
1M/6 X008 Reserve headershelf 3P/B2 3157 'Engine running' signal = NOT
ENGINE SPEED SIGNAL
1M/7 X009 Reserve headershelf 3P/B7 2161 Power supply after contact
KL15 15A
1M/8 X010 Reserve headershelf 3P/B8 1600 Power supply before contact
KL30 10A

Note:
1M = 8 pole grey connector,
3P = Blue 16 pole connector

Bulkhead lead-through for engine speed control

Con- Wire Description Con- Wire Description
nector/ nector/
Pin Pin
3P/B4 5280 Engine start, remote 3P/A3 3143 Enable engine speed control
3P/B5 3848 Engine stop, remote 3P/A4 3141 N1 fixed speed/ Nvariable
3P/B6 3878 VCSG Databus connection 3P/A5 3145 N2 fixed speed/ Set +
3P/A6 3146 N3 fixed speed/ Set -

Con- Wire Description Con- Wire Description

nector/ nector/
Pin Pin
1P/5 3514 Vehicle speed (tachograph B7 3P/B3 3420 PTO on/off, remote. Active
output) ground signal (Remote clutch
control needed)

Note:
3P = White 16-pole connector,
1P = Brown 8-pole connector.

Bulkhead lead-through for accessories

Con- Wire Description Con- Wire Description
nector/ nector/
Pin Pin
3L/B6 3651 12V power supply from alarm for
interior detection sensor (Alarm
D911pin A10)
23K/ 2155 Body interior lighting 23K/B6 3659 Alarm input (ground signal)
B12
23K/ 4601 Brake signal 3L/B2 3660 Alarm input (ground signal)
A13
23K/B2 4591 Reversing alarm signal

Note:
7
23K = Yellow 25-pole connector,
3L = Brown 16-pole connector
Connectors and signals available are depending
on vehicle options chosen.
Make sure that the correct SELCO's are used
when ordering the vehicle, in order to assure
functionality.

BB-CAN

the Bodybuilder CAN functionality is available

when the BBM unit is fitted in the cab. There can
be made a connection directly to the BBM unit on
the pins listed in the following table.
BBM Unit D993
Pin Wire Description
D17 3811B BB-CAN High
D19 3810B BB-CAN Low

7.21 LF AND CF65 SERIES CHASSIS

CONNECTIONS

Application connector for body functions

Location of application connectors
A Application connector accessories B CD E
B Connection for side markers.
C Application connector for body function spare
wires (12-pin) A103
D Application connector for body function spare B
wires (8-pin) A102 A
E Application connector for engine speed control G000518
(12-pin) A068

Application connector for accessories

(Location A in illustration)
Pin Wire Description Con- Wire Description
nec-
tor/ Pin
1 1113 Power supply before contact 5 3651 Alarm 12V power supply for in-
KL30 terior detection
2 2155 Body lighting 6 3659 Alarm input (ground signal)
3 4601 Brake signal 7 3660 Alarm input (ground signal)
4 4591 Reversing signal 8 M1 Earth
7 Side marking lights
2-pole (location B in illustration)
At the position of the first side marker behind the
cab, on both the left and right-hand side, a cable
is located with a 2-pin connector. This connector
contains wire numbers 2169 and 2170. Side
markers and top lights can be connected from
here (separate cables on the left and right hand
chassis side), using the cable harnesses that are
mentioned in chapter 8.5: "Electric cable contour
lights chassis".
Note:
If needed, director lamps on the cab mud guards
can be repositioned to line up with the bodied
chassis width by using the extension pieces as
shown in chapter 8.6: "Extension piece for the LF
mud guard" .

Application connector body functions

12-pin Econoseal LF series (Location C in illustration) A103

Pin Wire Description Pin Wire Description
1 X003 Reserve radio recess 7 X007 Reserve headershelf

2 X004 Reserve radio recess 8 X008 Reserve headershelf

3 X005 Reserve radio recess 9 X009 Reserve headershelf
4 X006 Reserve radio recess 10 X010 Reserve headershelf

Pin Wire Description Pin Wire Description

5 11
6 12

12-pin Econoseal CF65 series (Location C in illustration) A103

Pin Wire Description Pin Wire Description
1 A1 Reserve radio recess 7 A7 Reserve radio recess
2 A2 Reserve radio recess 8 A8 Reserve radio recess
3 A3 Reserve radio recess 9 A9 Reserve radio recess
4 A4 Reserve radio recess 10 A10 Reserve radio recess
5 A5 Reserve radio recess 11 A11 Reserve radio recess
6 A6 Reserve radio recess 12 -- --

8-pin Econoseal (Location D in illustration) A102

Pin Wire Description Pin Wire Description
1 1600 or Voltage before contact KL30 5
1154 10A
2 2161 or Voltage after contact KL15 15A 6
1258
3 3157 'Engine running' signal 7 M2 or Earth 20A
M40
4 3412 Cab locking open signal 8 M1 or
M41 or
Earth 20A 7
M43

Application connector for engine speed

control

PACCAR - Cummins variant (Location E in illustration) A068

Pin Wire Description Pin Wire Description
1 M Earth 7 3143 ESC enable
2 8 3144 ESC N1 / N_variable
3 3003 Engine Speed signal 9 3145 ESC N2 / Set+
4 3039 Vmax application 10 3146 ESC N3 / Set-
5 11 3420 PTO on/off, remote
6 12 2161 Power supply after contact
KL15

Note:
For more ESC control information see chapter
7.22: "LF series ESC control".

For manual throttle or remote throttle

To connect a manual / remote throttle unit to the
engine ECU an electric cable 'A' has to be made
locally. Such a cable is not available via DAF
Parts. This cable harness can be fitted with a 4-
pin Econoseal connector at the chassis end and
5 separate contacts at the engine end. The 5 B
separate contacts must be fitted into connector
'B' that is fitted on the engine control unit 'C'. See
the list below for the pin numbering to use. See
also chapter 7.22: "LF series ESC control"
Engine Description C
connec-
tor pin
B32 Manual throttle return A
B21 Manual throttle supply
B26 Manual throttle signal G000537
B3 Manual throttle enable switch
B34 Manual throttle enable switch return

7.22 LF SERIES ESC CONTROL

LF Series ESC control

Applicable selection codes:
0761: without engine speed control connector
7 0797: with engine speed control cab connector
9231: with engine speed control chassis
connector
Note:
Connector 3P is always present due to
standardisation. If selco 0797 is selected, the
corresponding functionality is also present
(correct VIC software).

Applicable application connectors in cab and

chassis depending on selection code:

Selection code 0797: Cab Connector 3P

Pin Wire Description Active low (1) Pin on VIC
Active high (2) (ECN code: D310L)
A1 3524 PTO1 Status AL B14
A2 4596 PTO1 Solenoid AH B05
A3 3143 ESC enable AH D09
A4 3144 ESC N1 / N_variable AH D05
A5 3145 ESC N2 / Set + AH D08
A6 3146 ESC N3 / Set - AH D07

Selection code 0797: Cab Connector 3P

Pin Wire Description Active low (1) Pin on VIC
Active high (2) (ECN code: D310L)
A7 M Ground
A8 -

(1) Active low: function is activated if pin is grounded.

(2) Active high: function is activated if pin is connected to battery plus (12 V minimum).

Selection code 9231: Chassis Connector A068

Pin Wire Description Active low (1) Pin on VIC
Active high (2) (ECN code: D310L)
1 M3 or Ground -
M5
Remote Engine Stop (with AH (D993) C:16
2 3848
BBM only)
3 3003 Engine speed output signal AH (D317) B:41
4 3039 Vmax special application AH (D317)B:12
3146 or Set- / ESC N3 (3) AH D:7
5 (4)
3141 -- --
3145 or Set+ / ESC N2 AH D:6
6
7 7
3142
3143
Ground
ESC enable
--
AH
--
D:9
8 3144 ESC N1 / N_variable AH D:5
9 3145 ESC N2 / Set+ AH D:6
10 3146 ESC N3 / Set- AH D:7
11 5280 PTO on / Off remote AH D:8
12 2161 Power supply after contact - AD-16C-1

(1) Active low: function is activated if pin is grounded.

(2) Active high: function is activated if pin is connected to battery plus (12 V minimum).
(3) In case chassis is specified with selco 8431 or 8665 (Manual or AS-Tronic gearbox)
(4) In case chassis is specified with selco 4207 (Allison Automatic gearbox). Important: in the mating bulkhead connector 3P there
will be no wire fitted)

Purpose of the function

superstructure equipment via the relevant

application connector (A068 hardwired).
Enabling the engine speed control via one of the
application connectors takes priority over the
steering wheel switches.
Schematic overview of ESC system control
The diagram below provides a schematic
overview of the engine speed control. The two
main groups for controlling the engine speed
control can be identified as follows:
1. Enabling engine speed control by the driver via
the VIC (Vehicle Intelligence Centre)
- Steering wheel switches
2. Enabling engine speed control by the body via
the VIC (Vehicle Intelligence Centre)
- Cab application connector (3P connector)
- Chassis application connector (A068
connector)

General ESC control system layout

CAN signal description

CAN Message id Used CAN Signals for ESC (1) Startbit Length
Message name
TC01 0CFE6CEE Tachograph vehicle speed 48 16
Cruise control resume switch 16 2
Cruise control off switch 18 2
PropB_SW 18FF604D
Cruise control accelerate switch 20 2
Cruise control coast switch 22 2

CAN signal description

(1) only ESC related messages are shown.

Enabling engine speed control by the driver 7

As is evident from the schematic overview, the
VIC can receive the engine speed control signals
from the steering wheel switches (via CAN). The
VIC translates these signals into a CAN
message, which is sent to the engine control unit.

Steering wheel switches

Operating functions of the steering wheel switches

Function Standard setting Choices in ECS-DC4
(D317) via DAVIE
(CP = customer parame-
ter)
Brief operating (1) of "SET +" during engine speed control CP 2-16
activates the set speed engine speed. The activation re-
acts on the falling edge of the signal.
Brief operation (1) of "SET -" during engine speed control CP2-17
activates the resume speed engine speed. The activation
reacts on the falling edge of the signal.
Long operation (2) of "SET +" during engine speed control 0<ramp<400 [rpm/s]
gives a continuous increase of the preset desired speed CP2-22
SET +
(default 250 rpm/s). This function can only be enabled af-
SET -
ter activation of the set speed once.
Long operation (2) of "SET -" during engine speed control 0<ramp<400 [rpm/s]
gives a continuous decrease of the preset desired speed CP2-22
(default 250 rpm/s). This function can only be enabled af-
ter activation of the set speed once.
The desired engine speed can be varied using "set +/-" N_idling<speed lim-
between minimum and the maximum speed to be set. it<N_max (rpm) via CP2-
15 and CP2-14
Res Operating "Res" activates the engine speed control and To be set using CP2-17
sets the engine speed to the value entered using CP2-17 between the values set
(default 1200 rpm). Activation by operating "Res" using CP2-15 and CP2-
7 (resume) button twice. With this "Res" button the opera-
tion can toggle between N1 and N2..
14

OFF Engine speed control is switched off using the "OFF" but-
ton.

(1) Brief operation: touch time < 0.3 s.

(2) Long operation: touch time > 0.3 s.

Switch on and off conditions.

To make engine speed control possible, a
number of (default) cut-in conditions must be met,
namely:
- The handbrake must be engaged. (CP2-32)
- The vehicle speed must not be faster than 10
km/h. (CP2-11)
- Clutch pedal is not operated. (CP2-34)
- Brake pedal is not operated. (CP2-33)
- Engine brake foot pedal is not operated. (no
CP)
In addition, there are a number of faults that can
be checked, which, if active, prevent the engine
speed control from being activated.
- No faults are active that relate to vehicle
speed.
- No faults are active that relate to Set+/Set-
plausibility
- No faults are active that relate to engine
speed.
- No faults are active that relate to CAN
communication.

- No faults are active that relate to clutch

signal plausibility.
- No faults are active that relate to handbrake
signal.
- No faults are active that relate to clutch
signal.
- No faults are active that relate to a neutral
gearbox signal.
If, for the body function, it is necessary to deviate
from the standard options tested and released by
DAF, DAF shall no longer be responsible for the
operation. The implementation of non-standard
body functions and the possible consequences
are the responsibility of the user (generally the
bodybuilder), who then bears product liability.

7
Schematic overview of ESC system control via the body

Hardwired activation of engine speed control

For operating the engine speed control through
the body connection (see relevant selcos), the
same functions, cut-in and cut-out conditions,
and customer choices are offered as for the
engine speed control through the steering wheel
switch. Via the hardwired input on the application
connector, two different engine speed control
speed modes can be chosen via customer
parameter 1-1216. The two modes are:
1. Fixed speeds mode.
To activate these fixed speeds the engine
speed control must first be enabled providing
a high signal on pin 2 of cab connector 3P or
pin 7 of the chassis connector A068. Then
N1, N2 and N3 can be activated by providing
a high signal on pins 8, 9 and 10 of chassis
connector A068 or pin 4, 5 and 6 of
connector 3P.
2. Variable engine speed control mode.
To activate the variable engine speed control
mode first the enable pin 2 of the cabin
connector or pin 7 of the chassis connector
A068 must be activated. After that the Nvar
enable pin on both connectors must be

activated (pin A3/3P or pin 8/A068). Via the

set+ or set- pins on both connectors a
variable ESC will be possible. In the table on
the next page all the different situations are
described.
Note:
For safety reasons it is not permitted to activate
the "enable" via a through connection at the same
time as N2, N3 or Nvar. If two separate
connections are not used it will not be possible to
switch off the engine speed control if a short
circuit occurs.

Activation fixed or variable ESC speed via connector 3P or A068

(10 situations possible; functional description in next table)
Function 1 2 3 4 5 6 7 8 9 10
Connector / Pin
ESC enable Oc 24V 24V 24V 24V 24V 24V 24V 24V 24V
Pin 3P/A3 or
Pin A068/7
N_var enable Dc 24V Oc Oc 24V 24V 24V 24V 24V 24V
Pin 3P/A4
Pin A068/8
Set + Dc Oc Sp Oc Sp Oc Lp Oc 24V Oc
Pin 3P/A5 (1)

7 Pin A068/9
Set - Dc Oc Oc Sp Oc Sp Oc Lp Oc 24V
(1)
Pin 3P/A6
Pin A068/10

(1) 24V only temporarily applied before start of engine. See situation 9 and 10 in next table for more details.

- Oc = open circuit
- Dc = don't care
- Sp = short pulse (brief operation: touch time
with 24V < 0.3 s)
- Lp = long pulse (long operation: touch time
with 24V > 0.3 s)

Situation Engine CP (1) in Default Remarks

Speed ECS-DC4 value
system
1 N_engine = idle 700 rpm Not changeable via DAVIE XD
speed
2 N_engine = PTO 1000 rpm In case of activation ESC enable and N_var
addition switch before engine start the engine will run on idle.
speed Not changeable via DAVIE XD
3 N_engine = N2 2-28 1000 rpm Irrespective of choice in customer parameter
1-116 in the VIC (fixed speeds or N_var) N2
becomes active.
4 N_engine = N3 2-29 1200 rpm Irrespective of choice in customer parameter
1-116 in the VIC (fixed speeds or N_var) N3
becomes active.

Situation Engine CP (1) in Default Remarks

Speed ECS-DC4 value
system
5 N_engine = set 2-16 850 rpm Set switch ESC-speed becomes active after
switch ESC- detecting a falling edge of the puls.
speed
6 N_engine = 2-17 1200 rpm Resume switch ESC-speed becomes active
resume after detecting a falling edge of the puls.
switch ESC-
speed
7 N_engine = N_set 2-16 / 2-22 850 rpm + If, after detecting the falling edge of the first
speed 250 rpm/s long or short pulse, another long pulse is rec-
ognized by the ECS-DC4, the engine speed
will ramp up with a changeable value.
(Cp 2-22 = default 250 rpm/sec)
8 N_engine = 2-17 / 2-22 1200 rpm - If, after detecting the falling edge of the first
N_resume speed 250 rpm/s long or short pulse, another long pulse is rec-
ognized by the ECS-DC4, the engine speed
will ramp down with a changeable value.
(Cp 2-22 = default 250 rpm/sec)
9 N_engine = set 2-16 850 rpm In this case ESC enable, N_var and Set+ are
switch ESC- activated before engine start. By starting the
speed engine the engine will run at idle. Disconnect-
ing Set+ will now lead directly to the set switch
ESC-speed .
10 N_engine =
resume
2-17 1200 rpm In this case ESC enable, N_var and Set+ are
activated before engine start. By starting the 7
switch ESC- engine the engine will run at idle. Disconnect-
speed ing Set+ will now lead directly to the set switch
ESC-speed.

(1) CP = Customer parameter.

Operating functions of the application connector (A068)

(1)
Function Standard setting Choice in ECS-DC4
via DAVIE
(CP = customer parame-
ter)
Enable ESC If the engine speed control function is activated and the
vehicle speed is lower than the limiting speed for engine
speed control + 5 km/h, the engine speed control is ena-
bled through the body connection. At the same time, op-
eration via the steering column switch is blocked.

Operating functions of the application connector (A068)

Function (1)
Standard setting Choice in ECS-DC4
via DAVIE
(CP = customer parame-
ter)
Operating "SET+/-" switches the engine speed control on
and sets the current engine speed as the desired speed
(constant value).
Brief operation (3) of "SET +/-" during engine speed con- 0<step<400 [rpm] via
trol gives a stepped increase or reduction of the engine CP2-20 and CP2-38
speed (default 25 rpm).
SET +
Long operation (4) of "SET +/-" during engine speed con- 0<ramp<400 [rpm/s] via
SET -
trol gives a continuous increase or reduction of the preset CP2-18 and 2-19
Pulsing or
desired speed (default 200 rpm/s).
continuous (2)
When "SET+/-" is released, the current engine speed is
set as the new desired engine speed
The desired engine speed can be varied using "SET +/-" N_idling<speed lim-
between the minimum and the maximum speed to be set. it<Nmax
( 0 rpm) via CP2-15 and
CP2-14
Operating "Enable N_variable" activates the engine
speed control and sets the last desired engine speed set
using SET+ and SET-. This value is also memorised
N_variable
when the ignition is switched off.
Varying the desired speed is possible using SET+/- but
7 only if the input "Enable N_variable" is activated.
N_2 Operating "N2" activates the engine speed control and To be set using CP2-28
sets the engine speed to the value entered using CP2-16 between the values set
(default 800 rpm). using CP2-15 and CP2-
14
N_3 Operating "N3" activates the engine speed control and To be set using CP2-29
sets the engine speed to the value entered using CP2-17 between the values set
(default 1200 rpm). using CP2-15 and CP2-
14
V_max applica- If the Vmax application input is activated by providing a 24 Adjustable using CP2-10
tion (5) V signal, the vehicle speed is limited to the pre-pro- between a value of 0 and
grammed value (default 30 km/h). 30 km/h
Engine speed Output signal, square-wave, 30 pulses per revolution; LS
pulse

(1) If operated simultaneously, the priority is as follows (high to low): "enable ESC", "N2", "N3", N_variable (SET-/+).
(2) Pulse signal = a signal becomes a pulse when the rising edge reaches a value of 0.6 x U_bat. Continuous signal is "high" at a
voltage level of 0.6 x U_bat and "low" if below a level of 0.4 x U_bat.
(3) Brief operation: touch time < 0.3 s (default).
(4) Long operation: touch time > 0.3 s (default).
(5) Special applications (e.g. refuse vehicles).

In addition to various cut-in conditions, the

- Engine brake foot pedal is operated. (no CP)

- Retarder is operated. (no CP)
In addition, there are a number of faults that
are checked and if active, the engine speed
control should be switched off:
- A vehicle speed fault is active.
- A plausibility fault is active on the set+/set-
switches.
- An engine speed fault is active.
- A fault that relates to the CAN
communication is active.
- A plausibility fault is active that relates to the
clutch signal.
- A fault is active that relates to the handbrake
signal.
- A fault is active that relates to the clutch
signal.
- A fault is active that relates to the neutral
signal of the gearbox.
In addition to the cut-in and cut-out
conditions, the system also has a number of
overrule conditions. An overrule condition
means that the control under which the
system is operating at that point is
temporarily suppressed. These overrule
conditions are:
- Accelerator pedal operation. (CP 2-30)
The accelerator pedal can be used to
7
temporarily increase the engine speed up to
a maximum value preset under customer
parameter 2.14 (max. ESC speed).
- Exceeding vehicle speed limit. (CP 2-11)
- ASR activation.
- Speed limiter activation.

Customer Customer parameter name System Value

parameter
ID
ENGINE SPEED CONTROL
1-28 ESC Brake enable VIC-2 ACTIVE /
NOT ACTIVE
ESC Clutch enable VIC-2 ACTIVE /
1-29
NOT ACTIVE
1-30 ESC Parkbrake enable VIC-2 ACTIVE /
NOT ACTIVE
1-116 ESC Speed mode VIC-2 VARIABLE SPEED
/
3 FIXED SPEEDS

Customer Customer parameter name System Value

parameter
ID
ENGINE SPEED CONTROL
2-14 MAX ESC SPEED. ECS-DC4 Rpm
2-15 MIN ESC SPEED ECS-DC4 Rpm
2-16 SET SWITCH ESC-SPEED ECS-DC4 Rpm
2-17 RESUME SWITCH ESC-SPEED ECS-DC4 Rpm
2-21 MAX ENGINE LOAD ESC ECS-DC4 Nm
2-22 ACCELERATE / DECELERATE ESC ECS-DC4 Rpm/s
2-27 ESC CHANGE APPLICATION CONN. N1 ECS-DC4 Rpm
2-28 ESC CHANGE APPLICATION CONN. N2 ECS-DC4 Rpm
2-29 ESC CHANGE APPLICATION CONN. N3 ECS-DC4 Rpm

Customer Customer parameter name System Value

parameter
ID
ENGINE SPEED CONTROL CONDITIONS
2-30 ACCEL. PEDAL ECS-DC4 ACTIVE /
NOT ACTIVE
2-31 MAX RPM ACCELERATOR PEDAL ECS-DC4 Rpm
7 2-32 PARK BRAKE ECS-DC4 ACTIVE /
NOT ACTIVE
2-33 BRAKE ECS-DC4 ACTIVE /
NOT ACTIVE
2-34 CLUTCH ECS-DC4 ACTIVE /
NOT ACTIVE

7.23 LF SERIES PTO CONTROL /

PROTECTION

For the LF series, only 1 PTO control has been 1

prepared.
2
By using the switch on position 7 (see section VIC
7.20: "LF series cab connections"), the VIC
(Vehicle Intelligence Centre) is activated via wire 3
4594 (active earth). The VIC checks on the basis
of the cut-in conditions whether the output (wire
4596) may be activated. These conditions must 22031802-039
be met within a specified control time (default = 4 1
sec.). If this is not the case, an error message will
appear on the DIP (display on instrument panel). 2
VIC AGC-A4
The PTO output will not be switched on, even if
following the expiry of the control time, the cut-in
conditions are met. To allow the PTO to be 3
switched on, the switch must first be set to off,
and then switched back on.
22031802-040

If activation of the PTO is permitted, wire 4596 is

activated, and the VIC expects a return status
message from the PTO system, within a second
control time. An immediate check will also be
carried out as to whether the cut-out conditions
are met, or not. If the return status message does
not arrive on time, or if the message states that
the cut-out conditions are met, the output will be
switched off, and the PTO warning will once
again appear on the DIP. The 'PTO active'
indication on the DIP will not illuminate, until the
return status message is concluded successfully.
If this indication lights up, the PTO-1 hour counter
will start to run (installed in the DIP menu).
Control wire 4594 (active +24V, in the cab this
wire has number 3420) is included in the ESC
application connector, which means that
preparation for operating the PTO (switching it on
and keeping it running) from the body is provided.

