Pre-delivery inspection: Instructions

General

General More information can be found in the following document:

In order for Scania’s warranties to remain valid for the chassis, the bodywork must • Pre-delivery inspection: Checklist
be completed according to Scania’s bodywork instructions. The instructions in this • Declaration of Conformity
document have been prepared as a support for the bodybuilder to carry out bodywork • Use and responsibility
with high quality, high operational reliability and minimal risk of personal injury and • BCI – bodywork communication interface
material damage throughout the vehicle's full service life.

A quality and safety inspection is mandatory.

It is permissible for the bodybuilder to use their own documents for the checks, pro-
vided they contain check points in accordance with these instructions as a minimum.

When a vehicle breakdown is caused by something in the interface between the chas-
sis and bodywork, the following connections and components are often involved:
• Hydraulic connections
• Hot components
• Electrical components
• Electrical connections

The check points in this document are mainly about these connections and compo-
nents.

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Check points

Check points
IMPORTANT!

This general document is a support tool for delivery and safety checks. However, lo-
cal rules and regulations in the market where the vehicle is to be used must be fol-
lowed. This means that check points may need to be added for the vehicle in question.

The instructions in this document have been developed as an aid to the bodybuilder
when filling out the document Pre-delivery inspection: Checklist.

Check point 1, documentation

The following bodywork documents must be supplied with the vehicle:

1.1 Pre-delivery inspection: Checklist

1.2 Declaration of Conformity
1.3 User Manual describing safe operation and handling of bodywork func-
tions
1.4 Instructions regarding care and maintenance of the bodywork
1.5 Road test and leak test reports
1.6 For vehicles where the bodywork is connected to PTO EL, the document
entitled "Measurements on PTO EL" must be used when commissioning
1.7 For vehicles with hydraulic systems and overflow valves, these functions
must be tested and documented
1.8 A description of the BICT diagrams used

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Check point 2, legal and technical requirements

2.1 For vehicles and markets subject to the Machinery Directive 2006/42/
EC, equipment must be CE marked and the following documentation
must be supplied with the vehicle
2.2 Electrical components in the bodywork system that are covered by ECE
R10 must be approved in accordance with ECE R10
2.3 For vehicles fitted with VCB systems that have been modified, e.g. by
connection to PTO EL, the components and their installation must be
approved in accordance with ECE R100 and ISO 6469-3.
More information about VCB systems can be found in the documents
entitled "Work on battery electric vehicles" and "Work on electric power
take-off (PTO EL)".
2.4 If the vehicle is intended for ADR transport, the electrical system must
comply with the ADR standard for the country in question
2.5 Underrun protection at the front, rear and on the sides must comply with
the regulations that apply in the market where the vehicle will be oper-
ated
2.6 The total weight and axle weight of the vehicle are within technical spec-
ification and must be approved for the market where the vehicle will be
operated
2.7 The mudflaps must be designed so that they protect sensitive components
on the vehicle. For example cable harnesses, hoses, cables and pipes, and
must be approved for the market where the vehicle will be operated.
2.8 The vehicle must have approved dimensions for the market where it will
be operated. The rear overhang and tilt stability must be adapted to the
bodywork fitted to the vehicle.
2.9 Lighting and reflectors must have the function and location required for
the market where the vehicle will be operated

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Scania recommends supplying equivalent documentation with the bodywork even if
the vehicle will be operated outside the EU.

More information on the Machinery directive and CE marking is found in the docu-
ment Legal requirements.

Check point 3, general requirements

3.1 The vehicle must be clean with no remains left from the bodybuilding such
as drill swarf, cable clippings and footprints.

3.2 The surface between the bodywork and the chassis frame must be clean
and smooth. No chips or bumps may exist. If the subframe is joined of sev-
eral parts, the surface to the chassis frame must be smooth.

3.3 No parts of the bodywork may prevent moving parts on the chassis from
being able to move fully to their end positions. The risk of objects coming
loose from the load must also be taken into account, e.g. falling branches
or soil.