Cut-in conditions
Item Applicable as condition Status
Brake operated Yes/No Operated/not operated
Parking brake operated Yes/No Operated/not operated
Clutch operated Yes/No Operated/not operated
Engine running Yes/No Yes/No
Vehicle speed Yes/No Minimum value 7
Engine speed Yes/No Minimum value
Control time 1 Always Value

Cut-out conditions
Item Applicable as condition Status
Brake operated Yes/No Operated/not operated
Parking brake operated Yes/No Operated/not operated
Clutch operated Yes/No Operated/not operated
Engine running Yes/No Yes/No
Vehicle speed Yes/No Maximum value
Engine speed Yes/No Maximum value
Control time 2 Always Value

7.24 CF SERIES ACCESSORIES

CONNECTIONS

Wiring headershelf
Space Cab
There are several connectors available in the
headershelf at driver side. Following signals are 183C
available:

182C

E502818

9-pin black plug in overhead console

(connector code 182C)
Pin Wire Description Pin Wire Description
1 1107 KL30, supply spotlight 6 5445 speaker telematics (minus)
2 1258 Power supply after contact 7 5399 Telephone speaker
7 3 5444
KL15
speaker telematics (plus) 8 5418 Telephone speaker
4 2630 Switch search light supply 9 M52 Earth
5 2649 Spotlicht switched return - - -

12-pin black plug in overhead console

(connector code 183C)
Pin Wire Description Pin Wire Description
1 1154 Power supply before contact 7 2216 High lights / spot lights signal
KL30
2.5 mm²
2 1258 Power supply after contact 8 M70 Earth 0.75 mm²
KL15
2.5 mm²
3 1101 Power supply before contact 9 - -
KL30
0.75 mm²
4 2630 Search light switches 10 - -
5 2102 Tail light, left signal 11 M668 Earth 2.5 mm²
6 2122 Signal, main beam 12 5270 Buzzer door open / parking
brake not applied

Spare wiring
There is no spare wiring from dashboard area via
the A-pillar to the headershelf.

Spare wiring from dashboard area to

bulkhead lead-through
Connector A104 Connector 12D
A B C D
1 12D
2 2
3 3
4 4
5 5
6
7 7
8 8
9 9
10

E502841

A104

G000462

The wiring runs from a 18-pole connector (A104)

behind the radio compartment to the bulkhead
lead-through 12D. The number of spare wires is
11, except when a FMS preparation is present. In
this case spare wire A1 is used as wire 3772
7
panic button input for the FMS system. For details
see 7.10: "Data communication CAN SAE J1939
/ ISO 11898 (including FMS)".

18 pole connector spare wiring radio compartment (connector code A104)

Pin Wire Description Pin Wire Description
1 A1 / Reserve radio recess (connec- 10 A10 Reserve radio recess (connec-
3772 tor A104) tor A104)
Panic button FMS (connector
A098)
2 A2 Reserve radio recess (connec- 11 A11 Reserve radio recess (connec-
tor A104) tor A104)
3 A3 Reserve radio recess (connec- 12
tor A104)
4 A4 Reserve radio recess (connec- 13
tor A104)
5 A5 Reserve radio recess (connec- 14
tor A104)
6 A6 Reserve radio recess (connec- 15
tor A104)
7 A7 Reserve radio recess (connec- 16
tor A104)

Pin Wire Description Pin Wire Description

8 A8 Reserve radio recess (connec- 17
tor A104)
9 A9 Reserve radio recess (connec- 18
tor A104)

Power Supply

The power supply for all accessoiries should be

taken from connector 12D in the bulkhead lead-
through.
For details on pinning see chapter 7.25: "CF
series cab connections" under paragraph
"Bulkhead lead-though for body functions".
- Power supply - 24V/25A before contact, wire
number 1154, and 24V/25A after contact,
wire number 1258 - is available in the 6-pin
green connector in the central box behind
the fuse/relay board. In this connector, the
signals 'engine running' (3157), 'cab locking'
(3412) and 'earth' (2x) are also available.
- 24V/40A power supply, before contact, is
available in the 2-pin connector in the central
box behind the fuse/relay board. Wire
7 -
numbers: 1175 and M.
24V/10A via the accessory plug on the
dashboard, beside the lighter position.
Remember the total permissible power supply as
stated in section 7.13: "Maximum load".
Beside this 24V connection, there are two earth
connections, M8 screw version, in positions 10C
and 10D, in the bulkhead lead-through.
12V/10A or 12V/20A (optional) power supply is
available behind the panel of the central console
for radio and telephone, and in the overhead

}
console for CB and fax (see below).
The 24V connections on the
bulkhead lead-through (10A) and on
the distributor block behind the foot
panel on the co-driver's side are all
un-fused and must not be used for
power supply unless separately
fused within 10 cm from the
connection.

Note: a maximum of 3 ring connectors per

bolt connection.
Accessories preparations
Several preparations are standard in the CF
series cab.

LED preparation immobiliser / Alarm

In the headershelf there is a 2-pole black
connector (connector code 143C). The wire 1107
and 3482 are meant for connecting the LED of the
immobiliser.

E501556

CB preparation
In the headershelf there is a 2-pole white
connector (connector code B026) containing the
wires 1108 (+12V,Kl30 ) en M515 (earth).
These are meant for connecting CB or fax
equipment.

B026

E501553

Refrigerator preparation
The refrigerator wiring is standard prepared and
can be found in the lower bed bunk. In this
connector (connector code B356) the wires 1154
(+24V, Kl30) en M72 (earth) can be found.
Note:The powersupply 1154 is fuse by
fuse E142 (25 A). Via this fuse also
other functions are fuse among which
as rotating beacons, bodybuilder ap-
plication connector etc.

40A power supply preparation

This is a 2 pole connector ( connector code
A038). Designed for currents up to 40 A!. The
wires 1175 (Kl30) and M22 (earth) are both 4,0
mm². The powersupply is taken via fuse E168 E501557
Kl30 (before contact). The fuse is a MAXI FUSE,
located on the top side of the fuse-relay board.
A connecting block can be connected here, and
so creating a central point for power supply Kl30
and earth. See also chapter 7.4: "Earth
connections".

Radio preparation
For the radio connection, an ISO connector
(connector code B365.A) is fitted behind the radio
panel, with 12V/10A power supply before contact
(wire 1108), power supply after contact (wire
1363, switched via relay G377) and earth (M).
Also, for the loudspeakers (connector code
B365.B), the wiring to the door, A-pillar (for
tweeters) and rear wall (for loudspeakers) has
been prepared as standard. If tweeters are 1334294

}
installed, a dividing filter must be fitted.
The standard version 24/12V
converter is 10A. A 20A version is
available. The total current
E502763
consumption from the 12V supply
before and after contact for
telephone, fax, radio and CB
together, must not exceed the
specified value. Splitting of the 12V
circuit using more than one
converter is necessary if additional
current consumption is required.
Installing a heavier-duty converter is
not recommended, in view of cable
diameters and suppression.

B365.A GY
7
B365.B 1 3 5 7

2 4 6 8
B365.A

B365.B BN

1 3 5 7

2 4 6 8

E502816

B365.A Power supply radio

B365.B Loudspeakers radio

Dimming display backlight VDO Dayton- and

Grundig-radio
1000
1010
1108

G377
G231

385
30 3

87a 87 4 5

1363
A2
B2
A4
B1
A4 A6 A7
24V 12V 12V 12V 12V
D895 B365

+
A1
A3

A8 B8 B7 B6 B5 B2 B1 B4 B3

4828

4827

4542

4540

4832

4831
4543

4541
1107

1130
1240

85 1
G231

G377

B024

B178

B179

B025

B180

B181
+ + + + + +

86 2

E501968
In case a radio is equiped with an adjustable
backlighting of the display, this adjustment can be
controlled with the vehicle lighting. When wiring
up G231 according to the diagram E501968 the
7
functionality will be available.
Relais G231 must be connected to wire 2630 -
search light switches.
Station memory VDO Dayton-radio
1000
1010
1108
G377
385

4 5
1363
A2
B2
A4
B1

A4 A6 A7
24V 12V 12V 12V 12V
D895 B365
+

+
A1
A3

A8 B8 B7 B6 B5 B2 B1 B4 B3
4828

4827

4542

4540

4832

4831
4543

4541
1130
1107
1240

1
G377

B024

B178

B179

B025

B180

B181

+ + + + + +

2
480 301 030

E501969

Wire 1130 is switched on by the accessory

position of the ignition switch. Relay G377
switches wire 1108 (+12V power supply) Kl30.) to
the radio equipment.
Station memory Grundig-radio
1000
1010
1108

G377
385
3

4 5

1363
A2
B2
A4
B1

A7 A6 A4
24V 12V 12V 12V 12V
D895 B365

+
A1
A3

A8 B8 B7 B6 B5 B2 B1 B4 B3

4828

4827

4542

4540

4832

4831
4543

4541
1107

1130
1240

1
G377

B024

B178

B179

B025

B180

B181
+ + + + + +

2
480 301 030

7 E501970
Wire 1130 is switched on by the accessory
position of the ignition switch. Relay G377
switches wire 1108 (+12V power supply) Kl30.) to
the radio equipment.
The wires 1108 and 1363 in connector B365.A
have to be interchanged ( see diagram E501970).
Telephone preparation
For a telephone connection, space has been
reserved on the right-hand side of the radio A076
panel. An AMP plug (connector code A076) is
fitted as standard behind the radio panel, with
12V/10A power supply before contact (wire
1108), 12V/25 mA power supply after contact
(wire 1353) and earth (M).

E501555

Pin Wire Description

1 1363 Power supply before contact KL30. (12 V/25
mA)

Pin Wire Description

2 1108 Power supply before contact KL30. (12 V)
3 M460 Earth

Memory telephone in combination with 24V/

12V 10 A or 20 A DC/DC converter
The DC/DC converter is available in 2 variants:
- 24 V/12 V (10 A + 25 mA)
- 24 V/12 V (20 A + 25 mA)
The connections are identical.

A2
B2
A4
B1
24V 12V
The converter has separate inputs and outputs: D895

A1
A3
M

E500726

1000
1010
1108
7
1353
G377
385

4 5
1363
A2
B2
A4
B1

A4 A6 A7
24V 12V 12V 12V 12V
D895 B365
+

+
A1
A3

A8 B8 B7 B6 B5 B2 B1 B4 B3
4828

4827

4542

4540

4832

4831
4543

4541
1107

1130
1240

1
G377

B024

B178

B179

B025

B180

B181
A076

A076

+ + + + + +

1 2 3 2
480 301 030

E501971

Input 24 V Output 12 V Max. current

A2 A4 10 of 20 A
B2 B1 25 mA

Bulkhead lead-through connections

21-pole connector bulkhead lead-through

body functions:
Connector code 12D
A B C D
For details on pinning see chapter 7.25: "CF 1
series cab connections" under paragraph 12D
2 2
"Bulkhead lead-though for body functions". In
addition to this an extension from connector 12D 3 3
to the chassis is available as an option or via DAF 4 4
Parts. The connections of the 21 pole connector 5 5
12D will be split up into an 8-pole and a 12 pole 6
econoseal. See chapter 7.26: "CF75 and CF85
series chassis connections" "application 7 7
connector body functions"for details. 8 8
9 9
10

E502841

A102
A103

7 12D

E502836

12-pole bulkhead lead-through Engine Speed

Control
Connector code 56A
A B C D
For details on pinning see chapter 7.25: "CF
series cab connections" under paragraph 1
"Bulkhead lead-though for engine speed control 2 2
(ESC)". In addition to this an extension from
3 3
connector 4A to the chassis is available as an 4A
option or via DAF Parts. The connections of the 4 4
12 pole connector 4A will end in 12 pole 5 5
econoseal (A068). See chapter 7.26: "CF75 and 6
CF85 series chassis connections" "application 7 7
connector engine speed control" for details.
8 8
9 9
10

E502837

A068

E502838

21-pole bulkhead lead-through for

accessories
Connector code 56A
A B C D
For details on pinning see chapter 7.25: "CF
series cab connections" under paragraph 1
"Bulkhead lead-though for accessories". In 2 2
addition to this an extension from connector 56A
to the chassis is available as an option or via DAF
3
4
3
4
7
Parts. The connections of the 21 pole connector
56A will end in 8 pole econoseal (A070). See 5 5
56A
chapter 7.26: "CF75 and CF85 series chassis 6
connections" "application connector accessories" 7 7
for details.
8 8
9 9
10

E502856

A070

56A

E502844

7.25 CF SERIES CAB CONNECTIONS

Switch positions, overhead console

1 connector
1b tachograph location (left hand side)
1b/14b
14b spare location (right hand side)
2 connector
3 connector RES
4 12-pin connector
5 rotating beam
RES
6 roof spotlights
5
RES reserve points 6

1 2 3 4

G000279

Switch positions, dashboard

16 17 18 24

19
RES
RES
13

20 22 14 7 8 RES RES 23 10 11 12
G000520
7 PTO2
8 PTO1
10 cigar lighter 24V/10A
11 accessory plug 24V/10A
12 telephone location
13 alarm switch
14 Tail lift active (open) indicator light or
PTO3
16 radio recess 1

17 storage recess 2
18 storage recess 3
19 fleet management terminal location
20 work light / loadspace lighting switch
22 Tail lift or kipper indicator light
23 Refuse "STOP&GO" switch or reserve
point
24 Lane departure warning assistance or
reserve point
RES reserve points

For an overview of available switches and

symbols, see section 7.17: "DAF
dashboardpanel switches and indication lights".
Power supply
Remember the total permissible power supply as
stated in section 7.13: "Maximum load".
For details see 7.24: "CF series accessories
connections".

Telephone/fax preparation

For details see 7.24: "CF series accessories

connections".

Radio/CB preparation
7
For details see 7.24: "CF series accessories
connections".

Bulkhead lead-through overview

1 A B C D
2
3
4
1
12A 12C 12D
5 2 2
6
7 3 3
8
9
4 4A 4D 4
10 5 56A 5
6
7 7
8 8
9 9
10

10A 10C 10A

G000388

Con- Description
nector
code
12A Fleet Management Systems (FMS)
12C Engine torque limit
12D Bodybuilder functions
4A Engine Speed Control
4D PTO control

}
56A Accessories / Refuse preparation

All signals mentioned in the tables

explaining application connector
pinning are active +24V (HS = High
Side) and inactive open or 0V (LS =
Low Side) unless stated otherwise!

Fleet Management Systems (FMS - connector

12A)
See 7.10: "Data communication CAN SAE J1939
/ ISO 11898 (including FMS)"
Engine Torque limit (connector 12C)
See 7.27: "CF65 series ESC control"
Bulkhead lead-through for body functions
(connector code 12D)

7 For the bodybuilding industry, a 21-pin

application connector is available, as standard, in
the bulkhead lead-through, so that the
bodybuilder can subsequently simply take up
signals, without interfering with the standard
system. The following signals are available:
Pin Wire Description Pin Wire Description
1 M40 Earth 20A 12 A8 Reserve radio recess (connec-
tor A104)
2 M98 Earth 20A 13 A9 Reserve radio recess (connec-
tor A104)
3 3412 Cab locking 14 A10 Reserve radio recess (connec-
tor A104)
4 3809 CANopen enable 15 A11 Reserve radio recess (connec-
tor A104)
5 A1 / Reserve (connector A104) / 16 3842 CANopen Ground
3772 Panic button FMS (connector
A098)
6 A2 Reserve radio recess (connec- 17 3810 CAN-L (via BBM)
tor A104)
7 A3 Reserve radio recess (connec- 18 3811 CAN-H (via BBM)
tor A104)
8 A4 Reserve radio recess (connec- 19 3157 'Engine running' signal
tor A104)
9 A5 Reserve radio recess (connec- 20 1154 Power supply before contact
tor A104) 24V/20A, KL30

Pin Wire Description Pin Wire Description

10 A6 Reserve radio recess (connec- 21 1258 Power supply after contact 24V/
tor A104) 20A, KL15
11 A7 Reserve radio recess (connec-
tor A104)

Note: The power supply before contact (

Kl.30) is fuse via fuse E142. The
power supply after contact is fused
via fuse E163. Both the fuses are de-
signed for 25A current. Via E142 also
other equipment, like rotating bea-
cons, refrigerator, main beam lights
etc. are fused.

The CAN wiring for CAN-H / CAN-L is available in

the bulkhead lead-through following assembly of
the "BODY BUILDER MODULE" (BBM), which
can be ordered as an accessory. CAN wiring for
body functions may be up to 40 metres long,
provided that a terminal resistor of 120 ohms is
installed at the end. The maximum length of the
stubs must not exceed 1 metre. The twisted
wiring, orange/yellow, with protection, must
comply with SAE standard J1939/21.
The option Body Builder CAN default provides
communication only from the vehicle to the body. 7
For applications involving the transmission of
CAN messages to the vehicle, contact DAF. For
special applications and specific customer
requirements, DAF can supply the so-called BBM
Full, which is described in section 7.42: "Body
Builders' Module (Optional)" This offers the
possibility of tailor-made solutions.
Bulkhead lead-through for engine speed
control (connector code 4A)

DAF-DMCI variant
Pin Wire Description Pin Wire Description
1 M37 Earth 7 3143 Enable engine speed control
2 3848 Engine stop, remote (+24V sig- 8 3144 Enable N variable
nal)
3 3003 Engine speed output signal (30 9 3145 N2
pulses per revolution 0-24V)
4 3039 Vmax application 10 3146 N3
5 3141 Set - 11 5280 Remote engine start (+24V sig-
nal)
6 3142 Set + 12 1240 Power supply after contact
KL15

PACCAR-Cummins variant
Pin Wire Description Pin Wire Description
1 M37 Earth 7 3143 Enable engine speed control
2 3848 Engine stop, remote (+24V sig- 8 3144 N1
nal)
3 3003 Engine speed output signal (30 9 3145 N2
pulses per revolution 0-24V)
4 3039 Vmax application 10 3146 N3
5 3141 No function 11 5280 No function
6 3142 No function 12 1240 Power supply after contact
KL15

For a functional description and possibilities, refer

to section 7.27: "CF65 series ESC control".
Bulkhead lead-through for PTO (connector
code 4D)
Con- Wire Description Con- Wire Description
nector/ nector/
Pin Pin
1 M39 Earth 7 3745 -
2 4594 Remote PTO-1 On/Off 8 - Reserved for future function
3 3410 PTO-1 status and indication on 9 4595 / PTO-2 valve /
7 outside panel 5149 Chelsea first PTO valve (not for
CF65)
4 4596 PTO-1 valve 10 3798 PTO Warning
5 3668 PTO-2 status and indication on 11 5241 Remote PTO-2 On/Off (not for
outside panel (not for CF65) CF65)
6 3878 CVSG gauges Databus connec- 12 5462 12V for CVSG gauges
tion

Bulkhead lead-through for accessories

(connector code 56A)
Con- Wire Description Con- Wire Description
nector/ nector/
Pin Pin
1 9094 Earth EBS trailer 12 3813 CAN 11992/3 high TT-CAN
2 9088 CAN ground line 13 3651 12V power supply from alarm
3 2008 Direction indicator trailer left 14 3659 Alarm input (ground signal)
4 2009 Direction indicator trailer right 15 3660 Alarm input (ground signal)
5 2102 Marker light left 16 3428 EBS trailer warning
6 2103 Marker light right 17 3558 CAN 11992/2 low EBS
7 2152 Rear fog lamp 18 3559 CAN 11992/2 high EBS
8 2155 Body interior lighting / worklamp 19
cab rear
9 4591 Reversing signal 20 1390 Kl15 EBS trailer

Con- Wire Description Con- Wire Description

nector/ nector/
Pin Pin
10 4601 Brake signal 21 1113 Power Supply before contact
KL30
11 3812 CAN 11992/3 low TT-CAN

Extra wiring

See chapter 7.24: "CF series accessories

connections".

7.26 CF75 AND CF85 SERIES

CHASSIS CONNECTIONS

Note:
Following information is NOT valid for CF65
chassis. See 7.21: "LF and CF65 series chassis
connections".