3.4 The bodywork must be designed so as not to hinder or make impossible

the maintenance and repair of the chassis or bodywork, see illustration.
More information can be found in the document Limitations on work with
chassis.

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Examples of when the bodywork is designed so that it prevents filling of reductant.

3.5 A manufacturer’s plate with information about the bodybuilder must be

fitted to the bodywork.
The manufacturer's plate must contain the following information:

• Bodybuilder’s name
• Bodywork model
• Serial number
• Year of manufacture

3.6 Fluid reservoir max. and min. levels must be easy to read using a sight
glass, dipstick or similar.

373 585
Example of fluid reservoir.

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3.7 Fluid reservoirs must be marked with the intended fluid type

3.8 The area for the exhaust outlet must not come in contact with any flamma-
ble material. Particularly critical components are plastic and rubber hoses
for the steering apparatus, brakes and fuel.
Bear in mind that very large amounts of heat flow from the exhaust outlet
during operation,even when the vehicle is stationary, e.g. during crane
work.
The exhaust gas temperature can reach temperatures higher than 500°C.

373 579
3.9 Flammable loads and other material, for example from loading and
unloading, must not be allowed to collect next to hot components. Flam-
mable cargo spillage must not get any closer than 300 mm from hot com-
ponents.

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3.10 Metal heat shields must be used if plastic or rubber parts have to be posi-
tioned less than 100 mm from hot components. There must be minimum
distance of 15 mm between the hot surface and the heat shield; see illustra-
tion. 2
More information on safety clearance is found in the document Risk of fire
and damage in connection with hot components.

386 689
1. Heat shield above the exhaust pipe behind the cab.
2. Heat shield between the exhaust pipe and hydraulic pump for power take-off with
hoses.
3. Heat shield between engine and bodywork.

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3.11 Pipes and hoses must be clamped with a maximum distance of 900 mm
between clamping points

3.12 Paintwork and corrosion protection must be restored after e.g. welding
work or modification of the frame

3.13 The subframe must have the correct dimensions and be properly attached
to the chassis using the appropriate brackets

3.14 Evaluate or verify the efficiency and effectiveness of the bodywork.

Design and operation of the bodywork must be carried out to optimise
energy use and minimise losses.

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Check point 4, hydraulic system

WARNING!

Hydraulic oil that leaks and comes in contact with hot components can cause fire.

4.1 Steel pipes must primarily be used for hydraulic installations. Choose the
right type of hose with regard to application and environment as only
hydraulic hoses can be used.

4.2 Document the choice of hydraulic hose in the Pre-delivery Inspection doc-
ument: Checklist or equivalent bodywork document.
More information can be found in the Power take-off driven hydraulic sys-
tems document

4.3 Hydraulic hoses must be positioned more than 100 mm from hot compo-
nents

4.4 Avoid positioning hydraulic equipment with couplings (for example tanks,
valves and connections) above hot components with temperatures higher
than 250°C. Exhaust system parts are examples of hot components.
If this is not possible, drip protection must be fitted to prevent leaking oil
from dripping onto hot components

4.5 Hoses and pipes must be correctly designed so that there is no risk of leak-
age coming into contact with hot components. Drip protection or mudflaps
must be fitted to prevent leaking oil from dripping onto hot components.

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4.6 Hydraulic pumps must be protected from high heat. A pump fitted to an
engine power take-off on a 16 litre engine or a gas engine must have a heat
shield.

4.7 Fit and secure hydraulic hoses in a way that ensures minimal risk of chaf-
ing. This is also applicable to the most extreme operating conditions, for
example the following:

• Longest suspension travel

• Maximum steering lock
• Engine movement
• Cab movement

373 581
Check the necessary clearance.

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4.8 Hoses and pipes must be fitted in such a way that provides a good strain
relief. Mechanically weak components require tighter clamping than
mechanically strong components. Load relief and clamping must be made
close to couplings to avoid undesired breaking forces. Load relief must be
made max. 200-300 mm from couplings.