Locations of application connectors

1 Application connector for accessories 1
2 Application connector for engine speed con- 2
trol 3
3 Application connector for body function
spare wires (12-pin and 8-pin)
4
5 (R) L=200 mm 7
5 (L) L=2500 mm
4 Application connector for body function sig-
6
nals
5 Connection for side markers (2x)
6 Application connector BB-CAN chassis

G000541

Application connector for accessories

(connector code A070)
Pin Wire Description Pin Wire Description
1 1113 Power supply before contact 5 3651 Alarm 12V power supply for in-
KL30 terior detection
2 2155 Body lighting 6 3659 Alarm input (ground signal)
3 4601 Brake signal 7 3660 Alarm input (ground signal)
4 4591 Reversing signal 8 M71 / Earth
M21

Application connector for engine speed

control (connector code A068)

DMCI variant
Pin Wire Description Pin Wire Description
1 M37 Earth 7 3143 Enable engine speed control
2 3848 Engine stop, remote (+24V sig- 8 3144 Enable N variable
nal)

Pin Wire Description Pin Wire Description

3 3003 Engine speed output signal 9 3145 N2
4 3039 Vmax application 10 3146 N3
5 3141 Set - 11 5280 Remote engine start (+24V)
6 3142 Set + 12 1240 Power supply after contact
KL15

Application connector for body functions

(connector code A104)

12-pin Econoseal
Pin Wire Description Pin Wire Description
1 A1 / Reserve radio recess 7 A7 Reserve radio recess
3772 emergency button FMS system
2 A2 Reserve radio recess 8 A8 Reserve radio recess
3 A3 Reserve radio recess 9 A9 Reserve radio recess
4 A4 Reserve radio recess 10 A10 Reserve radio recess
5 A5 Reserve radio recess 11 A11 Reserve radio recess
6 A6 Reserve radio recess 12

8-pin Econoseal (connector code A102)

Pin Wire Description Pin Wire Description
7 1 1154 Power supply before contact 5
KL30 20A
2 1258 Power supply after contact 6
KL15 20A
3 3157 'Engine running' signal 7 M40 Earth 20A
4 3412 Cab locking open signal 8 M98 Earth 20A

Side marker lights

At the position of the first side marker behind the
cab, on right-hand side, there are two cables with
a 2-pin connector. Both connectors contain wire
numbers 2102 and 2103. Side markers and top
lights can be connected from here using the cable
harnesses that are mentioned in
chapter8.5: "Electric cable contour lights chassis"

7-pin DIN (connector code A105)

Pin Wire Description Pin Wire Description
1 1154 Power supply before contact 5 3842 CANopen ground
KL30 20A
2.5 mm²
2 M982 Earth 2.5mm² 6 3810 BB-CAN High via BBM
3 3809 CANopen enable 7 Spare
4 3811 BB-CAN Low via BBM

7.27 CF65 SERIES ESC CONTROL

ECS-DC4 engine speed control functionality

(CF65)
As soon as the ESC function is switched on via
the cruise control "ON/OFF" switch, the engine
speed control switches to "STAND-BY" mode.
Using the "SET" and "RESUME" switches, the
engine speed can be precisely controlled as
required. If the vehicle speed rises above the
preset limit value, the ESC returns to "STAND-
BY" mode, i.e. the idling speed. The limit value is
set as standard at approx. 9 km/h (default) and
can be altered via DAVIE to at most 30 km/h.
Note:
On the CF65, unlike the LF series, there is no 48
km/h limit for ESC (roadsweeper version)
available.

Operating functions of the steering column switch

Function Standard setting Choice (DAVIE)
Brief operation of "SET +/-" during ESC gives a stepped Yes
increase or reduction of engine speed (default 25 rpm)
Operating "SET +/-" during ESC gives a continuous,
stepped increase or reduction of the preset desired
SET +
speed. 7
SET - When "set+/-" is released, the current engine speed is set
as the new desired engine speed.
The desired engine speed can be varied using "set +/-" N_min and N_max ad-
between the minimum speed (N_min = 450 rpm) and the justable between 0 and
maximum limit speed (default: N_max = 1500 rpm) to pro- N_nominal [rpm]
tect the engine after starting.
N1 Operating "N1" activates the ESC and sets the desired Adjustable between
engine speed (default = 850 rpm). (Set switch to SET- po- N_min and N_max
sition.)
N2 Operating "N2" activates the ESC and sets the desired Adjustable between N1
engine speed (default = 1200 rpm). (Set switch to SET + and N_max
position.)
OFF Operating "OFF" or "contact off" switches the ESC off.

Cut-in/cut-out conditions

For the standard vehicle, the ESC can only be

switched on with the parking brake activated, and
is switched back off when the parking brake is
deactivated. Besides the operating function "off",
there are cut-out conditions programmed for
safety reasons (standard settings), but which can
sometimes be altered via DAVIE. See the table
below.

Engine speed control cut-in/cut-out conditions

ESC function Standard setting Choice (DAVIE)
Cut in Steering column switch at speed 0 km/h
Enable ESC on application connector active
Suppress (1) Accelerator pedal operation Yes
Manual throttle operation Yes
Other
Cut out Brake pedal operation
Clutch pedal operation Yes
Parking brake operation Yes

(1) Suppress means the temporary cutting out of the ESC function, for the time that the conditions are met.

} In addition, the ESC is also cut out if

a fault is identified in the brake,
clutch, speed signal and /or the

}
cruise control module.

If for the body function it is

necessary to deviate from the
standard options tested and
released by DAF, operation is no
longer subject to the responsibility
7 of DAF Trucks NV. The
implementation of non-standard
body functions and the possible
consequences are the responsibility
of the user (generally the
bodybuilder), who then bears
product liability.

Application connector for engine speed

control

There are two operating functions possible for the

ESC application connector. Depending on the
chosen setting for parameter 1-116 in the VIC2
unit either the remote ESC Nvariable (Nvar) or
the adjustable N1, N2 and N3 engine speeds is
selected.
Operating functions of the application connectorfor remote ESC (N1, N2 and N3)
Function (1) Standard setting Choice (DAVIE)
Enable ESC If "enable ESC" is active and V < limiting speed + 5 km/h,
engine speed control is enabled via the body connection,
while operation via the steering column switch is NOT
blocked.
N1 Operation of N1 activates the ESC to a fixed desired en- N1 is adjustable between
gine speed N1 (default 850 rpm) N_min and N_max
N2 Operation of N2 activates the ESC to a fixed desired en- N2 is adjustable between
gine speed N2 (default 1100 rpm) N1 and N_max
N3 Operation of N3 activates the ESC to a fixed desired en- N3 is adjustable between
gine speed N3 (default 1200 rpm) N2 and N_max

Operating functions of the application connectorfor remote ESC (N1, N2 and N3)
Function (1) Standard setting Choice (DAVIE)
V_max applica- If a 24V signal is activated, the speed is limited to a pre- Yes
tion (2) programmed value (default 30 km/h)
Engine speed Output signal, square-wave, 30 pulses per revolution, LS
pulse
Engine stop Control signal (+24V) for switching off the engine

(1) Given simultaneous operation, the priority is as follows (high to low): "enable ESC", "N3", "N2", N_variable (SET-/+)
(2) Special applications (e.g. refuse vehicles).

Operating functions of the application connector for remate variable speed (Nvar)
Function (1) Standard setting Choice (DAVIE)
Enable ESC If "Enable ESC" is active and the vehicle speed V < ESC
max limiting speed + 5 km/h, the engine speed control is
enabled via the body connection, while operation via the
steering column switch is blocked.
Brief operation (2) of "SET +/-" during ESC gives a 0<step<400 [rpm]
stepped increase or reduction of engine speed (default 25
rpm)
Long operation (3) of "SET +/-" during ESC gives a con- 0<ramp<1000 [rpm/s]
tinuous increase or reduction of the preset desired engine
SET + speed (default 200 rpm/s)
SET - When "SET+/-" is released, the current engine speed is
set as the new desired engine speed
7
The desired engine speed can be varied using "set +/-" N_min and N_max ad-
between minimum (N_min = idling) and the maximum lim- justable between 0 and
it speed (default: N_max = 1500 rpm) to protect the en- N_nominal [rpm]
gine after starting
Operating "Enable N_variable" activates the ESC and N_variable adjustable be-
N_variable sets the preset engine speed (constant speed). tween 0 and N_nominal
[rpm]
V_max applica- If the Vmax application input is activated by a 24V signal, Adjustable between 0 and
tion (4) the vehicle speed is limited to the pre-programmed value 30 km/h. Limited at bot-
(default 30 km/h) tom side by idle speed of
the engine and driveline
ratio's
Engine speed Output signal, square-wave, 30 pulses per revolution; LS
pulse

(1) If operated simultaneously, the priority is as follows (high to low): "enable ESC", "N2", "N3", N_variable (SET-/+).
(2) Brief operation: touch time < 0.3 s (default).
(3) Long operation: touch time > 0.3 s (default).
(4) Special applications (e.g. refuse vehicles).

7.28 CF75 - CF85 ESC SYSTEM

CF75 - CF85 Series ESC control

Note:
Following information, except the PR engine
related data, is also valid for the XF Series.

Applicable selection codes:

0761: without engine speed control connector
0797: with engine speed control cab connector
9231: with engine speed control chassis
connector
9560: without body builder CAN/without CAN
open
9562: with application connector body builder
CAN
Note:
Connector 4A is always present due to
standardisation. If selco 0797 is selected, the
corresponding functionality is also present
(correct BBM software).
For part numbers of the bulkhead connectors
check chapter 8.4: "Electric connector parts
cabine (CF75-85 and XF Series)"

Applicable application connectors in cab and

chassis depending on selection code:
5280 11
3809 3 f

A105
3146 10
3811 4
3145 9
3810 6 c

ESC A068
3144 8
3842 5
3143 7
3142 6
3141 5
3003 3
3848 2
5280 D:8 4
3039
3146 D:7 a
b 3145 D:6

ECU BBM D993

3144 C:21
4A:11 5280 3143 C:20
4A:10 3146 3142 C:18
4A:9 3145 3141 C:19
4A:8 3144 3003 D:5
4A:7 3143 3848 C:16
4A:6 3142 3039 C:17
4A:5 3141
3842 D:9
4A:3 3003 3811 D:17
4A:2 3848 3810 D:19
4A:4 3039 5433 D:33

12D:16 3810
3811 A1 A3
12D:17
3810 6 e
d
A106

12D:18 3842
3811 4
12D:4 A2 A4 A5
3842 5
M714

M715

3809 3

MAA-2
12C:17 6185
12C:20 6186

B: 8
ECU DMCI D965
B: 11

Selco 0761: (a) + b G000546-1

Selco 0797: a+b
Selco 9231: a+b+c
Selco 9562: a+d+e+f

Selection code 0797: Cab Connector 4A

Pin Wire Description Active low Pin on BBM
(1)
(ECN code: D993)
Active high
(2)

1 M37 Ground - MAA-2

2 3848 Engine Stop AH C:16
(3)
3 3003 Engine speed output signal AL D:5
4 3039 Vmax special application AH C:17
5 3141 Set + Esc AH C:19

Selection code 0797: Cab Connector 4A

Pin Wire Description Active low Pin on BBM
(1)
(ECN code: D993)
Active high
(2)

6 3142 Set - Esc AH C:18

7 3143 ESC enable AH C:20
8 3144 N Variable AH C:21
9 3145 ESC N2 AH D:6
10 3146 ESC N3 AH D:7
11 5280 Engine start AH D:8
12 1240 Power supply after contact AD-16C-1

(1) Active low: function is activated if pin is grounded.

(2) Active high: function is activated if pin is connected to battery plus (12 V minimum).
(3) This engine speed signal corresponds to 30 pulses per crankshaft revolution. A "Pull Up" resistor must be fitted in accordance
with Figure A.

1010

1k
BBM
D5 3003
7 4A:3

G000545

Figure A: location of "Pull Up" resistor

Selection code 9231: Chassis Connector A068

Pin Wire Description Active low Pin on BBM
(1)
(ECN code: D993)
Active high
(2)

1 M37 Ground - MAA-2

2 3848 Engine Stop AH C:16
3 3003 Engine speed output signal AL D:5
4 3039 Vmax special application AH C:17
5 3141 Set + Esc AH C:19
6 3142 Set - Esc AH C:18
7 3143 ESC enable AH C:20
8 3144 N Variable AH C:21
9 3145 ESC N2 AH D:6
10 3146 ESC N3 AH D:7
11 5280 Engine start AH D:8
12 1240 Power supply after contact AD-16C-1

(1) Active low: function is activated if pin is grounded.

(2) Active high: function is activated if pin is connected to battery plus (12 V minimum).

Selection code 9562: Chassis Connector A105

Pin Wire Description Active low Pin on BBM
(1)
(ECN code: D993)
Active high
(2)

1 1154 KL30 (power supply before contact) - -

2 M982 Ground - -
3 3809 Enable CAN open AL -
4 3811 BB_CAN_High - D:17
5 3842 BB_CAN_ground - D:09
6 3810 BB_CAN_Low - D:19
7

(1) Active low: function is activated if pin is grounded.

(2) Active high: function is activated if pin is connected to battery plus (12 V minimum).

Selection code 9562: Cab Connector 12D

Pin Wire Description Active low Pin on BBM
(1) (ECN code: D993)
Active high
(2) 7
1 M40 Ground - -
2 M98 Ground - -
3 3412 Cab lock AL -
4 3809 Enable CAN open AL -
5 3772 FMS - -
6 6164 Power supply to Taillift - -
7 6165 Relay G466, Taillift open, pin 87 - -
8 6166 Relay G466, Taillift open, pin 87a - -
9 6167 taillift "Standby for Use" signal - -
10 6168 Relay G466, Taillift open, pin 85 - -
11 6169 Relay G466, Taillift open, pin 86 - -
12 A8 Spare - -
13 A9 Spare - -
14 A10 Spare - -
15 A11 Spare - -
16 3842 BB_CAN_Ground - D:09
17 3810 BB_CAN_Low - D:17
18 3811 BB_CAN_High - D:19
19 3157 Engine running signal AH A:8
20 1154 KL30 (power supply before contact) - -
21 1258 KL15 (power supply after contact) - -

(1) Active low: function is activated if pin is grounded.

(2) Active high: function is activated if pin is connected to battery plus (12 V minimum).

Purpose of the function

The purpose of the engine speed control system
is to enable the engine speed to be adjusted
between idling speed and the maximum speed.
This adjustable engine speed is used, among
other things, to drive auxiliary consumers via a
PTO. The engine speed control can be used
while driving or when idling by setting the correct
customer parameters using DAVIE. The engine
speed control can be enabled by the driver using
the steering wheel switches, steering column
switches or, if the correct selection codes have
been chosen, through the superstructure
equipment via the relevant application connector
(A068 hardwired and A105 CAN). Enabling the
engine speed control via one of the application
connectors takes priority over the steering
column switches.
Schematic overview of ESC system control
The diagram below provides a schematic
overview of the engine speed control. The two
main groups for controlling the engine speed
control can be identified as follows:

7 1. Enabling engine speed control by the driver via

the VIC (Vehicle Intelligence Centre)
- Steering wheel switches
- Steering column switch
2. Enabling engine speed control by the body via
the BBM (Body Builder Module
- Cab application connector
- Chassis application connector

DMCI, ECU, D965

PropA_ BBM_to_Engine:
18EF0025
0CFE6CEE

V-CAN 2
18F0010B

18F0010B
18F00503

EBC1:

EBC1:
ETC2:
TC01:

Tacho AS Tronic EBS-2 ABS

ECU ECU ECU VIC-2, ECU, BBM, ECU,

D525 D954 D978 D850 D310 D993 7

PropA_ Body_to_BBM:
PropB_ SW:

ESC enable
ESC N1/N2

18FF604D

ESC N var
18EF25E6

TSC1_BE:
0C0000E6
ESC set +

ESC set +
ESC set -

ESC set -

ESC N2
ESC N3
ESC off

Steering colum Steering wheel Application Application Application

switch switches connector connector connector
A105 A106 4A or A068 12C
C907 C916
IF BB-CAN

G000536

General ESC control system layout

CAN signal description

CAN Message id Used CAN Signals for ESC (1) Startbit Length
Message name
TC01 0CFE6CEE Tachograph vehicle speed 48 16
Cruise control resume switch 16 2
Cruise control off switch 18 2
PropB_SW
18FF604D Cruise control accelerate switch 20 2
Cruise control coast switch 22 2

CAN signal description

CAN Message id Used CAN Signals for ESC (1) Startbit Length
Message name
Parking brake switch 2 2
Cruise control active 24 2
Cruise control enable switch 26 2
Brake switch 28 2
Clutch switch 30 2
CCVS 18FEF100 Cruise control set switch 32 2
Cruise control coast switch 34 2
Cruise control resume switch 36 2
Cruise control accelerate switch 38 2
Cruise control set speed 40 2
Cruise control state 53 2
EBC1 18F0010B EBS brake switch 6 2
ETC2 18F00503 Selected gear 0 8
Engine requested torque/torque limit 8 8
Engine requested speed/speed conditions 16 16
Engine override control mode 32 2
Engine requested speed control conditions 34 2
7 ESC enable 48 2
PropA_ BBM_ ESC set minus 50 2
18EF0025
to_Engine ESC N variable 52 2
ESC set plus 54 2
Application speed limiter switch 56 2
ESC N2 58 2
ESC N3 60 2
Engine stop 62 2
Override control modes 0 2
Requested speed control condition 2 2
TSC1_BE 0C0000E6 Override control mode priority 4 2
Requested speed speed limit 8 16
Requested torque torque limit 24 8

CAN signal description

CAN Message id Used CAN Signals for ESC (1) Startbit Length
Message name
Engine requested torque/torque limit 8 8
Engine requested speed/speed limit 16 16
Engine override control mode 32 2
Engine requested speed control conditions 34 2
Engine start 42 2
ESC enable 48 2
PropA_body
18EF25E6 ESC set minus 50 2
_to_BBM
ESC n variable 52 2
ESC set plus 54 2
Application speed limiter switch 56 2
ESC N2 58 2
ESC N3 60 2
Engine stop 62 2

(1) only ESC related messages are shown.

Enabling engine speed control by the driver

As is evident from the schematic overview, the
VIC can receive the engine speed control signals
from the steering wheel switches (via CAN) or via
7
the steering column switch (hardwired). The VIC
translates these signals into a CAN message,
which is sent to the engine control unit.
The steering column switches and the steering
wheel switches have the same engine speed
control operating functions, namely: "SET+",
"SET-", "N1", "N2" and "OFF".

G000391

Steering wheel and stalk lever switches

Operating functions of the steering column and steering wheel switches

Function Standard setting Choices in DMCI via
DAVIE
(CP = customer parame-
ter)
Operating "SET+/-" switches the engine speed control on
and sets the current engine speed as the desired speed
(constant value).
Brief operation (1) of "SET +/-" during ESC gives a 0<step<400 [rpm]
stepped increase or reduction of engine speed (default 25 CP2-20 and CP2-38
rpm)
SET + Long operation (2) of "SET +/-" during engine speed con- 0<ramp<400 [rpm/s]
SET - trol gives a continuous increase or reduction of the preset CP2-18 and 2-19
desired speed (default 200 rpm/s).
When "SET +/-" is released, the current engine speed is
set as the new desired engine speed
The desired engine speed can be varied using "set +/-" N_idling<speed lim-
between minimum (N_min = idling) and the maximum it<N_max (rpm) via CP2-
speed to be set. 15 and CP2-14
N1 Operating "N1" activates the engine speed control and To be set using CP2-16
sets the engine speed to the value entered using CP2-16 between the values set
(default 800 rpm). Activation using "RES" (resume) but- using CP2-15 and CP2-
ton. 14

7 N2 Operating "N2" activates the engine speed control and

sets the engine speed to the value entered using CP2-17
To be set using CP2-17
between the values set
(default 1200 rpm). Activation by operating "RES" using CP2-15 and CP2-
(resume) button twice. With this "RES" button the opera- 14
tor can toggle between N1 and N2.
OFF Engine speed control is switched off using the "OFF" but-
ton.

(1) Brief operation: touch time < 0.3 s

(2) Long operation: touch time > 0.3 s

To make engine speed control possible, a

number of (default) cut-in conditions must be met,
namely:
- The handbrake must be engaged. (CP2-32)
- The vehicle speed must not be faster than 10
km/h. (CP2-11)
- Clutch pedal is not operated. (CP2-34)
- Brake pedal is not operated. (CP2-33)
- Engine brake foot pedal is not operated. (no
CP)
In addition, there are a number of faults that can
be checked, which, if active, prevent the engine
speed control from being activated.
- No faults are active that relate to vehicle
speed.
- No faults are active that relate to Set+/Set-
plausibility
- No faults are active that relate to engine
speed.

- No faults are active that relate to CAN

communication.
- No faults are active that relate to clutch
signal plausibility.
- No faults are active that relate to handbrake
signal.
- No faults are active that relate to clutch
signal.
- No faults are active that relate to a neutral
gearbox signal.
If, for the body function, it is necessary to deviate
from the standard options tested and released by
DAF, DAF shall no longer be responsible for the
operation. The implementation of non-standard
body functions and the possible consequences
are the responsibility of the user (generally the
bodybuilder), who then bears product liability.
If the above conditions are met, the application
connector can be used in various ways to activate
the engine speed control, namely via:
Hardwired or CAN Activation Priority (1)
Application connector Hardwired ESC enable 1
CAN ESC enable or 2
PropA_Body_to_BBM
Engine override control mode
TSC1_BE CAN Engine override control mode 3
(torque/speed limitation) 7
(1) If a unit is active and a unit with a higher priority is activated, the unit with the highest priority will become active immediately.
Only one unit of the above variations can be active, so no combination of various units is possible.

The above table indicates that hardwired

activation has the highest priority followed by
activation via CAN. It is important to note that the
choice between the PropA_Body_to_BBM and
TSC1_BE message depends on the activation of
the engine speed control in the
PropA_Body_to_BBM message. If the engine
speed control is active via bit 1 and 2 of byte 7
from this message, the PropA_Body_to_BBM
message is the determining factor. If bit 1 and 2
of byte 7 are not equal to active, then the
TSC1_BE message is, providing bit 1 and 2 of
byte 1 are not equal to "0".
This is clarified in the table below.
Input Output
Engine speed control Engine speed control ac- Engine override control mode
activation via pin 7 appli- tivation via bit 1 and 2 of activation via bit 1 and 2 of
cation connector 4A or byte 7 from the byte 1 from the TSC1_BE
A068 PropA_Body_to_BBM message.
message.
No influence No influence Application con-
Active
nector
Not active Active No influence PropA_Body_to_B
BM

Input Output
Not active Not active 00b (2)
TSC_BE
Not active Active (1) 00b (2) No limitation

(1) Active = Inactive, Error, Not available or Time-out

(2) 00b = 00 binaire

Application
connector PropA_ Body_to_BBM:
A105 A106 18EF25E6

IF BB-CAN TSC1_BE:
0C0000E6
BBM, ECU, DMCI, ECU,
PropA_ BBM_to_Engine:
ESC set -
D993 18EF0025
ESC set + D965
Application
connector ESC N2
4A or A068 ESC N3
ESC enable

ESC N var

G000547

Schematic overview of ESC system control via the body

Hardwired activation of engine speed control

7 For operating the engine speed control through

the body connection (see relevant selcos), the
same functions, cut-in and cut-out conditions,
and customer choices are offered as for the
engine speed control through the steering column
switch. The functions "SET+" and "SET-" are
controlled using pulse and continuous signals.
Via the hardwired input on the application
connector, two engine speeds N2 or N3 that are
to be pre-programmed and a variable engine
speed (Nvar) are also to be activated. To activate
these speeds the engine speed control must first
be enabled by providing a high signal on pin 7 of
cab connector 4A or chassis connector A068.
Then N2 and N3 can be activated by providing a
high signal on pins 10 and 11 respectively of this
connector, and if a high signal is provided on pin

}
8 of the above connectors, Nvar is activated.
For safety reasons it is not permitted
to activate the "enable" via a through
connection at the same time as N2,
N3 or Nvar. If two separate
connections are not used it will not
be possible to switch off the engine
speed control if a short circuit
occurs.

Operating functions of the application connector (4A or A068)

(1)
Function Standard setting Choice in DMCI via
DAVIE
(CP = customer parame-
ter)
Enable ESC If the engine speed control function is activated and the
vehicle speed is lower than the limiting speed for engine
speed control + 5 km/h, the engine speed control is ena-
bled through the body connection. At the same time, op-
eration via the steering column switch is blocked.
Operating "SET+/-" switches the engine speed control on
and sets the current engine speed as the desired speed
(constant value).
Brief operation (3) of "SET +/-" during engine speed con- 0<step<400 [rpm] via
trol gives a stepped increase or reduction of the engine CP2-20 and CP2-38
speed (default 25 rpm).
SET +
Long operation (4) of "SET +/-" during engine speed con- 0<ramp<400 [rpm/s] via
SET -
trol gives a continuous increase or reduction of the preset CP2-18 and 2-19
Pulsing or
desired speed (default 200 rpm/s).
continuous (2)
When "SET+/-" is released, the current engine speed is
set as the new desired engine speed
The desired engine speed can be varied using "SET +/-" N_idling<speed lim-
between the minimum and the maximum speed to be set. it<Nmax
( rpm) via CP2-15 and
CP2-14
Operating "Enable N_variable" activates the engine
7
speed control and sets the last desired engine speed set
using SET+ and SET-. This value is also memorised
N_variable
when the ignition is switched off.
Varying the desired speed is possible using SET+/- but
only if the input "Enable N_variable" is activated.
N_2 Operating "N2" activates the engine speed control and To be set using CP2-28
sets the engine speed to the value entered using CP2-16 between the values set
(default 800 rpm). using CP2-15 and CP2-
14
N_3 Operating "N3" activates the engine speed control and To be set using CP2-29
sets the engine speed to the value entered using CP2-17 between the values set
(default 1200 rpm). using CP2-15 and CP2-
14
V_max applica- If the Vmax application input is activated by providing a Adjustable using CP2-10
tion (5) high signal, the vehicle speed is limited to the pre-pro- between a value of 0 and
grammed value (default 30 km/h). 30 km/h
Engine speed Output signal, square-wave, 30 pulses per revolution; LS
pulse
Engine stop Control signal (24 V) for starting the engine remotely. Option must be activated
using CP1-87. Value
must be set between 1
and 30 km/h.
Engine start Control signal (24 V) for switching off the engine remotely. Option must be activated
using CP1-86.

Activation of engine speed control via CAN

message PropA_Body_to_BBM

In addition to calling up two, pre-set target speeds

via the hardwired option, it is also possible,
providing selection code 9562 "with application
connector body builder CAN" has been chosen,
to activate these target speeds via CAN. To be
able to use this functionality, the body must
provide CAN message PropA_Body_to_BBM
with identifier 18_EF_25_E6 to pin 17 and 18 of
connector 12D. The data that must be provided in
this message is as follows:
Signal Byte Bit Type Offset Min Max Unit Comments
name
ESC enable 7 2,1 Status - 0 3 - 00b=passive
10b=error
01b=active
11b=not available
ESC set 7 4,3 Status - 0 3 - 00b=passive
min 10b=error
7 01b=active
11b=not available
ESC N vari- 7 6,5 Status - 0 3 - 00b=passive
able 10b=error
01b=active
11b=not available
ESC set 7 8,7 Status - 0 3 - 00b=passive
plus 10b=error
01b=active
11b=not available
ESC N2 8 4,3 Status - 0 3 - 00b=passive
10b=error
01b=active
11b=not available
ESC N3 8 6,5 Status - 0 3 - 00b=passive
10b=error
01b=active
11b=not available
Engine re- 5 4,3 Status - 0 - 00b=override disabled
quested 01b=Speed control
Speed Con- 10b=Torque control
trol Condi- 11b=Speed/Torque limit control
tions

Signal Byte Bit Type Offset Min Max Unit Comments

name
Engine 5 -2,1 Status - 0 3 - 00b=Transient optimized for
Override driveline
Control disengaged and non-lockup con-
mode ditions
01b= Stability optimized for drive-
line
disengaged and non-lockup con-
ditions
10b= Stability optimized for drive-
line
engaged and/or in lockup condi-
tion 1
11b= Stability optimized for drive-
line
engaged and/or in lockup condi-
tion 2
Engine re- 4,3 Value - 0 803 Rpm
quested 1,87
Speed/ 5
Speed limit
Engine re- 2 Value -125 -125 125 %
quested
Torque/
Torque limit

In message PropA_Body_to_BBM the

7
commands that are provided through the
hardwired option may also be provided via CAN,
as is evident from the table. In addition, contrary
to earlier releases, a torque/speed limit can be
forced via this message by selecting the correct
CAN configuration of the message provided. This
function makes it possible to select any speed
between the limits defined using customer
parameters (2-14 and 2-15) via the Body Builder
CAN.
By way of clarification, an example of the content
of the PropA_Body_to_BBM message is given
below.
PropA_Body_to_BBM (18 EF 25 E6)
Name Sour Destina- Direc- DataLength- DATA: 01 00 E2 04 F0 F7 41 04
ce tion tion Code
Byt By By Byt Byt Byt Byt Byte
PropA_Body_ e te te e e e e 8
E6 5 X 8 1 2 3 4 5 6 7
to_BBM
01 00 E2 04 F0 F7 41 04

signal Physical Byte / bit (b) = Binair Comment

value number (h) = Hexago-
nal
value
Requested_Torqu -125% Byte 2 00(h) Physical value = (CAN
e_ 0000 000(b) data x rise/scale) + offset =
Torque_ limit (0 x 1/1) + (-125) = -125%
Requested_ 1250 rpm Byte 4,3 04 E2(h) Physical value = (CAN
Speed_ 0000 0100 1110 data x rise/scale) + offset =
Speed_limit 0010(b) (1250 x 1/1) + 0 = 1250
rpm
Requested_ 00b= override disabled Byte 5 F0(h) ( 00)
Speed_Control_ bit 4,3 1111 0000(b)
Condition
Override_Control_ 00b=Transient optimized Byte 5 F0(h) ( 00)
Mode for driveline disengaged bit 2,1 1111 0000(b)
and non-lockup condi-
tions
ESCn3 00b=passive Byte 8 04(h) ( 00)
bit 6,5 0000 0100(b)
ESCn2 01b=active Byte 8 04(h) ( 01)
bit 4,3 0000 0100(b)
ESCn_variable 00b=passive Byte 7 41(h) ( 00)
bit 6,5 1000 0001(b)

7 ESC_set_plus 01b=active Byte 7

bit 8,7
41(h)
0100 0001(b)
( 01)

ESC_set_minus 00b=passive Byte 7 41(h) ( 00)

bit 4,3 1000 0001(b)
ESC_enable 01b=active Byte 7 41(h) ( 01)
bit 2,1 0100 0001(b)
Engine_stop 00b=passive Byte 8 04(h) ( 00)
bit 8,7 0000 0100(b)
Engine_start 01b=active Byte 6 F7(h) ( 01)
bit 4,3 1111 0111(b)
Application_ 00b=passive Byte 8 04(h) ( 00)
speed_ limiter bit 2,1 0000 0100(b)

Activating engine speed control via CAN

message TSC1_BE.
In addition to calling up two, pre-set target speeds
via the hardwired option, it is possible, providing
selection code 9562 "with application connector
body builder CAN" has been chosen, to select
any speed between the limits defined using client
parameters (2-14 and 2-15) via the Body Builder
CAN. To be able to use this function, the body
must provide a Torque/Speed Control message
on pin 17 and 18 of connector 12D. In this torque
speed control message, any desired speed and/
or torque limit can be selected by filling in the
message content correctly. The signals sent by
the body are translated by the BBM and are part
of the PropA_BBM_to_Engine message. This

message is one of the TSC messages that the

ECU engine can receive, although with a much
lower priority. Identifier = 0C 00 00 E6 to be
programmed and the content of the message is
as follows:

Signal Byt Bit Type Off- Min Max Unit Comments

name e set
Engine re- 1 4,3 Sta- - 0 3 - 00b = override disabled
quested tus 01b = Speed control
Speed Con- 10b = Torque control
trol Condi- 11b = Speed/Torque limit control
tions
Engine 1 2,1 Sta- - 0 3 - 00b = Transient optimized for
Override tus driveline
Control disengaged and non-lockup con-
mode ditions
01b = Stability optimized for drive-
line
disengaged and non-lockup con-
ditions
10b = Stability optimized for drive-
line
engaged and/or in lockup condi-
tion 1
11b = Stability optimized for drive-
line
engaged and/or in lockup condi-
tion 2
7
Engine re- 3,2 All Value - 0 8031,875 Rpm
quested
Speed/
Speed limit
Engine re- 4 All Value -125 -125 125 %
quested
Torque/
Torque limit

By way of clarification, an example of the content

of the TSC1_BE (0C 00 00 E6) message is given
below.
TSC1_BE (0C 00 00 E6)
Name Sour Destina- Direc- Data DATA: 5A 00 E0 2E DD FF FF FF
ce tion tion Length
Code
Byte Byte Byte Byte Byte Byte Byte Byte
TSC1_ 1 2 3 4 5 6 7 8
E6 00 RX 8
BE
5A DC 05 DD FF FF FF FF

By way of clarification, an example of the content

of the TSC1_BE (0C 00 00 E6) message is given
below.

Signal Physical Byte / bit (b) = Binair Comment

value number (h) = Hexagonal
value
Requested_Torq 96% Byte 4 DD(h) Physical value = (CAN
ue_ 1101 1101(b) data x rise/scale) + offset
Torque_ limit = (221 x 1/1) + (-125) =
96%
Requested_Spee 1500 rpm Byte 3,2 05 DC(h) Physical value = (CAN
d_ 0000 0101 1101 data x rise/scale) + offset
Speed_limit 1100(b) = (1500 x 1/1) + 0 = 1500
rpm
Requested_Spee 10b = Torque control Byte 1 5A(h) (10)
d_ bit 4,3 0101 1010(b)
Control_Conditio
n
Override_Control 10b = Stability opti- Byte1 5A(h) (10)
_ mized for driveline bit 2,1 0101 1010(b)
Mode engaged and/or in
lockup condition 1

Irrespective of the way in which the engine speed

control is activated (via CAN or hardwired), a
torque limit can be activated during engine speed
control. The various limits are set if a combination
is made with wires 6185 and 6186, pin 17 and 20

7 respectively in bulkhead connector 12C. These

limits are necessary as in many cases engine
speed control is used in combination with an
auxiliary consumer (PTO). This auxiliary
consumer has certain limitations, which naturally
must not be exceeded and the torque and speed
limits are required for that purpose. By using
customer parameter 2-30 the accelerator pedal
can be switched off during ESC operation. When
the accelerator pedal is switched on, the preset
value of the engine speed control can be
overruled up to the maximum allowed speed
during engine speed control using customer
parameter 2.31.
Coupling the PTO activation signal to wire 6185
and/or 6186 will limit the engine speed during
PTO usage and a torque limitation applies when
engine speed control is active and a fixed % of
the original torque curve when the engine speed
control is not active.
The combinations and corresponding limitations
are given in the table below.
Wire 6185 Wire 6186 ESC active Driving mode (1)
Connector Connector Engine speed maximised Engine speed maximised
12C 12C by ESC_N_max (CP2-14) (2) by N_max (3)
Pin 17 pin 20
PR engine MX engine PR engine MX engine
0 Volt 0 Volt No limitation No limitation
24 Volt 0 Volt 1000 Nm 1800 Nm 95%

Wire 6185 Wire 6186 ESC active Driving mode (1)

Connector Connector Engine speed maximised Engine speed maximised
12C 12C by ESC_N_max (CP2-14) (2) by N_max (3)
Pin 17 pin 20
PR engine MX engine PR engine MX engine
0 Volt 24 Volt 750 Nm 1200 Nm 80%
24 Volt 24 Volt 500 Nm 600 Nm 60%

(1) The limitation in driving mode can be used irrespective of whether engine speed control is enabled or not.
(2) As absolute maximum engine torque.
(3) Percentage of original engine torque curve.

Note:
An intermediate level of torque limitation (up to
70% of maximum torque) during ESC operation
can be set using customer parameter 2-37.
Parameter 2-37 allows automatic torque
limitation during engine speed control operation
only. The limitation level is a percentage of
maximum torque, and therefore engine
configuration dependant. Given the above
information we can provide hardwired torque
limitation as well as via CAN. The hardwired
limitation has the highest priority. If, in addition,
the hardwired option and the automatic option are
activated, the lowest value will be used as
limitation value.

In addition to various cut-in conditions, the 7

cut-out conditions must also be taken into
account. These cut-out conditions are:
- The handbrake must be disengaged. (CP2-
32)
- The vehicle speed is higher than limit value +
offset (10+5=15 km/h). (CP2-11)
- Clutch pedal is operated. (CP2-34)
- Brake pedal is operated. (CP2-33)
- Engine brake foot pedal is operated. (no CP)
- Retarder is operated. (no CP)
In addition, there are a number of faults that
are checked and if active, the engine speed
control should be switched off:
- A vehicle speed fault is active.
- A plausibility fault is active on the set+/set-
switches.
- An engine speed fault is active.
- A fault that relates to the CAN
communication is active.
- A plausibility fault is active that relates to the
clutch signal.
- A fault is active that relates to the handbrake
signal.
- A fault is active that relates to the clutch
signal.
- A fault is active that relates to the neutral
signal of the gearbox.

In addition to the cut-in and cut-out

conditions, the system also has a number of
overrule conditions. An overrule condition
means that the control under which the
system is operating at that point is
temporarily suppressed. These overrule
conditions are:
- Accelerator pedal operation. (CP 2-30)
The accelerator pedal can be used to
temporarily increase the engine speed up to
a maximum value preset under customer
parameter 2.14 (max. ESC speed).
- Exceeding vehicle speed limit. (CP 2-11)
- ASR activation.
- Speed limiter activation.

Customer ENGINE SPEED CONTROL

parameter
2-14 MAX ESC SPEED. DMCI Rpm
2-15 MIN ESC SPEED DMCI Rpm
2-18 ACCELERATION RAMP CONTINUOUS UP DMCI Rpm/s
ESC
2-19 ACCELERATION RAMP CONTINUOUS DOWN DMCI Rpm/s
ESC
2-20 ACCELERATE UP PER TIP DMCI Rpm/tip
7 2-38 DECELERATE DOWN PER TIP DMCI Rpm/tip
2-22 ACCELERATE FROM IDLE TO TARGET DMCI Rpm/s
SPEED IN ESC
2-39 DECELERATE FROM TARGET SPEED IN ESC DMCI Rpm/s
TO IDLE
2-27 ESC CHANGE STEERING COLUMN N VARIA- DMCI Rpm
BLE
2-16 ESC CAB N1 DMCI Rpm
2-17 ESC CAB N2 DMCI Rpm
2-28 ESC CHANGE APPLICATION CONN. N2 DMCI Rpm
2-29 ESC CHANGE APPLICATION CONN. N3 DMCI Rpm

Customer ENGINE SPEED CONTROL CONDITIONS

parameter
2-30 ACCEL. PEDAL DMCI ACTIVE/NOT AC-
TIVE
2-31 MAX RPM ACCELERATOR PEDAL DMCI Rpm
2-32 PARK BRAKE DMCI ACTIVE/NOT AC-
TIVE
2-33 BRAKE DMCI ACTIVE/NOT AC-
TIVE
2-34 CLUTCH DMCI ACTIVE/NOT AC-
TIVE

7.29 CF75 - 85 SERIES FMS SYSTEM

CF series FMS system

Note:
Following information is also valid for the XF
series.

Applicable selection codes:

8360: without Fleet Management System
6407: with Fleet Management System
preparation
9990: with DAF Telematics System preparation
1075: with DAF Telematics System
Applicable FMS application connectors
cabine:

Selection code 6407: FMS prepared

(Cab Connector A098 in location D878; central box dashboard)
Pin Wire Description Active low (1) Pin on ECU or connector
Active high (2)
1 9093 Ground
2 3502 Vehicle speed B525 B6
3 3237 Engine speed D965 B1
4 3772 Interconnection to 12D 12D 5
5 3767 Interconnection to A097 A097 5
6 3768 Interconnection to A097 A097 6
7 3771 Interconnection to A097 A097 7
8 3770 Interconnection to A097 A097 8
9 3225 DTCO B525 D8
10 3783B DCAN-H D310 B12
11 3782B DCAN-L D310 B6
12 4596 PTO AH D993 A4
13 4601 Stop Lights AH G036 C8
14 2102 Marker Lights AH E000 (10A)
15 3769 Interconnection to A097 A097 9

7 16
17
-
1101
-
KL30
- -
E084 (10A)
18 1258 KL15 E163 (25A)

(1) Active low: function is activated if pin is grounded.

(2) Active high: function is activated if pin is connected to battery plus (12 V minimum).

Selection code 6407: FMS prepared

(Cab Connector A097 (in location 12A of the bulkhead connector)
Pin Wire Description Active low (1) Pin on ECU or connector
Active high (2)
1 9093 Ground
2
3
4 3773 Interconnection to A098
5 3767 Interconnection to A098 A098 5
6 3768 Interconnection to A098 A098 6
7 3771 Interconnection to A098 A098 7
8 3770 Interconnection to A098 A098 8
9
10
11 1101 KL30 E084 (10A)
12 9093 Ground
13

Selection code 6407: FMS prepared

(Cab Connector A097 (in location 12A of the bulkhead connector)
Pin Wire Description Active low (1) Pin on ECU or connector
Active high (2)
14
15 3769 Interconnection to A098 A098 15
16
17 1101 KL30 E084 (10A)
18 1258 KL15 E163 (25A)
19
20
21

(1) Acive low: function is activated if pin is grounded.

(2) Active high: function is activated if pin is connected to battery plus (12 V minimum).

Selection code 6407: FMS prepared (Cab Connector A138)

Pin Wire Description Active low (1) Pin on ECU
Active high (2)
1 9093 Ground
2
3
4
1363
9162
12V
Ground
D878 D1 7
5
6 3783B DCAN-H D310 B12
7
8
9 3782B DCAN-L D310 B6
10 1258 KL15 CAN E163 (25A)
11 1130 Accessoires C933 A6
12 1101 KL30 CAN E084 (10A)

(1) Acive low: function is activated if pin is grounded.

(2) Active high: function is activated if pin is connected to battery plus (12 V minimum).

Selection code 9990 DTS prepared / Selection code 1075: DTS (ECU unit D324)
Pin Wire Description Active low (1) Pin on ECU
Active high (2)
1 9093 Ground
2 1101 KL30 CAN E084 (10A)
3 1381 KL15 CAN E351 (10A)
4
5
6 4591 Reverse lights D350 D23

Selection code 9990 DTS prepared / Selection code 1075: DTS (ECU unit D324)
Pin Wire Description Active low (1) Pin on ECU
Active high (2)
7
8
9 1130 Accessoires C933 A6
10 3783B DCAN-H D310 B12
11 3782B DCAN-L D310 B6
12
13
14
15
16
17 5444 Loudspeaker L036 C1
18 5445 loudspeaker L036 D1

(1) Active low: function is activated if pin is grounded.

(2) Active high: function is activated if pin is connected to battery plus (12 V minimum).

Purpose of the function

FMS stands for Fleet Management System and is

7 used to provide information about condition of the

vehicle to the fleet owner for logistic purposes.
The (wireless) transmission of the data from
vehicle to user is performed by a third party ECU
which will get the data provided by the VIC-2 via
de D-CAN interface.
The main vehicle manufacturers, including DAF,
have together agreed on the data to be
universally provided for these FMS systems via
the CAN link. Third parties are able to connect
and to get the data from the truck CAN bus
system. This document describes which D-CAN
messages will to be supported via the FMS
prepared selco 6407 or the DTS (DAF Telematics
System) prepared selco 9990.

VIC-2 D310

V-CAN 1 A

V-CAN 2 B D-CAN

I-CAN
C

G000566

A D-CAN gateway for FMS standard

messages
B D-CAN gateway for additional DTS
messages
C PLC functions

From week 2008-13 in total three connectors are

available for connecting to the D-CAN bus were
the FMS messages will be broadcasted. One of
these three connectors is the standardised 12-
pins FMS connector and is called A138.
A Fleet Management System needs some
specific information to know which CAN-data is
available and how to handle this CAN-data. This
information is send in the CAN-message “FMS
standard software version supported”. This CAN-
message is accepted by SAE J1939. Before
there was no standard CAN-message and DAF
would send the CAN-message “FMS standard
information”.
The following table describes the amount of data
which will be send by DAF on the D-CAN for FMS
preparation and DTS preparation.