343 875
Example of clamping.

4.9 Hydraulic hoses must be fitted in such a way that ensures minimal risk of
chafing. If necessary, use chafing covers made of spiral plastic, for exam-
ple polyamide.

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Check point 5, electrical installation VCA system

5.1 The central electric units must be marked with supplementary information
about retrofitted electrical equipment and fuse markings. Preferably, com-
plete the existing stickers, see illustration.
Fuse size and cable cross-section must be adapted to the system's electric
power consumption.

5.2 The voltage supply must be drawn from one of the central electric units:
• Bodywork central electric unit P9:
– 15 voltage (highest load 30 A, with starter lock in drive mode)
– 30 voltage (highest load 60 A, direct from the battery)
• Chassis central electric unit P11:
– 30 voltage (highest load 250 A, direct from the battery) 1 2
• Avoid work on the main central electric unit P2. Although it can be
used to access 12 V voltage. 3

More information can be found in the following document:

• Work involving the main central electric unit P2 4

397 892
• Working with the bodywork central electric unit P9
1. Central electric unit P2
• Work involving chassis central electric unit P11
2. Bodywork central electric unit P9
• General information on the bodywork console
3. Chassis central electric unit P11
• Working on the bodywork console
4. Chassis central electric unit P8
• Earthing and power supply
• Work involving cables and lead throughs

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5.3 The chassis earth cables must be located in the left-hand frame side mem-
ber. Pre-defined positions should mainly be used. Fit new earth screws if
other earthing points are required.

WARNING!

Earth cables are only reliable in the left-hand frame side member. Other frame parts
may be well earthed, but they are technically inferior due to the construction of the
chassis frame. Poor earth cables can cause overheating and fire.

More information on earth cables is found in the document Earthing and power sup-
ply.

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5.4 Earth cables in the cab must be positioned at G1, G2, G3, G64, G65 or
G70; see illustration.
G65 G64

G1

G70

G2
G3

386 685
Earth cables on the chassis frame and in the cab.

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5.5 Electrical components attached to central electric units must be positioned

so that sufficient space is available when all components are fitted in their
original positions.
Components behind the central electric units must not pinch against cables
or parts of the central electric unit when they are folded into their original
position.
Electrical cables must have well adjusted lengths and planned clamping in
order to achieve the following:
• The fuse panels can be refitted without risk of electrical cables or com-
ponents pinching against each other
• Reduced risk of chafing or wear of electrical cables
All additional components must be fitted in a fixed position using suitable
brackets.

5.6 Cable harnesses that can be subject to rain, dirt, snow and ice demand
extra good attachment and that the components have the correct encapsula-
tion class. This also applies to low fitted cables with a risk of exposure to
foreign objects on the road.
Largest permitted distance between cable clamps, for example cable ties:
• 150 mm inside the cab
• 140 mm outside the cab
To prevent damage to cables, cables must not be clamped to hoses that
change in diameter during operation. Examples include brake hoses and A/
C pipes.

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5.7 Install the cables as far from hot surfaces with temperatures higher than
90°C as possible.
If no heat shield is used, apply the following minimum permitted distances
from hot surfaces apply to cables capable of withstanding at least 105°C:
• 200 mm from exhaust pipes, turbocharger and silencer
• 100 mm from exhaust pipes for auxiliary heaters for the engine and cab
• 100 mm from coolant pipes for the engine and retarder

5.8 All electrical connections, e.g. switches, harness-to-component connec-

tors, cable splices and junction boxes, must be well protected against mois-
ture and adapted to suit their position.
The minimum permitted IP rating for various positions is as follows:
• Cab, below instrument panel: IP52
• Cab, other: IP54
• Chassis: IP6K9K
Do not use junction blocks outside the cab.

5.9 Electrical cables must be marked and colour-coded to simplify trouble-

shooting.