Message Message ID Repetition FMS FMS

Rate (ms) Prepared Prepared
Selco
6407
Selco 9990 7
EEC2 0C F0 03 00 50 X X
EEC1 0C F0 04 00 20 X X
Engine hours revolution 18 FE E5 00 On request X X
Vehicle Identification 18 FE EC EE On request X X
High Resolution Vehicle Dis- 18 FE C1 EE 1000 X X
tance
TC01 0C FE 6C EE 50 X X
Engine temperature 18 FE EE 00 1000 X X
Fuel economy 18 FE F2 00 100 X X
Service 18 FE C0 27 1000 X X
Vehicle weight 18 FE EA 27 1000 X X
Dash display 18 FE FC 27 1000 X X
FMS standard interface 1C FD D1 27 10000 X X
CCVS 18 FE F1 00 100 X X
Fuel consumption 18 FE E9 00 1000 X X
DM1 18 FE CA XX 1000 (1)
X
TP_DT (BAM) 1C EB FF XX - X
TP_CM 1C EC FF XX - X
(1)
DM1 VIC 18 FE CA 27 1000 X
TP_DT (BAM) 1C EB FF XX - X
TP_CM 1C EC FF XX - X

Message Message ID Repetition FMS FMS

Rate (ms) Prepared Prepared
Selco Selco 9990
6407
PropB_BBM 18 FF 82 25 250 X
ERC1_XR 18 F0 00 29 100 X
ERC1_DR 18 F0 00 10 100 X
EBC1 18 F0 01 0B 100 X
Tire condition (truck) 18 FE F4 33 500 X
Tire condition (trailer) 18 FE F4 C8 500 X
EBS23 18 FE C6 C8 100 X
RGE23 18 FE 5E C8 1000 X
EBS22 18 FE C4 C8 100 X
RGE22 18 FE 5C C8 100 X
Ambient conditions 18 FE F5 00 1000 X
Inlet / exhaust conditions 18 FE F6 00 500 X
Engine fluid level pressure 18 FE EF 00 500 X
Time date 18 FE E6 EE 1000 X
PropB_EST42 18 FF 40 10 100 X
Tank information #1 18 FE 56 3D 1000 X

7 Driver information
Combination vehicle weight
18 FE 6B EE
18 FE 70 0B
On request
On request
X
X
ETC2 18 F0 05 03 100 X
Operator wiper and washer 18 FD CD 27 100 X
controls
Operator external Light controls 18 FD CC 27 100 X
Cab illumination 18 D0 FF 27 5000 X
Vehicle hours 18 FE EC 27 1000 X

(1) Repetition rate when DM1 is active.

7.30 CF SERIES PTO CONTROL /

PROTECTION

Manually operated gearboxes

CAB, REMOTE and CAN control
Upto 2 PTO are incorporated in the electrical
design of the CF series. Both PTO's can be
operated and monitored from in-cab position, by
wire from the outside via the bulkhead lead-
through for PTO (connector 4D) (see 7.25: "CF
series cab connections")and via CAN control in
case the PTO option and the BB-CAN option (see
7.44: "Body Builders' CAN J1939")is present.

PTO1 operation
By using the switch on position 8 (see section 1
7.25: "CF series cab connections".), the BBM
(Body Builder Module) is activated via wire 4594. 2
The BBM checks on the basis of the cut-in BBM
conditions whether the output (wire 4596) may be
activated. These conditions must be met within a 3
specified control time (default = 4 s). The PTO
output will not be switched on, even if following
the expiry of the control time, the cut-in conditions G000399
are met. To allow the PTO to be switched on, the
switch must first be set to off, and then switched
back on.
If activation of the PTO is permitted, wire 4596 is
activated, and the BBM expects a return status
message from the PTO system, within a second
control time. An immediate check will also be
carried out as to whether the cut-out conditions
are met, or not. If the return status message (wire
3410) does not arrive on time, or if the message
states that the cut-out conditions are met, the
output will be switched off, and the PTO warning
will appear on the DIP(display on instrument
panel). The 'PTO active' indication on the DIP will
not illuminate, until the return status message is
concluded successfully. If this indication lights up,
the PTO-1 hour counter will start to run (installed
in the DIP menu). Control wire 4594 (active +24V,
in parallel connected to dashboard switch) is 7
included in the ESC application connector, which
means that preparation for operating the PTO
(switching it on and keeping it running) from the
body is provided. For manual gearboxes remote
operation of the clutch must be realized ( check
ordering possibilities).

3 possible settings of the PTO interlocks are

possible
- operation of PTO on a stationary vehicle
- operation of PTO on a moving vehicle
- individual settings of all conditions

Cut-in conditions
Item Applicable as condition Status
Brake operated Yes/No Operated/not operated
Parking brake operated Yes/No Operated/not operated
Clutch operated Yes/No Operated/not operated
Engine running Yes/No Yes/No
Vehicle speed Yes/No Maximum value
Engine speed Yes/No Maximum value
Control time 1 Always Value

N10 Clutch protection (not clutch-misuse

protection)
In order to switch on a torque-dependent PTO,
the clutch pedal must be operated. The on/off
condition laid down in the BBM responds if the
pedal is depressed approx. 5 mm, which is not
sufficient for the protection of the PTO and the
gearbox (preventing misuse). If an N221/10 PTO
is installed, the PTO operation must therefore be
combined with extended clutch pedal protection;
in that case, it is necessary to add the G259 relay.
For additional information, contact DAF.
PTO2 operation
7 Operation of the "PTO2" is identical to the PTO-1
operation, with exception of :
1. PTO-2 On/Off wire is 5241 (PTO-1 wire is
4594)
2. PTO-2 E/P activation wire is 4595 (PTO-1
wire is 4596) or 5149 with a N10 or Chelsea
PTO
3. PTO-2 Status return wire is 3668 (PTO-1
wire is 3410)
PTO3 operation
On the dashboard, a switch position is provided
for a 3rd PTO. The wiring for the 3rd PTO
operation cannot be prepared ex-factory. For the
wiring, use can be made of the reserve wires in
the body application connector. An additional
warning lamp can be fitted on the heater panel,
beside the 2nd radio recess.
PTO hour counter(s)
As is clear from the above, vehicles can be
equipped with one or more PTO's. The function of
the PTO hour counter is to record the number of
additional engine operating hours during PTO
operation, and if possible, to take them into
account when determining the vehicle's
maintenance intervals. Readout of the number of
PTO hours is via the DOT matrix display using the
menu control switch on the dashboard (DIP) or
via DAVIE. The operating time (in hours) of a
maximum of 2 PTO's can be read out via the
display. If PTO1 is switched on, the operating

time is automatically added to the total for PTO1.

When PTO2 is switched on, the operating time is
automatically added to the total for PTO2. Both
PTO1 and PTO2 can be reset using DAVIE. The
PTO counters will become visible after more than
1 minute operation.
A separate hour counter is available as analoge
gauge. See chapter 7.43: "Gauges".
Automatic gearboxes (ALLISON)
In general the PTO operation (including the 1
interlocks) in combination with automatic
gearboxes is identical to the maual gearbox PTO 2
operation, with the following exception; VIC AGC-A4

After switching the PTO on and complying with 3

the interlocks programmed, the E/P valve output
(2) of the BBM is activated. This signal is used by
the automatic gearbox control unit ( AGC-A4) as 22031802-040
a request for activating the gearbox PTO. The
automatic gearbox control unit checks its internal
parametring ( see chapter 7.38: "Automated and
automatic gearboxes") whether the PTO can be
switched on.
Automated gearboxes (AS-Tronic)
DAF introduced an automated gearbox called 1
AS-Tronic. This is a mechanical gearbox, which CAN
is operated via an electronic control unit. This
means that some of the driver's tasks are
monitored or taken over.
BBM
2
AS-Tronic
7
The PTO which is fitted to this gearbox, therefore
has a control/protection system that is different 3
from that used in combination with the manually
operated gearboxes.
G000400
There is a choice between two settings of the
PTO interlocks:
- operation of PTO on a stationary vehicle
- operation of PTO on a moving vehicle
Operation of PTO on a stationary vehicle is
always the basic setting
Cut-in conditions:
- The handbrake must be active
- The engine is running
- The gearbox must be in neutral
- The engine speed is lower than Nmax cut-in
(650 rpm)
- The vehicle speed is lower than 1.5 km/h
Cut-out conditions:
- The handbrake must be de-activated
- The engine is not running
- The vehicle contact is switched off
- The vehicle speed is higher than 1.5 km/h
Gear-shift commands are not carried out during
PTO operation.

Operation of PTO on a moving vehicle should

be activated using the diagnostic tool (DAVIE XD)
Cut-in conditions:
- The handbrake must be active
- The engine is running
- The gearbox must be in neutral
- The engine speed is lower than Nmax cut-in
(650 rpm)
- The vehicle speed is lower than 1.5 km/h
Cut-out conditions:
- The engine is not running
- The vehicle contact is switched off
Changing gear during driving is not possible. So
when driving off, the gear eventually required
during driving should already be engaged!
Note:
AS-Tronic sofwtare version may limit
instationary PTO use, to 1st and RL gear with
direct drive gearboxes and to 2nd and RH
gear with overdrive gearboxes. No
gearchange possible with these versions.
Check the vehicle configuration on this in
case instationary PTO use is required.

7 Depending on the situation, the PTO warning is

given between 2 and 5 seconds after a defect or
undesirable situation occurs.
Note:
When the PTO is engaged, programmed to
instationary use, and crawler gears are
selected:
- As lowest gearing, gears 1 and RL are
available for Direct Drive (DD) gearboxes
- As lowest gearing, gears 2 and RH are
available for Over Drive (OD) gearboxes

7.31 XF SERIES ACCESSORIES

CONNECTIONS

Wiring headershelf
Space Cab

183C

182C

E502818

Super Space Cab

There is a 12-pole connector available in the 182C
headershelf at driver side. Following signals are
available:

7
183C

E502857

9-pin black plug in overhead console

(connector code 182C)
Pin Wire Description Pin Wire Description
1 1107 KL30, supply spotlight 6 5445 Speaker telematics (minus)
2 1258 Power supply after contact 7 5399 Telephone speaker
KL15
3 5444 Speaker telematics (plus) 8 5418 Telephone speaker
4 2630 Switch search light supply 9 M52 Earth
5 2649 Spotlicht switched return - - -

12-pin black plug in overhead console

Spare wiring
There is no spare wiring from dashboard area via
the A-pillar to the headershelf.
Spare wiring from dashboard area to
bulkhead lead-through
Connector A104 Connector 12D
7 A B C D
1 12D
2 2
3 3
4 4
5 5
6
7 7
8 8
9 9
10

E502841

A104

G000462

The wiring runs from a 18-pole connector (A104)

behind the radio compartment to the bulkhead
lead-through 12D. The number of spare wires is
11, except when a FMS preparation is present. In
this case spare wire A1 is used as wire 3772
panic button input for the FMS system. For details
see 7.10: "Data communication CAN SAE J1939
/ ISO 11898 (including FMS)".

18 pole connector spare wiring radio compartment (connector code A104)

Power Supply
The power supply for all accessoiries should be 7
taken from connector 12D in the bulkhead lead-
through.
For details on pinning see chapter 7.32: "XF
series cab connections" under paragraph
"Bulkhead lead-though for body functions".
- Power supply - 24V/25A before contact, wire
number 1154, and 24V/25A after contact,
wire number 1258 - is available in the 6-pin
green connector in the central box behind
the fuse/relay board. In this connector, the
signals 'engine running' (3157), 'cab locking'
(3412) and 'earth' (2x) are also available.
- 24V/40A power supply, before contact, is
available in the 2-pin connector in the central
box behind the fuse/relay board. Wire
numbers: 1175 and M.
- 24V/10A via the accessory plug on the
dashboard, beside the lighter position.
Remember the total permissible power supply as
stated in section 7.13: "Maximum load".
Beside this 24V connection, there are two earth
connections, M8 screw version, in positions 10C
and 10D, in the bulkhead lead-through.
12V/10A or 12V/20A (optional) power supply is
available behind the panel of the central console
for radio and telephone, and in the overhead
console for CB and fax ( see below).

} The 24V connections on the

bulkhead lead-through (10A) and on
the distributor block behind the foot
panel on the co-driver's side are all
un-fused and must not be used for
power supply unless separately
fused within 10 cm from the
connection.

Note: a maximum of 3 ring connectors per

bolt connection.
Accessories preparations
Several preparations are standard in the XF
series cab.
LED preparation immobiliser / Alarm
In the headershelf there is a 2-pole black
connector (connector code 143C). The wire 1107
and 3482 are meant for connecting the LED of the
immobiliser.

7
E501556

CB preparation
In the headershelf there is a 2-pole white
connector (connector code B026) containing the
wires 1108 (+12V,Kl30 ) en M515 (earth).
These are meant for connecting CB or fax
equipment.

B026

E501553

E501557

Microwave preparation
This is a 2-pole connector (connector code
A038). This 2-pole connector (connector code
A038) is designed for currents up to 40 A!. The A038
wires 1175 (Kl30) and M22 (earth) are both 4,0
mm². The powersupply is taken via fuse E168
Kl30 (before contact). The fuse is a MAXI FUSE,
located on the top side of the fuse-relay board.

E502842

In addition a connecting block can be connected

here, and so creating a central point for power
supply Kl30 and earth. See also chapter
7.4: "Earth connections".
Radio preparation
For the radio connection, an ISO connector
(connector code B365.A) is fitted behind the radio
panel, with 12V/10A power supply before contact
(wire 1108), power supply after contact (wire
1363, switched via relay G377) and earth (M).
Also, for the loudspeakers (connector code
B365.B), the wiring to the door, A-pillar (for
tweeters) and rear wall (for loudspeakers) has
been prepared as standard. If tweeters are 1334294
installed, a dividing filter must be fitted.

E502763

} The standard version 24/12V

converter is 10A. A 20A version is
available. The total current
consumption from the 12V supply
before and after contact for
telephone, fax, radio and CB
together, must not exceed the
specified value. Splitting of the 12V
circuit using more than one
converter is necessary if additional
current consumption is required.
Installing a heavier-duty converter is
not recommended, in view of cable
diameters and suppression.

B365.A GY

1 3 5 7
B365.B 2 4 6 8
B365.A
B365.B BN

1 3 5 7

2 4 6 8

7
E502816

B365.A Power supply radio

B365.B Loudspeakers radio

Dimming display backlight VDO Dayton- and

Grundig-radio
1000
1010
1108

G377
G231

385
30 3

87a 87 4 5

1363
A2
B2
A4
B1
A4 A6 A7
24V 12V 12V 12V 12V
D895 B365

+
A1
A3

A8 B8 B7 B6 B5 B2 B1 B4 B3

4828

4827

4542

4540

4832

4831
4543

4541
1107

1130
1240

85 1
G231

G377

B024

B178

B179

B025

B180

B181
+ + + + + +

86 2

4 5
1363
A2
B2
A4
B1

A4 A6 A7
24V 12V 12V 12V 12V
D895 B365
+

+
A1
A3

A8 B8 B7 B6 B5 B2 B1 B4 B3
4828

4827

4542

4540

4832

4831
4543

4541
1130
1107
1240

1
G377

B024

B178

B179

B025

B180

B181

+ + + + + +

2
480 301 030

E501969

Wire 1130 is switched on by the accessory

position of the ignition switch. Relay G377
switches wire 1108 (+12V power supply) Kl30.) to
the radio equipment.
Station memory Grundig-radio
1000
1010
1108

G377
385
3

4 5

1363
A2
B2
A4
B1

A7 A6 A4
24V 12V 12V 12V 12V
D895 B365

+
A1
A3

A8 B8 B7 B6 B5 B2 B1 B4 B3

4828

4827

4542

4540

4832

4831
4543

4541
1107

1130
1240

1
G377

B024

B178

B179

B025

B180

B181
+ + + + + +

2
480 301 030

E501555

Pin Wire Description

1 1353 Power supply before contact KL30. (12 V/25
mA)

Pin Wire Description

2 1108 Power supply before contact KL30. (12 V)
3 M Earth

Memory telephone in combination with 24V/

12V 10 A or 20 A DC/DC converter
The DC/DC converter is available in 2 variants:
- 24 V/12 V (10 A + 25 mA)
- 24 V/12 V (20 A + 25 mA)
The connections are identical.

A2
B2
A4
B1
24V 12V
The converter has separate inputs and outputs: D895

A1
A3
M

E500726
7
1000
1010
1108
1353
G377
385

4 5
1363
A2
B2
A4
B1

A4 A6 A7
24V 12V 12V 12V 12V
D895 B365
+

+
A1
A3

A8 B8 B7 B6 B5 B2 B1 B4 B3
4828

4827

4542

4540

4832

4831
4543

4541
1107

1130
1240

1
G377

B024

B178

B179

B025

B180

B181
A076

A076

+ + + + + +

1 2 3 2
480 301 030

E501971

Input 24 V Output 12 V Max. current

A2 A4 10 of 20 A
B2 B1 25 mA

Bulkhead lead-through connections

21-pole connector bulkhead lead-through

body functions:
Connector code 12D
A B C D
1 12D
2 2
3 3
4 4
5 5
6
7 7
8 8
9 9
10

E502841

For details on pinning see chapter 7.32: "XF

series cab connections" under paragraph
"Bulkhead lead-though for body functions". In
addition to this an extension from connector 12D
to the chassis is available as an option or via DAF
7 Parts. The connections of the 21 pole connector
12D will be split up into an 8-pole and a 12 pole
econoseal. See chapter 7.33: "XF series chassis
connections" "application connector body
functions" for details.

A102
A103

12D

E502836

12-pole bulkhead lead-through Engine Speed

Control
Connector code 56A
A B C D
For details on pinning see chapter 7.32: "XF
series cab connections" under paragraph 1
"Bulkhead lead-though for engine speed control 2 2
(ESC)". In addition to this an extension from
3 3
connector 4A to the chassis is available as an 4A
option or via DAF Parts. The connections of the 4 4
12 pole connector 4A will end in 12 pole 5 5
econoseal (A068). See chapter 7.33: "XF series 6
chassis connections" "application connector 7 7
engine speed control" for details.
8 8
9 9
10

E502837

A068

4A
7

E502838

21-pole bulkhead lead-through for

accessories
Connector code 56A
A B C D
For details on pinning see chapter 7.32: "XF
series cab connections" under paragraph 1
"Bulkhead lead-though for accessories". In 2 2
addition to this an extension from connector 56A 3 3
to the chassis is available as an option or via DAF
Parts. The connections of the 21 pole connector 4 4
56A will end in 8 pole econoseal (A070). See 5 5
56A
chapter 7.33: "XF series chassis connections" 6
"application connector accessories" for details. 7 7
8 8
9 9
10

E502856

A070

56A

E502844

7.32 XF SERIES CAB CONNECTIONS

Switch positions, overhead console Super

Space Cab

7 1 RES A B 2 3 4

RES D 7 C 6 5 RES
G000387

Switch positions, overhead console Space

Cab
1 Worklamp roof front RES Reserve = Spare
2 Connector A Spare A RES 8
3 Reading spotlight B Spare
co-driverside
4 Red light top roof C Toll Collect
5 Connector D Tachograph
6 Connector
7 Connector
8 Rotating beacons

D RES 3

G000447

Switch position, dashboard

1 2 3 4 5 6

14 13 12 11 10 9
G000389

1 PTO-1 7
2 PTO-2
3 loading door alarm on/off
4 parking brake lever
5 radio recess 1,2,3 DIN slots
6 brake integration / Traction aid FTM / Liftaxle up FAK
7 accessory plug 24V/10A
8 main switch
9 cigar lighter, 24V/10A
10 AS-Tronic D-N-R (Drive-Neutral-Reverse) switch
11 spare location
12 spare location
13 switch reverse alarm ouside on/off
14 switch worklamp cab back / taillift enable

For an overview of available switches and

symbols, see section 8.8: "Switches".
Power supply

Remember the total permissible power supply as

stated in section 7.13: "Maximum load".
For details see 7.31: "XF series accessories
connections".

Telephone/fax preparation

For details see 7.31: "XF series accessories

connections".

Radio/CB preparation

For details see 7.31: "XF series accessories

connections".

Bulkhead lead-through overview

1 A B C D
2
3
4
1
12A 12C 12D
5 2 2
6
7 3 3
8
9
4 4A 4D 4
10 5 56A 5
6
7 7
8 8
9 9
10

10A 10C 10A

7 G000388
Con- Description
nector
code
12A Fleet Management Systems (FMS)
12C Engine torque limit
12D Bodybuilder
4A Engine Speed Control
4D PTO
56A Accessories

} All signals mentioned in the tables

explaining application connector
pinning are active +24V (HS = High
Side) and inactive open or 0V (LS =
Low Side) unless stated otherwise!

Fleet Management Systems (FMS - connector

12A)
See 7.10: "Data communication CAN SAE J1939
/ ISO 11898 (including FMS)"
Engine Torque limit (connector 12C)
See 7.34: "XF series ESC control"

Bulkhead lead-through for body functions

(connector code 12D)

For the bodybuilding industry, a 21-pin

application connector is available, as standard, in
the bulkhead lead-through, so that the
bodybuilder can subsequently simply take up
signals, without interfering with the standard
system. The following signals are available:
Pin Wire Description Pin Wire Description
1 M40 Earth 20A 12 A8 Reserve radio recess (connec-
tor A104)
2 M98 Earth 20A 13 A9 Reserve radio recess (connec-
tor A104)
3 3412 Cab locking 14 A10 Reserve radio recess (connec-
tor A104)
4 3809 CANopen enable 15 A11 Reserve radio recess (connec-
tor A104)
5 A1 / Reserve (connector A104) / 16 3842 CANopen Ground
3772 Panic button FMS (connector
A098)
6 A2 Reserve radio recess (connec- 17 3810 CAN-L (via BBM)
tor A104)
7 A3 Reserve radio recess (connec- 18 3811 CAN-H (via BBM)
tor A104)
8 A4 Reserve radio recess (connec- 19 3157 'Engine running' signal
7
tor A104)
9 A5 Reserve radio recess (connec- 20 1154 Power supply before contact
tor A104) 24V/20A, KL30
10 A6 Reserve radio recess (connec- 21 1258 Power supply after contact 24V/
tor A104) 20A, KL15
11 A7 Reserve radio recess (connec-
tor A104)

Note: The power supply before contact (

The CAN wiring for CAN-H / CAN-L is available in

The option Body Builder CAN default provides

communication only from the vehicle to the body.
For applications involving the transmission of
CAN messages to the vehicle, contact DAF. For
special applications and specific customer
requirements, DAF can supply the so-called BBM
Full, which is described in section 7.42: "Body
Builders' Module (Optional)" This offers the
possibility of tailor-made solutions.
Bulkhead lead-through for engine speed
control DAF-DMCI variant (connector code
4A)
Pin Wire Description Pin Wire Description
1 M371 Earth 7 3143 Enable engine speed control
2 3848 Engine stop, remote (+24V sig- 8 3144 Enable N variable
nal)
3 3003 Engine speed output signal (30 9 3145 N2
pulses per revolution 0-24V)
4 3039 Vmax application 10 3146 N3
5 3141 Set - 11 5280 Remote engine start (+24V sig-
nal)
6 3142 Set + 12 1240 Power supply after contact
KL15

7 For a functional description and possibilities, refer

to section 7.34: "XF series ESC control".
Bulkhead lead-through for PTO (connector
code 4D)
Con- Wire Description Con- Wire Description
nector/ nector/
Pin Pin
1 M39 Earth 7 3745 Marker lights
2 4594 Remote PTO-1 On/Off 8 - Reserved for future function
3 3410 PTO-1 status and indication on 9 4595 / PTO-2 valve /
outside panel 5149 Chelsea first PTO valve
4 4596 PTO-1 valve 10 3798 PTO Warning
5 3668 PTO-2 status and indication on 11 5241 Remote PTO-2 On/Off
outside panel
6 6157 PTO-3 valve 12 5462 12V supply for CVSG gauges
3878 CVSG gauges Databus connec-
tion

Bulkhead lead-through for accessories

Con- Wire Description Con- Wire Description

nector/ nector/
Pin Pin
3 2008 Direction indicator trailer left 14 3659 Alarm input (ground signal)
4 2009 Direction indicator trailer right 15 3660 Alarm input (ground signal)
5 2102 Marker light left 16 3428 EBS trailer warning
6 2103 Marker light right 17 3558 CAN 11992/2 low EBS
7 2152 Rear fog lamp 18 3559 CAN 11992/2 high EBS
8 2155 Body interior lighting / worklamp 19
cab rear
9 4591 Reversing signal 20 1390 Kl15 EBS trailer
10 4601 Brake signal 21 1113 Power Supply before contact
KL30
11 3812 CAN 11992/3 low TT-CAN

Extra wiring

See chapter 7.31: "XF series accessories

connections".

7.33 XF SERIES CHASSIS

CONNECTIONS
7
Locations of application connectors
1 Application connector for accessories 1
2 Application connector for engine speed con- 2
trol 3
4
3 Application connector for body function 5 (R) L=200 mm
spare wires (12-pin and 8-pin) 5 (L) L=2500 mm
4 Application connector for body function sig-
6
nals
5 Connection for side markers (2x)
6 Application connector BB-CAN chassis

G000541

Application connector for accessories

Application connector for engine speed

control (connector code A068)

DMCI variant
Pin Wire Description Pin Wire Description
1 M37 Earth 7 3143 Enable engine speed control
2 3848 Engine stop, remote (+24V sig- 8 3144 Enable N variable
nal)
3 3003 Engine speed output signal 9 3145 N2
4 3039 Vmax application 10 3146 N3
5 3141 Set - 11 5280 Remote engine start (+24V)
6 3142 Set + 12 1240 Power supply after contact
KL15

Application connector for body functions

(connector code A104)

12-pin Econoseal
Pin Wire Description Pin Wire Description
1 A1 Reserve radio recess 7 A7 Reserve radio recess
2 A2 Reserve radio recess 8 A8 Reserve radio recess
3 A3 Reserve radio recess 9 A9 Reserve radio recess
4 A4 Reserve radio recess 10 A10 Reserve radio recess
7 5 A5 Reserve radio recess 11 A11 Reserve radio recess
6 A6 Reserve radio recess 12

8-pin Econoseal (connector code A102)

Pin Wire Description Pin Wire Description
1 1154 Power supply before contact 5
KL30 20A
2 1258 Power supply after contact 6
KL15 20A
3 3157 'Engine running' signal 7 M40 Earth 20A
4 3412 Cab locking open signal 8 M98 Earth 20A

Side marking lights

At the position of the first side marker behind the
cab, on right-hand side, there are two cables with
a 2-pin connector. Both connectors contain wire
numbers 2102 and 2103. Side markers and top
lights can be connected from here using the cable
harnesses that are mentioned in chapter
8.5: "Electric cable contour lights chassis".

Application connector BB-CAN chassis 7-pin DIN (connector code A105)

7.34 XF SERIES ESC CONTROL

DMCI engine control functionality

The DMCI engine speed control functionality of
the XF and CF85 series with MX engine is the
same. Please use chapter 7.28: "CF75 - CF85
ESC system" for all information.

7.35 XF SERIES FMS SYSTEM

XF series FMS system

The FMS system functionality of the XF and CF
series is the same. Please use chapter
7.29: "CF75 - 85 series FMS system" for all
information.
7
7.36 XF SERIES PTO CONTROLS /
PROTECTION

CAB, REMOTE and CAN control

Upto 2 PTO are incorporated in the electrical
design of the XF series. Both PTO's can be
operated and monitored from in-cab position, by
wire from the outside via the bulkhead lead-
through for PTO (connector 4D) (see 7.32: "XF
series cab connections")and via CAN control in
case the PTO option and the BB-CAN option (see
7.44: "Body Builders' CAN J1939")is present.
Manually operated gearboxes
PTO1 operation
By using the switch on position 8 (see section 1
7.32: "XF series cab connections".), the BBM
(Body Builder Module) is activated via wire 4594. 2
The BBM checks on the basis of the cut-in BBM
conditions whether the output (wire 4596) may be
activated. These conditions must be met within a 3
specified control time (default = 4 s). The PTO
output will not be switched on, even if following
the expiry of the control time, the cut-in conditions G000399
are met. To allow the PTO to be switched on, the
switch must first be set to off, and then switched
back on.

If activation of the PTO is permitted, wire 4596 is

activated, and the BBM expects a return status
message from the PTO system, within a second
control time. An immediate check will also be
carried out as to whether the cut-out conditions
are met, or not. If the return status message (wire
3410) does not arrive on time, or if the message
states that the cut-out conditions are met, the
output will be switched off, and the PTO warning
will appear on the DIP (display on instrument
panel). The 'PTO active' indication on the DIP will
not illuminate, until the return status message is
concluded successfully. If this indication lights up,
the PTO-1 hour counter will start to run (installed
in the DIP menu). Control wire 4594 (active +24V,
in parallel connected to dashboard switch) is
included in the ESC application connector, which
means that preparation for operating the PTO
(switching it on and keeping it running) from the
body is provided. For manual gearboxes remote
operation of the clutch must be realized ( check
ordering possibilities).

3 possible settings of the PTO interlocks are

possible
- operation of PTO on a stationary vehicle
- operation of PTO on a moving vehicle

7 - individual settings of all conditions

Cut-in conditions
Item Applicable as condition Status
Brake operated Yes/No Operated/not operated
Parking brake operated Yes/No Operated/not operated
Clutch operated Yes/No Operated/not operated
Engine running Yes/No Yes/No
Vehicle speed Yes/No Maximum value
Engine speed Yes/No Maximum value
Control time 1 Always Value

N10 Clutch protection (not clutch-misuse

protection)
In order to switch on a torque-dependent PTO,
the clutch pedal must be operated. The on/off
condition laid down in the BBM responds if the
pedal is depressed approx. 5 mm, which is not
sufficient for the protection of the PTO and the
gearbox (preventing misuse). If an N221/10 PTO
is installed, the PTO operation must therefore be
combined with extended clutch pedal protection;
in that case, it is necessary to add the G259 relay.
For additional information, contact DAF.
PTO2 operation
Operation of the "PTO2" is identical to the PTO-1
operation, with exception of :
1. PTO-2 On/Off wire is 5241 (PTO-1 wire is
4594)
2. PTO-2 E/P activation wire is 4595 (PTO-1
wire is 4596)
3. PTO-2 Status return wire is 3668 (PTO-1
wire is 3410)
PTO3 operation
On the dashboard, a switch position is provided
for a 3rd PTO. The wiring for the 3rd PTO
operation cannot be prepared ex-factory. For the
wiring, use can be made of the reserve wires in
the body application connector. An additional
warning lamp can be fitted on the heater panel,
7
beside the 2nd radio recess.
PTO hour counter(s)
As is clear from the above, vehicles can be
equipped with one or more PTO's. The function of
the PTO hour counter is to record the number of
additional engine operating hours during PTO
operation, and if possible, to take them into
account when determining the vehicle's
maintenance intervals. Readout of the number of
PTO hours is via the DOT matrix display using the
menu control switch on the dashboard (DIP) or
via DAVIE. The operating time (in hours) of a
maximum of 2 PTO's can be read out via the
display. If PTO1 is switched on, the operating
time is automatically added to the total for PTO1.
When PTO2 is switched on, the operating time is
automatically added to the total for PTO2. Both
PTO1 and PTO2 can be reset using DAVIE. The
PTO counters will become visible after more than
1 minute operation.
A separate hour counter is available as analoge
gauge. See chapter 7.43: "Gauges".

Automated gearboxes (AS-TRONIC)

DAF introduced an automated gearbox called 1
AS-Tronic. This is a mechanical gearbox, which CAN
is operated via an electronic control unit. This
means that some of the driver's tasks are BBM AS-Tronic
monitored or taken over. 2
The PTO which is fitted to this gearbox, therefore
has a control/protection system that is different 3
from that used in combination with the manually
operated gearboxes.
G000400
There is a choice between two settings of the
PTO interlocks:
- operation of PTO on a stationary vehicle
- operation of PTO on a moving vehicle
Operation of PTO on a stationary vehicle is
always the basic setting.
Cut-in conditions:
- The handbrake must be active
- The engine is running
- The gearbox must be in neutral
- The engine speed is lower than Nmax cut-in
(650 rpm)
- The vehicle speed is lower than 1.5 km/h
Cut-out conditions:
7 - The handbrake must be de-activated
- The engine is not running
- The vehicle contact is switched off
- The vehicle speed is higher than 1.5 km/h
Gear-shift commands are not carried out during
PTO operation.
Operation of PTO on a moving vehicle should
be activated using the diagnostic tool (DAVIE
XD).
Cut-in conditions:
- The handbrake must be active
- The engine is running
- The gearbox must be in neutral
- The engine speed is lower than Nmax cut-in
(650 rpm)
- The vehicle speed is lower than 1.5 km/h
Cut-out conditions:
- The engine is not running
- The vehicle contact is switched off
Changing gear during driving is not possible. So
when driving off, the gear eventually required
during driving should already be engaged!
Note:

AS-Tronic sofwtare version may limit

instationary PTO use, to 1st and RL gear with
direct drive gearboxes and to 2nd and RH
gear with overdrive gearboxes. No
gearchange possible with these versions.
Check the vehicle configuration on this in
case instationary PTO use is required.
Depending on the situation, the PTO warning is
given between 2 and 5 seconds after a defect or
undesirable situation occurs.
Note:
When the PTO is engaged, programmed to
instationary use, and crawler gears are
selected:
- As lowest gearing, gears 1 and RL are
available for Direct Drive (DD) gearboxes
- As lowest gearing, gears 2 and RH are
available for Over Drive (OD) gearboxes

7.37 TRAILER CONNECTION POINTS

Description Diagram (front view)

LIGHT Plug socket type 24N 1x7-pin; ISO 1185

A000
1. Earth
2. Tail light and contour lighting, left, and number plate
2
7
light 7 3
3. Direction indicator, left 4
4. Brake lights
5. Direction indicator, right
6. Tail light and contour lighting, right. and number plate 1 5
6
light
22032802-007
7. Trailer brake system control. Not to be used as
earthing point
(Note: not connected on LF vehicles)
ACCES- Plug socket type 24S 1x7-pin; ISO 3731
SORIES 1. Earth
2
2. Alarm system (3659) ground signal 7 3
A001 (Note: not connected on LF vehicles) 4
3. Reversing lights
4. 24V power supply before contact, KL30 (1113)
5. Alarm system input (3660) ground signal 1 5
6
(Note: not connected on LF vehicles)
22032802-007
6. 12V power supply from alarm system (3651)
7. Rear fog lamp

Description Diagram (front view)

15-Pin Plug socket type 1x15-pin; ISO 12098
1. Direction indicator, left
2. Direction indicator, right
3. Rear fog lamp
4. Earth
5. Tail light and contour lighting, left, and number plate 1 11 2 3
10
light 9
4
6. Tail light and contour lighting, right, and number plate
light 12
7. Brake lights 13

8. Reversing lights 5
15
9. Power supply before contact KL30 (1113) 8
7 6
14

10. Alarm system (3659) ground signal 20090503-004

11. Alarm system (3660) ground signal
12. 12V power supply from alarm system (3651)
13. Earth for 14 and 15
14. CAN high ISO 11992 non-running
15. CAN low ISO 11992 non-running
ABS/EBS ABS plug socket 1x 7-pin; ISO 7638
2 3
1. Power connection 4
2. Control
3. Earth for control 5
4. Earth for power
5. Information 1 6
6. CAN 11992 EBS ONLY 7
20090503-005
7. CAN 11992 EBS ONLY
7
7.38 AUTOMATED AND AUTOMATIC
GEARBOXES

LF series and CF65

The LF series and CF65 offer both automated
and automatic transmissions. These gearboxes
do not have an application connector as
standard.
CF75 and CF85 series
Vehicles fitted with an Allison automatic gearbox,
are as standard equipped with an 2-pole
application connector (connector code 175C) in
the central box in the cab.
There will be three executions available;
1. Refuse collector application
2. Fire brigade application
3. Standard application
REFUSE COLLECTOR APPLICATION
Software package 126.
Specific features are :
- Auto neutral-auto drive function for Stop&Go
- Shifting form froward to reverse or reverse to
forward gear only enabled at vehicle speed below
3km/h and engine speed below 900 RPM.
- 6 speed setup

STANDARD APPLICATION
Software package 127.
Specific features are:
- For all application not being refuse or fire
brigade
- Shifting form froward to reverse or reverse to
forward gear only enabled at vehicle speed below
3km/h and engine speed below 900 RPM
- 6 speed setup
FIRE BRIGADE APPLICATION
Software package 127.
Specific features are:
- Auto neutral function
- No auto drive function
- 5 gear setup

The following functions are prepared as standard,

ex-factory:
1. Automatic neutral with PTO
2. Automatic neutral when stationary and PTO
3. Foot board protection (combined with Vmax
application)
AUTOMATIC NEUTRAL WITH PTO
This facility is standard on all vehicles with a PTO
7
controlled via the Body Builder Module (BBM),
and is intended for fire engines.
To prevent pumping being carried out whilst the
transmission is in "DRIVE", the transmission is
forced into neutral. To shift back to "Drive", the
driver must first switch off the PTO, the engine
speed must be below 900 rpm, and "D" must be
pressed on the shift selector.
If this function is required (refuse vehicle), it has
to be enabled in the BBM using DAVIE XD for
programming customer parameters. The function
can be enabled for PTO1 and PTO2 separately.
AUTOMATIC NEUTRAL WITH ESC
This facility is standard on all vehicles with a PTO
controlled via the Body Builder Module (BBM),
and is intended for fire engines.
To prevent pumping being carried out whilst the
transmission is in "DRIVE", the transmission is
forced into neutral. To shift back to "Drive", the
driver must first switch off the PTO, the engine
speed must be below 900 rpm, and "D" must be
pressed on the shift selector.
If this function is required (refuse vehicle), it has
to be enabled in the BBM using DAVIE XD for
programming customer parameters.

AUTOMATIC NEUTRAL WITH PARKBRAKE

This facility is standard on all vehicles with a PTO
controlled via the Body Builder Module (BBM).
To prevent heating up the torque converter or
pumping being carried out whilst the transmission
is in "DRIVE", the transmission is forced into
neutral. To shift back to "Drive", the driver must
first switch off the PTO, the engine speed must be
below 900 rpm, and "D" must be pressed on the
shift selector.
If this function is required (refuse vehicle), it has
to be enabled in the BBM using DAVIE XD for
programming customer parameters.
AUTOMATIC NEUTRAL POSITION WHEN
STATIONARY (and operating PTO)
This option is not available ex-factory, but is
prepared. If this function is required (refuse
vehicle), it has to be enabled in the BBM using
DAVIE XD for programming customer
parameters.
Ensure that this function cannot be used in
combination with the function AUTOMATIC
NEUTRAL WITH PTO.
The function is intended for refuse vehicles. It
7 provides for the selection of neutral if the PTO is
operated, the brake pedal is operated and the
vehicle is stationary. The transmission remains in
neutral until "DRIVE" is selected.
FOOT BOARD PROTECTION
The foot board switch (EN1501) can be
connected to the transmission control system. If
this is done, the transmission can only be set to
neutral or first gear.
This functionality is available only in combination
with the option "Refuse prepared" (see chapter
7.48: "Refuse preparation CF Series").
The maximum vehicle speed must be set in the
engine management system (Vmax application
see chapter 7.27: "CF65 series ESC control").
PTO OPERATION PARAMETERS
If the transmission is fitted with a switchable (on/
off) PTO on the transmission, the PTO operation
is controlled by a number of parameters, which
together constitute the cut-in and cut-out
conditions as used within the ALLISON control
unit. Next to this the interlocks in the BBM are
valid. See chapter 7.30: "CF series PTO control /
protection".

Overview of cut-in and cut-out conditions for PTO's

Parameter Standard setting Limit values Notes
Maximum engine speed for 1163 rpm 500 - 1940 rpm PTO protection < (1400
PTO (1) cut-in rpm/PTO ratio)
Maximum drive shaft speed for 250 rpm 60 - 5000 rpm
PTO cut-in
Maximum engine speed during 4000 rpm 380 - 4000 rpm
(2)
PTO operation
Maximum drive shaft speed 1500 rpm 60 - 5000 rpm
during PTO operation

(1) The PTO can only be switched on if both the engine speed and the drive shaft speed are lower than the pre-programmed
parameter value.
(2) The PTO is automatically switched off if either the engine speed or the drive shaft speed exceed the pre-programmed parameter.

INCREASED ENGINE SPEED

If the engine is operating at an increased engine
speed, and the vehicle is stationary, the
automatic gearbox should be in neutral. This
means that the activation of an increased engine
speed should also be passed on to the
transmission control system.
To make sure this happens we advise to activate
the "Enable engine speed control" or " Enable
N_variable" with wire 5149 in connector 4D (see 7
chapter 7.25: "CF series cab connections").

Note: In fire engine application the use of this

function may differ from that in other vehicle
applications.
For all other applications, the selection of
increased engine speed must be passed on to
the transmission control system. This is for two
reasons:
1. When the engine is running at increased
speed, and the vehicle is stationary, the
transmission must be in neutral.
2. If the vehicle is required to drive with
Nvariable, N1, N2, or N3 active, it is
necessary that the transmission briefly
interrupts the increased engine speed when
switching from neutral to "DRIVE". This is not
possible at engine speeds higher than 900
rpm.
re1) ESC in neutral position
To ensure that the neutral position is selected
when the ESC functions are activated,
re2) ESC during "DRIVE"
This function is possible, but can result in serious
problems.

If additional braking is required, because a lower

speed than creep speed is required, the
interlocks of the ESC function will cause the ESC
to be disabled. Re-engagement will be
necessary. On the other hand, there is also a risk
of overheating the transmission oil, if the engine
speed is too high in relation to speed. The
MAXIMUM limit applicable here is 1000 rpm for a
MAXIMUM of 60 sec. If this becomes relevant,
activation of the function AUTOMATIC NEUTRAL
POSITION WHEN STATIONARY is always
recommended.
If one the standard settings does not agree with
the desired application please consult DAF.
XF series
The XF series is only available with automated
AS-Tronic gearboxes. For control, protection and
settings, see section 7.36: "XF series PTO
controls / protection".

7.39 ANTI-THEFT PROTECTION

LF series
If the vehicle is fitted with the standard anti-theft
protection system, the body can be connected to
7 the vehicle system via the application connector
for accessories.
See section 7.21: "LF and CF65 series chassis
connections".
Wire numbers 3659 and 3660 are both inputs,
connected to ground via a switch. If interrupted,
the alarm will sound. Wire 3651 is a 12 V supply
coming from the alarm system, and meant for the
power supply of the interior motion detection.
CF series
If the vehicle is fitted with the standard anti-theft
protection system, the body can be connected to
the vehicle system via the application connector
accessories.
See section 7.26: "CF75 and CF85 series
chassis connections" and 7.37: "Trailer
connection points".
Wire numbers 3659 and 3660 are both inputs
connected to ground via a switch. If interrupted,
the alarm will sound. Wire 3651 is a 12 V supply
coming from the alarm system, and meant for the
power supply of the interior motion detection.
XF series
The alarm system of the XF series is the same as
that of the CF series. The only difference is the
position of the interior IR and UR sensors.

} For the latest details and versions,

contact DAF.

7.40 ELECTRICAL RETARDERS

The installation of an electrical retarder on the

gearbox or in the driveline requires a 'statement
of no objection' from DAF. The installation
drawing (to be submitted in duplicate) should
show the following details:
- position of the retarder,
- position and angles of the driveline,
- power supply,
- freedom of movement,
- suspension of the retarder on the chassis,
- performance of the retarder,
- retarder cooling, if applicable,
- shielding of heat-sensitive components

}
(such as pipes).
On vehicles with EBS braking
system it must be investigated how
the installation can be done in such
manner that the service braking
system is not influenced. Always
contact DAF for support.
7
For the installation of non-electrical retarders,
DAF should also be consulted. Software
modifications will very likely be necessary.
Contact DAF for support.
Note:
The software needed to achieve desired
functionality may not be available yet, but is
released on demand.
This means that leadtime may be upto 6 weeks.
Please make your enquiries in time!

7.41 CAN EXTENTION BOX

(OPTIONAL)

With the advent of network structures in the LF,

CF and XF series, and the accompanying
increased complexity, the limiting conditions
according to which bodybuilders and end users
must comply in respect of the interfacing of their
systems from and to the vehicle, have also

}
changed.
Partly as a consequence of ever
increasing reliability requirements,
unmonitored working on existing
vehicle systems is absolutely
undesirable!

Bodybuilders have expressed a strong wish for a

clearly separated vehicle/body interface, which is
also highly standardised.
DAF responded to this demand by developing the
CAN extension box (CXB).

The CXB is available via DAF Parts, but the

functions which are software-based, can only be
obtained in consultation with Sales Engineering.
Use of the CXB is also only permitted in
combination with the CAN Data Manager (CDM),
which establishes a separation between the
vehicle CAN-bus and the bodybuilder CAN-bus.
In due time, the CXB functionality will be covered
completely by the BBM (See7.42: "Body Builders'
Module (Optional)") functionality.
Examples of (EURO3) CXB applications are;
- CANaMAX - acceleration and/or torque
limiter
- FireFighter preparation for LF55 and CF65
- Refuse preparation (see 7.48: "Refuse
preparation CF Series")
E500997
- BodyBuilders' CAN (see 7.44: "Body

7 Builders' CAN J1939")

7.42 BODY BUILDERS' MODULE

(OPTIONAL)

With the advent of network structures in the LF,

CF and XF Euro 4/5 series, and the
accompanying increased complexity, the limiting
conditions according to which bodybuilders and
end users must comply in respect of the
interfacing of their systems from and to the

}
vehicle, have further changed.
Partly as a consequence of ever
increasing reliability requirements,
unmonitored working on existing
vehicle systems is absolutely
undesirable!