5.10 For bodywork that needs to function while the vehicle is switched off, qui-
escent power consumption must be kept sufficiently low to allow vehicles
to be parked for long periods without draining the batteries to less than
50% capacity.
The tachograph and alarm system are examples of 2 units that need to be
able to function while the vehicle is parked.

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5.11 The state of charge and charging periods for batteries must be documented.
Connect the batteries to trickle chargers when bodywork repairs are car-
ried out on the vehicle. Batteries often discharge during bodywork repairs
because of electric power consumption during, for example, electrical sys-
tem checks and engine starts.
More information can be found in the document

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Check point 6, electrical installation of the VCB sys-

tem (PTO EL)
6.1 All VCB components must comply with applicable standards regarding
electrical safety and comply with ingress protection rating IP67 or IP6K9K
depending on position on the vehicle.
Connectors that can be disconnected without tools must also comply with
IPXXB (ECE R100) when they are not connected.

6.2 All electrical VCB connections in the bodywork must be designed to pre-
vent unintentional polarity reversal.

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6.3 All VCB components must have electrically conductive casing that is elec-
trically connected to the designated earth screw for equipotential bonding
in the chassis.
The equipotential bonding ensures that no dangerous potential differences P18
occur and protects against dangerous situations in the event of a short cir-
cuit. For example, the terminal box and fuse box are connected to the near-
est earth plate for equipotential bonding; see illustration.

450 963
6.4 If another fuse is fitted to PTO EL, it must be adapted to the bodywork's
actual electric power consumption. Fuse size must be indicated on and in
PTO EL where it deviates from the fuse that was supplied with the vehicle.

6.5 The cable cross-section of VCB cables must be adapted to fuse size. The
cables must comply with ISO6722 and ISO1964 and be orange.

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6.6 VCB cables must be shielded. The shielding must be connected to the con-
nector or the component's casing. Continuity measurements must be made
and documented,

6.7 VCB cables must be clamped separately without contact with VCA cables.

6.8 When placed in parallel, the distance between VCB cables and VCA
cables must be at least 100 mm.

6.9 The distance between a connection point on a VCB component and the
first clamping point on a VCB cable must not exceed 150 mm.

6.10 The distance between clamping points for VCB cables must not exceed
300 mm.

6.11 Position the entire VCB cable harness in an orange protection hose.

6.12 Positive and negative conductors should be positioned together as much as

possible.

6.13 If possible, position the bodywork VCB cable harness together with the
vehicle's VCB cable harness. Use existing brackets and cable ducts for
VCB cables where possible.

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6.14 Cable fittings must be EMC (Electro Magnetic Compatibility) rated with
an electrical connection for the cable shield. The dimensions of the fitting
must be adapted to the relevant cable dimension. Any reducer used to
adapt the thread on the cable fitting to the terminal box thread must be
sealed.
More information can be found in the Work on electric power take-off
(PTO EL) document.

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Check point 7, compressed air

7.1 The compressed air to the bodywork must be drawn from the intended
compressed air outlet, which is located at the third crossmember from the 1
front (1), or via solenoid valves at the rear end of the chassis (2).
More information on the pneumatic system can be found in the following
documents:
• General information on the pneumatic system
• Modifying the pneumatic system

386 687
Location of compressed air outlets for bodywork:
1. Location of the compressed air outlet at the third crossmember.
2. Solenoid valves at the rear end of the chassis.

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Check point 8, cooling system

1
8.1 Coolant outlet from the vehicle’s cooling system must be connected to the
connection in the engine designated for that purpose.
Location for inline engine (1); see illustration.
Locations for V-engines (2), (3) and (4); see illustration.

2 3

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8.2 Coolant return to the vehicle’s cooling system must be connected to the
return connection,see illustration.
More information is found in the document Coolant outlet for external
heating.

363 866
Coolant return plug.

8.3 Connecting the bodywork VCB system to the vehicle's VCB cooling sys-
tem must be done in accordance with the instructions and documented by
FQCA number.

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