Bodybuilders have expressed a strong wish for a

clearly separated vehicle/body interface, which is
also highly standardised.
DAF responded to this demand by developing the
CAN extension box (CXB) and now the Body
Builder Module (BBM).
Using these systems, for example, the following
functions can be offered:
- Icons and warnings displayed on a DOT
matrix screen (dashboard).

- PTO-2 hour counter (only available via

CAN).
Only one PTO counter available for the LF
Series (which counts PTO1 and PTO2 hours
together).
- Improved accessibility to various signals
(including engine speed and vehicle speed
signal).
- Various temperature signals.
- Tailor-made engine speed control functions.
- Torque and/or engine speed intervention
from body.
- Full PTO control from body.
- Cable limitation between body and vehicle.
- Integration of body-PLC controls.
- Implementation of trip, PTO or engine
collective meter.
- Etc, etc.
All LF vehicles with the option Application
connector hydraulic lift or refuse collector are
equiped with a BBM. All CF and XF vehicles with
the option Engine Speed Control, or PTO, or
BodyBuilder CAN are equiped with a BBM.
For more information about applications please
contact DAF.

7.43 GAUGES
7
The Body Builder Module (BBM) has an output
called CVSG (Commercial Vehicle Slave Gauge).
This is a communication bus. The CVSG bus is a
single wire communication bus coming from the
BBM. With this CVSG bus we can control several
gauges, and by using the BBM application area (
software) it is possible to translate for example
signals available on the vehicle CAN link to an
indication gauge on the superstructure control
panel.
Dedicated gauges available
Description Range Metric units Range Imperial units
Primary air pressure 0 - 10 bar 0 - 150 psi
Secondary air pressure 0 - 10 bar 0 - 150 psi
Engine oil pressure 0 - 7 bar 0 - 100 psi
Engine coolant temperature 40 - 120 C 100 - 250 F
Engine oil temperature 40 - 150 C 100 - 300 F
Main trans oil temperature 65 - 150 C 150 - 300 F
Fuel level #1 E - 1/2 - F E - 1/2 - F

Gauges not supported by the BBM module (ex-factory)

Description Range Metric units Range Imperial units
Application air pressure 0 - 10 bar 0 - 150 psi
Transfer case oil temperature 40 - 150 C not available

Description Range Metric units Range Imperial units

General oil temperature 40 - 150 C not available
PTO oil temperature 40 - 150 C 100 - 300 F

General gauges available

Description Range
Engine RPM 0 - 3000 RPM
Voltmeter 18V-36V
Ampere -150A - +150A
Hourmeter 0 - 999999 hours
Clock Analog
Transmission display (Allison Gearbox)

All gauges have a 52 mm diameter, chrome

bezel, black scale with white printing, red pointer,
white backlighting, and red indication LED. This
red indication LED burns when something is
wrong with concerned signal. Together with this
red light an indication on the DIP shows a fault.
Recommended panel cut-out is 52,5 mm.
The power supply of the gauges is +12V. Not only
an additional DC/DC converter should be applied
but also a time relais has to be mounted in the
7 relais foot of the power supply cable of the CVSG
gauges.See chapter 8.11: "Miscellaneous parts"
for part number information.
This 12V supply and databus connection can be
found in the bulkhead lead-through if the CVSG
system and BBM unit are specified for the
chassis. See chapters 7.20: "LF series cab
connections", 7.25: "CF series cab connections"
and/or 7.32: "XF series cab connections" for the
wire number and pin location.
In order to get the 12V power supply available, an
additional DC/DC converter has to be placed
inside the cab - co drivers side.
See chapter 8.9: "CVSG Gauges" for part
number information.
Every CVSG gauges has two 4 pin connectors on
the back side. Pin 1 to 4 from connector 1 are
bridged to pin 1 to 4 from connector 2.

3 4 3 4
1 2 1 2
G000428

Pinning
Pin Function
1 Data link ( CVSG protocol ) BBM required
2 Backlighting for no BBM required gauges
3 Ground connection
4 Power supply +12 V

Partsnumbers and additional items can be found 7

in chapter 8.

7.44 BODY BUILDERS' CAN J1939

Following market developments and demands,

DAF can offer an additional feature regarding
CAN control to Body Builders.

For CF and XF series vehicles the connection

points can be found in the bulkhead connector
12D and application connector chassis BB-CAN
A105. See the chapters 7.25: "CF series cab
connections", 7.26: "CF75 and CF85 series
chassis connections", 7.32: "XF series cab
connections", 7.33: "XF series chassis
connections".
For LF series vehicles, BB_CAN is available
direct from the BBM unit within the cab. See
chapter 7.20: "LF series cab connections" for the
connection points and wire numbers.
The BBM reads CAN data on the V-CAN2 data
link and sends a selection of this to the BB-CAN
data link. The BBM functionality in this mode is a
gateway + filter.

CAN messages from V-CAN to the BB-CAN

Ambient Conditions
Dash Display
EBC1

EEC1
EEC2
Engine Fluid level pressure
Engine Hours Revolutions
Engine Temperature
ETC1
FMS standard interface identity/capabilities
Fuel Consumption
Fuel Economy
High resolution vehicle distance
Service
TCO1
Time/date
Vehicle Identification

All according SAE J1939.

CAN data generated by BBM and sent to body

CCVS
ETC2
Total averaged information
Vehicle hours
Vehicle Weight
All according J1939 except for:
Message Identifier Repetition Signal Byte Bit
Rate
PropB_BBM 18FF8225 250ms PTO-1 indication 1 2,1
7 PTO-2 indication
PTO-1 not active warning
1
1
4,3
8,7
PTO-2 not active warning 2 2,1
PTO-1 warning 2 6,5
PTO-2 warning 2 8,7
PTO-1 blinking 3 4,3
PTO-2 blinking 3 6,5
Autoneutral active 3 8,7

CAN messages received from body

Message Identifier Repetition Signal Byte Bit
Rate
PropA_Body 18EF25E6 50ms Engine Requested Torque/Torque 2 1
_to_BBM Limit Engine Requested Speed/Speed Limit 4,3 1
Engine Requested Speed Control Conditions 5 2,1
Engine Override Control Mode 5 4,3
Engine start 6 4,3
ESC enable 7 2,1
ESC set minus 7 4,3
ESCn variable 7 6,5
ESC set plus 7 8,7
Application speed limiter 8 2,1
ESCn2 8 4,3
ESCn3 8 6,5
Engine stop 8 8,7

Message Identifier Repetition Signal Byte Bit

Rate

PropB_C 18FF80 100ms CXB amber active = 01b 1 2,1

XB E6 warning 1 state
CXB amber active = 01b 1 4,3
warning 2 state
CXB amber active = 01b 1 6,5
warning 3 state
CXB amber active = 01b 1 8,7
warning 4 state
CXB Remote PTO 1 active = 01b, inactive = 00b 3 2,1
CXB Remote PTO 2 active = 01b, inactive = 00b 3 4,3

Message Identifier Repetition Signal Byte Bit

Rate
Request_PG 18EAFFE6 X PGN (LSB) 1
N PGN 2
PGN (MSB) 3

Prepared but not functional

Message Identifier Repetition Signal Byte Bit
Rate
TSC1_BE 0C0000E5 10ms to engine Engine Override Control Mode Engine 1 2,1
50ms to intarder Requested Speed Control Conditions 1 4,3
Override Control Mode Priority 1 6,5
Engine Requested Speed/Speed Limit
Engine Requested Torque/Torque Limit
2,3
4
7
7.45 TAILLIFT PREPARATION

As an option a preparation for connecting a taillift

is available for CF65/75/85 and XF By ordering
the option, Application connector taillift, the
vehicle will be equipped with chassis wiring and
cab electric’s, including starter interrupt when
taillift is open, off/standby switch and 2 indication
lamps on a switch position.
Application
The connector has been defined by the VDHH.
The VDHH is a group of German Taillift
manufacturers, which consists of participants:
AMF, Bär, Behrens, Dautel, MBB, Meiller and
Sörensen. The 7-pole connector is located on the
back of the chassis; for the pin position, see table
below:

AA 16C 8 177C:2
01A 3_5: 2G 1258:4
AN 01A 3

1258:4
01A 3_5: 2H
AO 01A 3

H018
B1

1.2W
B2
6167:3

D164

6170
lamp taillift down
177C:5

177C:1
6167:3

6167:1

6170
6167:2

H018 H019 H019

5 A1 A1 B1 B3

6168
7 1 1.2W A2 B2 B4 B5
A2
C889 G468 G466
D165
switch taillift relay start interrupt relay taillift down
lamp taillift active
M972:2

M973:2

6169

6166
6165
6167

6164

7
177C:4

1258:9
6164

12D:10

12D:11
12D:9

12D:6

12D:8

12D:7
MBA 2 MAV 2
6164

6168

6169

6166
6165
6167

1 7 4 5 6 3 2

A088
connector taillift
G000386

Pin Wire Description

1 6167 Taillift standby for use signal
2 6165 Relay G466, "taillift open", pin 87
3 6166 Relay G466, "taillift open", pin 87a
4 1258 Power Supply after contact KL15 from vehicle
5 6168 Relay G466, "taillift open", pin 85
6 6169 Relay G466, "taillift open", pin 86
7 6164 Power supply from taillift

7.46 AXLE LOAD MONITORING (ALM)

General
Axle Load monitoring is an option on CF75/85
and XF series (not available on the CF65 Series).
This system allows you to read the actual axle
loads. The system uses pressure sensors that
are mounted in the air bellows and that convert
the pressure into tons. The weight of the load can
be determined on the basis of these axle loads.
The information menu on the master display
shows the actual axle load for each axle. The axle
load is only shown when the ignition is turned on
and the vehicle is stationary.
Axle load information
FT vehicles
In the menu, select 'axle load information' to
display the axle loads. The displayed axle load
(A) is the overall weight on the axle (load + own
weight). The displayed axle load (A) on a vehicle
with a leaf-sprung front axle is calculated by the
system.
If a small arrow (B) is shown in the bottom right-
hand corner of the display, the menu selection A
switch can be used to retrieve information on the
semi-trailer.
4.0 2.0 B
(x 1000Kg)
D001150 7
Semi-trailers
In order to display the axle loads on a semi-trailer,
the following conditions have to be met: The
semi-trailer must have an EBS brake system or
air suspension that supports axle load B +0
monitoring.
On semi-trailers with axle load monitoring, all
C A
individual axle loads are shown.
On semi-trailers without axle load monitoring but
with EBS, only the overall axle load of all axles is
shown in the display.
2.0 2.0 2.0
On semi-trailers with neither EBS nor axle load (x 1000Kg)
monitoring only the axle load of the prime mover D001154

is shown.
If a small arrow (C) is shown in the bottom left-
hand corner of the display, the menu selection
switch can be used to retrieve information on the
prime mover.

FA vehicles
When the 'axle load information' function is
selected in the menu, a number of axle loads (A)
are either or not shown, depending on the vehicle
configuration. The value (B) which is displayed in +0.0 B
the vehicle, indicates the weight of the load.
It depends on the type of the vehicle whether or
not the axle load values are shown. For instance, A C
the axle load on a leaf-sprung front axle is not
shown. All the axle loads on a fully air suspended 3.5 3.0 3.0
prime mover are always shown. (x 1000Kg)
If a small arrow (C) is shown in the bottom right- D001151
hand corner of the display, the menu selection
switch can be used to retrieve information on the
semi-trailer.
Trailer
In order to display the axle loads on a trailer, the
following conditions have to be met: The trailer
must have an EBS brake system or air
suspension that supports axle load monitoring. B +11.0
On a trailer with axle load monitoring, all
individual axle loads are shown.
On a trailer without axle load monitoring but with
C A
EBS, only the overall axle load of all axles is
shown in the display.
On a trailer with neither EBS nor axle load
8.0 8.0
monitoring only the axle load of the prime mover (x 1000Kg)
7 is shown.
If a small arrow (C) is shown in the bottom left-
D001155

hand corner of the display, the menu selection

switch can be used to retrieve information on the
prime mover.
Reset loading weight
When the 'reset loading weight' function is
selected, the actual axle load (A) will be used as
a reference.
In this way it can be determined how much weight
has been added or removed. Reset will put the +0.0 B
loading weight (B) on 0.0. When the vehicle is
loaded or unloaded, the indicate loading weight
will increase or decrease.
A C
Axle overload warning
When the maximum load for an axle is exceeded, 3.5 3.0 3.0
a warning will be shown on the master display. (x 1000Kg)
This warning can be suppressed by pressing the D001151
menu selection switch.
Each time the warning is suppressed by means of
the menu selection switch, the value for the
maximum load is increased by 500 kg.
It is advised to set the value for the maximum axle
load somewhat below the legal maximum axle
load.
The DAF Service dealer can set the value for the
maximum axle load.

7.47 REFUSE PREPARATION LF

SERIES

The LF series can be specified with Selco 9240,

which will offer 4 connectors in the narrow sized
bulkhead lead through located in the middle of
the cab front panel. Signal processing is carried
out in a BBM (Body Builder Module) application.

4V
56W
5V
6V

G000561

Refuse preparation connector 4V

Connec- Pin Wire Description BBM Pin Active Low Related
tor INPUT / OUT- (1) CP in
PUT Active BBM
High (2) unit
4V 1 3215 PTO ACTIVE D21 AH tbd
Gives the status signal of PTO-1 from OUTPUT
chassis
4V 2 3211 HIGH RPM REQUEST D24 AH tbd
Request signal from the superstruc- INPUT
ture to activate high RPM
4V 3 3039 FOOTBOARD PROTECTION C17 AH / --
/ Vmax APPLICATION SPEED INPUT AL (3)
When this input is high, and gearbox is
switched into reverse, engine stop and
park brake becomes active.
When this input is high, “Vmax applica-
tion” will be active when Gearbox in
Drive.
4V 4 3249 DRIVE LINE ENGAGED D22 AH
If the output of the function gearbox
state is drive line engaged.
4V 5 -- -- -- -- --
4V 6 4591 REVERSE INDICATOR C09 AH
Active when gearbox is switched into INPUT
7 4V 7
reverse (relay G350).
3248 REVERSE GEAR INDICATOR D36 AH
Active when reverse gear is engaged
(relay G350)
4V 8 3402 PARK BRAKE ACTIVE D310 lite - n/a
Active when park brake is engaged C30

(1) AL = Active Low: function is activated if pin is grounded.

(2) AH = Active High: function is activated if pin is connection to battery plus (12V minimum).
(3) Fault detection on pin C17 depending on foorboard switch.

Refuse preparation connector 5V

Connec- Pin Wire Description BBM Pin Active Low Related
(1)
tor INPUT / CP in
OUTPUT Active BBM unit
High (2)
5V 1 1600 KL30 10A -- -- tbd
Power supply 24V before contact -
Fuse E290
Other consumers also fed via this pow-
er supply.
5V 2 1600 KL30 10A -- -- tbd
Power supply 24V before contact -
Fuse E290.
Other consumers also fed via this pow-
er supply.
5V 3 -- -- -- -- tbd
5V 4 5439 Park Brake Control -- -- tbd

(1) AL = Active Low: function is activated if pin is grounded.

(2) AH = Active High: function is activated if pin is connection to battery plus (12V minimum).

Refuse preparation connector 6V

Connec- Pin Wire Description BBM Pin Active Low Related
tor INPUT / (1)
CP in
OUTPUT Active BBM unit

6V 1 M Ground --
High (2)
-- tbd
7
6V 2 M Ground -- -- tbd
6V 3 2161 KL15 15A. -- -- tbd
Power supply 24V after contact - Fuse
E156.
Other consumers also fed via this pow-
er supply.
6V 4 2161 KL15 15A. -- -- tbd
Power supply 24V after contact - Fuse
E156.
Other consumers also fed via this pow-
er supply.

(1) AL = Active Low: function is activated if pin is grounded.

(2) AH = Active High: function is activated if pin is connection to battery plus (12V minimum).

Refuse preparation connector 56W

Connec- Pin Wire Description BBM Pin Active Low Related
tor INPUT / (1)
CP in
OUTPUT Active BBM unit
High (2)
56W 1 3412 Unlatched cabin F009 AH tbd
Active at open cabin lock (execpt at
fully turned over cabin)
56W 2 -- -- -- -- --
56W 3 3238 ENGINE RUNNING A08 AH --
Active when engine speed > 400 RPM.
Output signal 24V.
56W 4 3215 VEHICLE SPEED >5 KM/H D31 AH --
Active when vehicle > 5 km/h.
56W 5 3214 VEHICLE SPEED >10 KM/H D32 AH --
Active when vehicle > 10 km/h.
56W 6 3212 ENGINE SPEED >1400 RPM D23 AH --
Active when engine speed > 1400
RPM.
56W 7 3210 BODY ACTIVE C12 AH --
body active signal from superstruc-
ture.
24V input.
56W 8 3213 BODY RELEASE D34 AH --
7 Active if body active signal is high and
all switch on conditions are met.

(1) AL = Active Low: function is activated if pin is grounded.

(2) AH = Active High: function is activated if pin is connection to battery plus (12V minimum).

7.48 REFUSE PREPARATION CF

SERIES

The CF series can be specified with Selco 9240,

which will offer a 12 pole application connector for
lighting and a 21 pole application connector for
Refuse collector bodies. Signal processing is
carried out in a BBM (Body Builder Module)
application. Additional a modified rear overhang
can be specified by selecting an AE of 740, 920
or 1000 mm. The electrical connections are
positioned in the bulkhead lead through and can
be made by means of the standard DAF
connectors.
12 Pole lighting connector - Bulkhead position 8A
Pin Wire Description INPUT / Current Inactive Active
OUTPUT
1 M Ground Output 10A Open 24V
2 M Ground Output 10A Open 24V
3 4601 brake lights Output 5A 0V 24V
4 2102A Marker light left Output 5A 0V 24V
5 2103A Marker lights right Output 5A 0V 24V

Pin Wire Description INPUT / Current Inactive Active

OUTPUT
6 2008 Indicator left Output 2A 0V 24V
7 2009 Indicator right Output 2A 0V 24V
8 - - - - - -
9 - - - - 0V -
10 2152 Rear fog light Output 5A 0V 24V
11 - - - - - -
12 - - - - - -

21 Pole Refuse preparation connector - Bulkhead position 78B

Pin Wire Description BBM Pin Current Active Related
INPUT / Low (1) CP in
OUTPUT Active BBM unit
High (2)
1 3216 PTO ACTIVE D21 0,5A AH 1-94
Gives the status signal of PTO-1 OUTPUT
from chassis
2 3211 HIGH RPM REQUEST D24 5mA AH 2-28 / 2-29
Request signal from the super- INPUT 2-30 / 2-31
structure to activate high RPM
3 -- -- -- -- -- --
4 3039 FOOTBOARD PROTECTION C17 5mA AH or 1-128 (3)
/ Vmax APPLICATION SPEED INPUT AL (3) 2-10
When this input is high, and
gearbox is switched into reverse,
engine stop and park brake be-
comes active.
When this input is high, “Vmax
application” will be active when
Gearbox in Drive.
5 1113 KL30 15A, power supply 24V be- OUTPUT 15A n/a n/a
fore contact for Work lights, fuse
E048.
6 1240 KL15 15A, power supply 24Volt, SUPPLY 15A n/a n/a
7 fuse E091.
Other consumers are also con-
nected via this power supply.
7 4591 REVERSE GEAR INDICATOR OUTPUT 5A n/a n/a
Active when reverse gear is en-
gaged (relay G350)
8 M571 GROUND SUPPLY 20A n/a n/a
9 1154 KL30 15A, power supply Hazard SUPPLY 15A n/a n/a
beacon lights.
24V, fuse E142.
10 4722 CAB UNLOCKED OUTPUT 1,5A n/a n/a
Active at open cab lock via relay
G351.
(except when cab fully tilted)
11 1258 KL15 15A, supply voltage 24 V, OUTPUT 15A n/a n/a
fuse E163.
12 3238 ENGINE RUNNING A08 1,5A AH n/a
Active when engine speed > 400 OUTPUT
RPM.
OUTPUT: 1,5A, <5V, 24V.
13 3215 VEHICLE SPEED >5KM/H D31 0,5A AH n/a
Active when vehicle speed > 5 OUTPUT
km/h.
14 3214 VEHICLE SPEED >10 KM/H D32 0,5A AH n/a
Active when vehicle speed > 10 OUTPUT
km/h.

Pin Wire Description BBM Pin Current Active Related

INPUT / Low (1) CP in
OUTPUT Active BBM unit
High (2)
15 3212 ENGINE SPEED >1400 RPM D23 0,5A AH n/a
Active when engine speed > OUTPUT
1400 RPM.
16 M572 GROUND SUPPLY OUTPUT 20A AH n/a
17 3213 BODY RELEASE D34 1,0A AH 1-99 / 1-
Active if body active signal is OUTPUT 100
high and all switch on conditions 1-101 / 1-
are met. 102
1-103 / 1-
104
18 3249 GEARBOX DRIVE ENGAGED D22 0,5A AH n/a
Active when gearbox is not in OUTPUT
Neutral position
19 3402 PARKING BRAKE SIGNAL OUTPUT 1,5A n/a n/a
Active when Parking brake is ap-
plied.
20 3248 AUXILIARY STOP D36 5mA AH n/a
(emergency) Stop signal from INPUT
the superstructure.
21 3210 BODY ACTIVE C12 5mA AH 1-99
Body active signal from super- INPUT
structure. 24V input. 7
(1) AL = Active Low: function is activated if pin is grounded.
(2) AH = Active High: function is activated if pin is connection to battery plus (12V minimum).
(3) CP 1-128 = fault detection on pin C17 depending on footboard switch (switch to 24V or ground).

Customer parameter list in BBM unit

Customer Customer Value
Parameter Parameter (Recommended)
ID Name
PTO status out
1-94 PTO input NO PTO
PTO 1 status
PTO 2 status
PTO 1 and 2 status

Body Release Refuse

1-99 Body relaese DEACTIVATED
1-101 Driveline engaged NOT ACTIVE
1-102 Maximum engine speed Rpm
1-103 Park Brake APPLIED / RELEASED
1-104 Maximum vehicle speed Km/h

Engine running
1-105 Engine running ENABLED

Remote engine start/stop parameters

1-86 Engine start enable ENABLED
1-87 Engine stop maximum speed 0 km/h

Speed switches
1-95 RPM switch 1400 Rpm
1-96 Vehicle speed switch 1 5 km/h
1-97 Vehicle speed switch 2 10 Km/h

Stop & Go Allison

1-127 External auto neutral request DISABLED

CVSG (Gauges)
1-120 Coolant temperature DISABLED
1-121 Oil pressure DISABLED
1-122 Oil temperature DISABLED
1-123 Fuel level DISABLED
1-124 Transmission oil temperature DISABLED
1-125 Air pressure circuit 1 DISABLED

7 1-126 Air pressure circuit 2 DISABLED

Fault detection Vmax Application pin C17

1-128 Fault detection pin C17 Open circuit /
Short circuit ground

Customer parameter list in DMCI unit

Customer Customer Value
Parameter Parameter (Recommended)
ID Name
LIMITERS
2-10 Vmax APPLICATION SPEED 30 Km/h
2-11 vmax ESC 30 Km/h
2-37 TORQUE REDUCTION ESC 0%
2-12 MAX. CRUISE CONTROL SPEED 85 Km/h

ENGINE SPEED CONTROL

2-14 MAX. ESC-SPEED 1500 Rpm
2-15 MIN. ESC-SPEED 600 Rpm
2-18 ACCELERATION RAMP CONTINUOUS UP ESC 200 Rpm/s
2-19 ACCELERATION RAMP CONTINUOUS DOWN ESC 200 Rpm/s
2-20 ACCELERATE UP PER TIP 25 Rpm/tip
2-38 DEACCELERATE DOWN PER TIP 25 Rpm/tip

ENGINE SPEED CONTROL

2-22 ACCELERATE FROM IDLE TO TARGET SPEED IN 1000 Rpm/s
ESC
2-39 DEACCELERATE FROM TARGET SPEED IN ESC 1000 Rpm/s
TO IDLE
2-16 ESC CAB N1 600 Rpm
2-17 ESC CAB N2 600 Rpm
2-28 ESC CHANGE APPLICATION CONN. N2 850 Rpm
2-29 ESC CHANGE APPLICATION CONN. N3 1100 Rpm

ENGINE SPEED CONTROL CONDITIONS

2-30 ACCEL. PEDAL ACTIVE
2-31 MAX. RPM ACCEL. PEDAL 1500 Rpm
2-32 PARK BRAKE NOT ACTIVE
2-33 BRAKE NOT ACTIVE

Note:
Activating the auxiliary STOP input on pin 20,
forces the body release output to be switch off. In
case this function is used, the high RPM request
coming form the body also has to be disabled.

Note:
On the majority of input and outputs diagnosis on
7
short circuit to ground or +24V is carried out. In
case pins of the 21pole connector are not used, it
may result in an BBM warning on the dashboard
display. Using pull-down resistors ( 1k , Watt)
to vehicle ground (in case of BBM reports error -
short circuit to +24V) or pull-up resistors ( 1k ,
Watt) to KL15 switched power supply (in case of
BBM reports error - short circuit to ground) will
solve the problem.

Note:
For minimum currents applicable see chapter
7.9: "EMC compatibility"

Note:
Depending on the application of the vehicle
(rearloader, side loader etc.) one or more
functions could have to be modified. Please
prepare a clear list of desired functionality and
contact the local sale engineering department so
we can advise you on how the make the
vehicle+superstructure working as desired.

PART NUMBERS
Part numbers

Page Date
8.1 Mountings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327 200813
8.2 Flange bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330 200813
8.3 Electric connector parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330 200813
8.4 Electric connector parts cabine (CF75-85 and XF Series) . . . . . . . . . . . . . . . . 332 200813
8.5 Electric cable contour lights chassis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333 200813
8.6 Extension piece for the LF mud guard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 334 200813
8.7 Indication lamps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335 200813
8.8 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336 200813
8.9 CVSG Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336 200813
8.10 Adapters air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 337 200813
8.11 Miscellaneous parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 339 200813

8. PART NUMBERS
8.1 MOUNTINGS

Part numbers
Tie rod
Item Part number Quantity 15
A 1240928 1
14
B 1321533 1
C 1202089 1
D 0523917 1
A C
358
415

120 120

B D
M16 M12
20070604-010

Attachment plate
Item Part number Quantity
A 0290591 (1) 1
B
C
1231056
1231051
3
3
8

G000310

(1) Items A, B and C also available in set with DAF partnumber: 0370729.

Attachment plate
Item Part number Quantity
A 0654833 1
B 1231064 3
C 1669590 3

G000311

Mounting bracket (2)

Set (1) A B C D E E
- MAK8208 14 5 13 55 B
- 1212965 13 7 17 60
C
0591092 0290590 - 7 17 -
- 1403668 13 5 13 50 A

D
20070604-009

(1) Set = bracket with flange bolts and nuts.

(2) For more information also see sub section "Tie rods" in: 3.2: "BAM's - body attachment methods"

Mounting console (for tanker)

Item Part number Quantity D M16x55
A n/a 1 E B

B 1231066 3 C
C 0282263 3 A
D 1243045 2
E 0274020 2 F
F 1321533 2 M16
G000301

B C D E B C D E B F

8
A

K I J I
G000440
Item Description Quantity Part number Notes
A Flanged bolt x 1231054 M12-10.9 x 30 mm
1231055 (single chassis frame)
M12-10.9 x 35 mm
(double chassis frame)
B Console 2 1409881 Upper console for sub-frame
C Flanged bolt x 1243046 M16-10.9 x 110 mm

B C D E B C D E B F

K I J I
G000440
Item Description Quantity Part number Notes
D Spring x 0274020
E Washer x 0640205 35 x 17 x 4 mm (295 - 350 HV)
F Flanged bolt x 1243050 M16-10.9 x 35 mm
G Flanged nut x 1231052 M16-10.9
H Console x 1409358 Console
I
J
Flanged nut
Flanged nut
x
x
1321533
1231051
Prevailing torque M16 flanged nut
M12-10.9
8
K Console x 1409372 Console

Chassis cross connecting member

Item (1) Part number L
[mm]
A
1662797 766

L
A
1439638 776

G000398

(1) Cross member assy to be installed with M16 flange bolts

Cab suspension springs in combination with

top sleeper mounting, CF series
Cab type Quantity Part number Cab suspension
Day cab 2 1265278 Front
2 1451155 Rear

2 1265278 Front
Sleeper Cab
2 1265272 Rear

8.2 FLANGE BOLTS

The property class of the flange a

bolts (1)used in the chassis of the
CF and XF Series is 10.9. The part
numbers for the differen length ver-
sions of these flange bolts are given b
in the table below. c l
G000366

a: Flange l = 30 l = 35 l = 40 l = 45 l = 50 l = 55 b: Flange nut

bolt property property
class class 10
10.9
M12x1.75 1231054 1231055 1231056 1231057 1231058 1231059 1231051
(c: 5,25 mm)
M14x2 1243041 1243061 1243060 1243059 1243058 1243057 1243043
(c: 6,00 mm)
M16x2 - 1243050 1231063 1231064 1231065 1231066 1231052
(c: 6,00 mm)

(1) For the flange bolt tightening torques, see section 2.6: "Attachment of components to the chassis".

8 8.3 ELECTRIC CONNECTOR PARTS

F
D

B H
A

K
L
22032802-009

Item Description Quantity Part number Notes

A Sealing ring x 1305193 Blind sealing plug
1 1261638 4-pin connector housing
B Connector 1 1261636 8-pin connector housing
1 1278100 12-pin connector housing
D Contact pin x 1261640 0.5 - 1.0 mm2
x 1267698 1.5 - 2.5 mm2

F
D

B H
A

K
L
22032802-009

Item Description Quantity Part number Notes

F Sealing plug x 1258968 0.5 - 1.0 mm2
x 1258969 1.5 - 2.5 mm2
G Sealing plug x 1258970 Blind sealing plug
1 1226724 For 4-pin connector and 10 mm hose
(pos. I)
1 1278520 For 8-pin connector and 13 mm hose
H Connector
(pos. I)
1 1278099 For 12-pin connector and 17 mm hose
(pos. I)
x 0090863 13 mm
I Protective hose x 0090862 10 mm
x
1
0090865
1261637
17 mm
For 4-pin connector
8
K Connector 1 1261635 For 8-pin connector
1 1278101 For 12-pin connector
L Contact pin x 1261641 0.5 - 1.0 mm2
x 1267697 1.5 - 2.5 mm2

Electrical contact kit supplied with the LF chassis

Kit Description Quantity Part number Notes

Contact pin 14 1261641 0.5 - 1.0 mm2
(female) 1 1267697 1.5 - 2.5 mm2
Contact pin 5 1261640 0.5 - 1.0 mm2
A (1)
(male) 3 1267698 1.5 - 2.5 mm2
19 1258968 0.5 - 1.0 mm2 (color: blue)
Sealing plug
4 1258969 1.5 - 2.5 mm2(color: white)
Contact pin 7 1261640 0.5 - 1.0 mm2
(male) 1 1267698 1.5 - 2.5 mm2
B (2)
7 1258968 0.5 - 1.0 mm2(color: blue)
Sealing plug
8 1 1258969 1.5 - 2.5 mm2(color: white)

(1) kit A = plastic bag strapped against standard chassis wiringloom if chassis is ordered with the ESC system (= selection code
9231).
(2) kit B = plastic bag strapped against standard chassis wiringloom (always supplied).

8.4 ELECTRIC CONNECTOR PARTS

CABINE (CF75-85 AND XF
SERIES)

Cab / bulkhead connectors (CF75-85 and XF

Series)

Cab connectors (male and female type); for pins see following table

D B E A E C
G000544

connector (female type) A (1) connector (male type) B (1)

Qty DAF number and color Qty DAF number and coler
of Grey Blue Yellow Green of Grey Blue Yellow Green
Pins Pins
6 1313845 1313846 1313847 1354021 6 1306709 1315071 1315072 1364069
9 1312604 1312611 1313806 1365784 9 1306710 1313809 1313838 1364299
12 1312605 1312610 1313804 1354022 12 1306711 1313808 1313812 1364070
18 1312607 1312609 1313803 1354023 18 1306713 1313807 1313811 1364071
21 1312606 1312612 1313805 1354024 21 1306714 1313810 1313839 1364072

(1) locking device E for connector with :

- 6 pins: 1317004
- 9 pins: 1317005
- 12 pins: 1317006
8
- 18 pins: 1317008
- 21 pins: 1317009

Pins to be used in:

connector C:
JPT male contact for 0.5 - 1.0 mm wire diameter 1315076
JPT male contact for 0.5 - 1.0 mm wire diameter 1325801
or 2x 1.0 mm diameter
Connector D:
JPT female contact for 0.5 - 1.0 mm wire diameter 1315077
JPT female contact for 0.5 - 1.0 mm wire diameter 1315078
or 2x 1.0 mm diameter

8.5 ELECTRIC CABLE CONTOUR

LIGHTS CHASSIS

LF, CF and XF chassis

Electric cable
Item Part number Total quantity of B B B
LED lights L1 L2 L2
1697589 4x
1697590 A
A (1) 6x
(illustrated)
L2 L 2
1697591 8x L1
B B B

B 1731959 1x (color: amber) L 1 = 3000 mm

B L 2 = 4200 mm
G000538

(1) Part number = kit with 2 separate (identical) electric cables.

8.6 EXTENSION PIECE FOR THE LF

MUD GUARD

Extension piece for the LF cab mud guard to

enable repositioning of the indicator lights.
Extension piece (1)
Item Part number Quantity
1453911 (RH) 1
A
1453912 (LH) 1
1453909 (RH) 1
B
1453910 (LH) 1
8 1453913 2

81 mm
C
A C

G000548
179 mm

(1) The approximate overall width over the cab mud guards is for: the LF45 = 2190mm; LF55 12-15t = 2350mm and LF55 18t =
2420mm. The standard wiring loom of the indicator lamps has sufficient length to allow repositioning.

8.7 INDICATION LAMPS

Drawing Designation Part number (1) Lens col-

our
Lamp holder 1395972
(suitable for two lenses)

20081102-003

Loading crane not locked 1399886 Red

20070604-020

Tail lift open 1399887 Red

20070604-021

Doors in superstructure open 1399888 Red

20070604-022

Loading crane active 1399889 Green

20070604-020

Tail lift active 1399890 Green

20070604-021

Lock not locked 1399891 Yellow

20070604-023

PTO 2 1399892 Yellow

20070604-024

Superstructure lighting 1399893 Yellow

20070604-025

20070604-026
Spotlights 1399894 Yellow
8
Rotating beam 1399895 Yellow
20070604-028

Trailer lifting gear 1399768 Yellow

20070604-027

Tipper body up 1645053 Yellow

DSYM0254

Unmarked lens 0069816 Yellow

Unmarked lens 0069817 Green
Unmarked lens 0069818 Red
Plug 1329779 Black
(in cases when only one lens is mounted)
Holder (Switch like shape) (2) 1409558 -
(could be modified to carry a LED lamp)
Holder + 1 LED 1427990 Red
Standard suited for 12 V
With an additional resistor (470 Ohm) suitable
for 24V
20081102-003

(1) Part numbers suitable for switch locations in CF and XF dashboard and overhead console of the XF105 Super Space Cab.
(2) Part numbers suitable for switch locations in header shelf of LF chassis.

8.8 SWITCHES

Part number (1) Number of Description Colour

Positions
1435592 2 switch, on/off Amber
1339010 2 switch, on/off Green
1435600 2 switch, on/off with blocking (for PTO), spring-loaded Amber
1366100 2 switch, on/off with blocking (for PTO), spring-loaded Green
1435596 3 switch, on1/off/on2 Amber
1339014 3 switch, on1/off/on2 Green
1435597 3 switch, fog lamp, front (and rear) Amber
1675749 2 switch, on/off + green LED for function indication (pin 9 & Amber
10, 9=+24V)
1700905 (2) 2 switch, on/off for rotating beacons Amber
(2)
1700780 3 switch, on1/off/on2 for sunroof hatch Amber
(2)
1409968 2 switch on/off for night heater Amber
1322402 lens, PTO No colour
1322399 lens, work lamp No colour
1686102 lens, work lamp on roof. For CF and XF series (Comfort No colour
and Space cab only)
1686103 lens, work lamp on roof XF105 series (Super Space Cab No colour
only)

(1) Part numbers suitable for switch locations in the LF, CF and XF dashboard and overhead console of the XF105 Super Space
8 Cab.
(2) Part numbers suitable for switch locations in the LF header shelf.

8.9 CVSG GAUGES

Gauges to be connected on the CVSG data

communication bus of the BBM module. For
electrical components see chapter
8.11: "Miscellaneous parts".
Metric units (supported by the BBM module)
DAF Part number Internal reference Description Range
1736187 Q43-6002-201C Primary air pressure 0 - 10 bar
1736188 Q43-6002-202C Secondary air pressure 0 - 10 bar
1736190 Q43-6002-204C Engine oil pressure 0 - 7 bar
1736191 Q43-6002-205C Engine coolant temperature 40 - 120 C
1736192 Q43-6002-206C Engine oil temperature 40 - 150 C
1736193 Q43-6002-207C Main trans oil temperature 65 - 150 C

Metric units (not supported by the BBM module)

DAF Part number Internal reference Description Range
1736189 Q43-6002-203C Application air pressure 0 - 10 bar
1736195 Q43-6002-216C Transfer case oil temperature 40 - 150 C

DAF Part number Internal reference Description Range

1736196 Q43-6002-217C General oil temperature 40 - 150 C
1736197 Q43-6002-221C PTO oil temperature 40 - 150 C

Imperial units (supported by the BBM module)

DAF Part number Internal reference Description Range
1736198 Q43-6002-101C Primary air pressure 0 - 150 psi
1736207 Q43-6002-102C Secondary air pressure 0 - 150 psi
1736209 Q43-6002-104C Engine oil pressure 0 - 100 psi
1736210 Q43-6002-105C Engine coolant temperature 100 - 250 F
1736211 Q43-6002-106C Engine oil temperature 100 - 300 F
1736212 Q43-6002-107C Main trans oil temperature 150 - 300 F

Imperial units (not supported by the BBM module)

DAF Part number Internal reference Description Range
1736208 Q43-6002-103C Application air pressure 0 - 150 psi
1736213 Q43-6002-121C PTO oil temperature 100 - 300 F

General (not supported by the BBM module)

DAF Part number Internal reference Description Range
1736214 Q20-1000 Clamping ring 52mm (pos 1)
1736921 A2C53094855 Connector (pos 2)
1736221 Not available yet Engine RPM 0 - 3000 RPM
1736216
1736222
Q43-6002-118C
Not available yet
Fuel level #1
Voltmeter
E - 1/2 - F
18V-36V
8
1736217 Q43-6002-302C Ampere -150A - +150A
1736218 Q43-6002-301C Hourmeter 0 - 999999 hours
1736219 Q43-6004-301C Clock Analog
1736220 Q43-6006-301C Transmission display (Allison gear-
box)

8.10 ADAPTERS AIR SYSTEM

Screw-in adapter for straight and right-angled pipe fittings

A B A C D

22032802-025

Screw-in adapter for straight and right-angled pipe fittings

Model B Model A
Type of con- NG8 NG12 NG8 type SV232 NG12 type SV232
nection
Screw thread M16 x 1.5 M22 x 1.5 M16 x 1.5 M22 x 1.5
Adapter (A) 0090182 0537162 1377738 1377743
+ clip (B) 0090181 0537161 - -
+ ring (C) 0090183 0537163 - -

Straight and right-angled quick-release coupling (pipe fitting) (1)

22032802-001

Air pipe di- Type of con- Model A Model B Air pipe di- Type of con- Model A Model B
ameter nection ameter nection
[mm] [mm]
6 x1 NG 8 0090286 1377739 6 x1 NG 8 0090290 1377741
8 6x1 NG 12 0537169 1377744 6x1 NG 12 0537177 1377748
8x1 NG 8 1207062 1377757 8x1 NG 8 1207061 1377756
8x1 NG 12 0537170 1377745 8x1 NG 12 0537178 1377749
10 x 1.25 NG 12 0537176 1377747 10 x 1.25 NG 12 0537181 1377751
12 x 1.5 NG 12 0537175 1377746 12 x 1.5 NG 12 0537179 1377750
16 x 2 NG 12 1206819 1377740 16 x 2 NG 12 0090292 1377742

(1) See the product range documentation for any other models.

Straight and right-angled coupling (for LF series APU air govenor)

Air pipe diameter [mm] Air pipe diameter [mm]

Straight and right-angled coupling (for LF series APU air govenor)

6 1409391 6 1408395
8 - 8 1409686
10 1408340 10 1408507

Quick-release tee couplings for various applications

Tee coupling for:
Governor/air distribution unit

DAF number: 1377753

For horn:

DAF nummer: 0529656

8.11 MISCELLANEOUS PARTS 8

Chassis sections for chassis extensions:
- 45 series
192 x 71 x 4.5 x 3000 KF460 n/a
- LF 45 series
192 x 66,5x 4.5 x 3000 KF460 1425161
180 x 47/62 x 4 x 3000 (inner reinforcement) KF460 1455544
- 55 series
260 x 75 x 6 x 3000 (inner radius: 14 mm) KF460 1308229
- LF 55 and CF65 (1)series
260 x 75 x 6 x 3000 (inner radius: 12 mm) KF460 1674216
- CF65 (2), CF75, CF85 and XF series
260 x 75 x 7 x 3000 KF 375 0513777
245 x 65 x 5 x 3600 (inner reinforcement) KF 375 0668604
310 x 75 x 7 x 3000 KF 375 0513922
295 x 65 x 5 x 3000 (inner reinforcement) KF 375 0513926
- CF85 and XF series
310 x 75 x 8.5 x 3000 KF 375 0793178
292 x 65 x 8.5 x 3000 (inner reinforcement) KF 375 n/a
Fuel system:
- Quick-release coupling for connecting extra fuel 8 mm PVC 1318421
consumers to the fuel tank float.
- Air pipe to be used if twin fuel tanks are mounted; ( 8 mm internal) 1399869
length = 10 metres

Electrical system: Electrical components, converters

- 24/12 volts converter max. 10A 1368353
- 24/12 volts converter max. 20A 1368354
Electrical components for connecting extra batteries
- Diode 24V; 20A 0629678
- Mini control relay 24V; 150A 1745069
- Divider relay 1347161
Electrical components for connecting CVSG gauges
- Timer relay (relay switch off after 10 seconds) 24V; max. 5A 1651907
- Dc-DC converter 24V-12V / 10 1726283
Amp
PTO flanges:
- Flange, 6-hole (DIN 75) for ZF PTO 0586358
- Flange, 4-hole (DIN 90) for ZF PTO 0208296
- Flange, 6-hole (DIN 100) for ZF PTO 0140796
- Flange, 8-hole (DIN 120) for ZF PTO 0258518
- Flange, 6-hole (DIN 100) for Chelsea PTO 1408266
Fifth wheel base plates:
- Base plate (pre-drilled) Height 12 mm 1377195
KA dimension adjustment pitches of 25 mm
Height 26 mm 1377193

Height 40 mm 1377192

Height 80 mm 1377186 (1x)

1377185 (1x)

Height 120 mm 1377592 (1x)

1377593 (1x)
- Fifth wheel base plate (pre-drilled) Height 12 mm 1377194
8 3 KA dimensions are possible: KA = 470, 520 and 570 mm (FT Low Deck)

(1) CF65 chassis produced from week 0513 onwards (V.I.N. code: XLRAE65CC0E677039).
(2) CF65 chassis produced up to and including week 0512.

REACTION FORM
Reaction form

Page Date
Feedback form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 343 200813

9. REACTION FORM
Feedback form
To help maintain the present level of quality and user-friendliness of the DAF Bodybuilders' Guidelines
and the information given in this manual, I would like to submit the following recommendations and/or sug-
gestions.
Section:
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Subject:
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Suggestions:
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9
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...................................................................................
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...................................................................................
Please send to: Sender:
DAF Trucks N.V. ..........................................
Truck Logistics, Sales Engineering dept. ..........................................
Building C0801100
Hugo van der Goeslaan ..........................................
PO Box 90065 ..........................................
5600 PT
Eindhoven ..........................................
..........................................
Fax: +31 (0) 40 2143924
..........................................
..........................................
..........................................
..........................................

©
344 200813
No rights can be derived from this publication.
DAF Trucks N.V. reserves the right to change
product specifications without prior notice.
Products and services comply with the European
Directives effective at the time of sale but may
vary depending on the country in which you are located.
For the most recent information
contact your authorized DAF Dealer

DAF Trucks N.V.

Hugo van der Goeslaan 1
P.O. Box 90065
5600 PT Eindhoven
The Netherlands
Telefoon: +31 (0) 40 21 49 111
Fax: +31 (0) 40 21 44 325
www.daf.com

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