Contents

Section H — Overview 2 Modification Code H3 — Wheelbase alterations within

OEM options 24
1. Description 2
2. Related Australian Design Rules 2 1. Scope 24
3. Record keeping 2 2. Related standards 24
4. Design requirements 3 3. Certification procedure 24
5. Installation requirements 4 4. Compliance requirements 24
6. Examples — calculations 10 5. Design requirements 24
Section H Calculation sheet — Chassis modification 15 6. Installation requirements 24
H3 Checklist — Wheelbase alterations within OEM options
Modification Code H1 — Wheelbase extension outside
(example) 25
OEM options 16
Modification Code H4 — Chassis alteration 27
1. Scope 16
2. Related standards 16 1. Scope 27
3. Certification procedure 16 2. Related standards 27
4. Compliance requirements 16 3. Certification procedure 27
5. Design requirements 16 4. Compliance requirements 27
6. Installation requirements 17 5. Design requirements 27
H1 Checklist — Wheelbase extension outside OEM options H4 Checklist — Chassis alteration (example) 30
(example) 19
Modification Code H5 — Trailer chassis modifications 32
Modification Code H2 — Wheelbase reduction outside
OEM options 21 1. Scope 32
2. Related standards 32
1. Scope 21 3. Certification procedure 32
2. Related standards 21 4. Compliance requirements 32
3. Certification procedure 21 5. Design requirements 33
4. Compliance requirements 21 6. Installation requirements 36
5. Design requirements 21 H5 Checklist — Trailer chassis modifications (example) 38
6. Installation requirements 21
H2 Checklist — Wheelbase reduction outside OEM options
(example) 22
Section H — Overview
1. Description 2. Related Australian Design Rules
This section of Vehicle Standards Bulletin 6 (VSB6) relates to The Australian Design Rules (ADRs) relevant to this section of VSB6
modifications of heavy vehicle chassis and details requirements to include:
modifying other vehicle parts that may be affected.
ADR no. Title
Common reasons for chassis modifications are:
Vehicle chassis
• increased or decreased wheelbase 7/.. Hydraulic Brake Hoses
• increased front and rear overhang 13/.. Installation of Lighting and Light-signalling Devices on
• increased gross vehicle mass (GVM) (e.g., additional axles) other than L-Group Vehicles
• special body requirements (e.g., low load height) 35/.. Commercial Vehicle Brake Systems
• increased localised loading due to special equipment such as
38/.. Trailer Brake Systems
hoists, cranes or large fuel tanks.
Not covered by this section of VSB6 42/.. General Safety Requirements
43/.. Vehicle Configuration and Dimensions
Although this section applies to the modification of a motor vehicle
or trailer, unless specifically mentioned, it does not apply to a 44/.. Specific Purpose Vehicle Requirements
trailer that has been modified to change the trailer’s basic type, 62/.. Mechanical Connections Between Vehicles
e.g., semitrailer to dog trailer, pig trailer to dog trailer, semitrailer 64/.. Heavy Goods Vehicles Designed for Use in Road Trains
to dolly, etc. When the modification of a trailer results in a change and B-Doubles
in trailer type, the trailer is regarded as being re-manufactured 84/.. Front Underrun Impact Protection
rather than modified and as such, a new RAV entry approval and
92/.. External Projections
new vehicle identification number (VIN) issued to identify correctly
the trailer and the manufacturer. Trailer chassis
13/.. Installation of Lighting and Light-signalling Devices on
Conversion of a semitrailer to a B-double lead trailer is not a
other than L-Group Vehicles
change of basic trailer type and must be done in accordance with
the applicable sections of VSB6 including sections G and P. 43/.. Vehicle Configuration and Dimensions
44/.. Specific Purpose Vehicle Requirements
Modification codes 62/.. Mechanical Connections between Vehicles
This section of VSB6 consists of the following modification codes: 63/.. Trailers Designed for Use in Road Trains
H1 Wheelbase extension outside OEM* options
• extension of existing chassis 3. Record keeping
• re-location of axle or suspension assemblies The person responsible for certifying the modification should:
• replacement of original chassis with one of greater
length. • collate complete records, including drawings, calculations, test
results and copies of the appropriate issue of Australian
H2 Wheelbase reduction outside OEM options
Standards and related Australian Design Rules
• reduction of existing chassis length
• retain the records for a minimum of seven years after
• re-location of axle/suspension assemblies
commissioning of the modified vehicle
• replacement of original chassis with one of shorter
• make the records available upon request for inspection by
length.
officers of the relevant federal, state or territory authority or
H3 Wheelbase alterations within OEM options relevant heavy vehicle regulator.
• wheelbase extension or reduction within first
manufacturer's options
• re-location of axle/suspension assemblies
• replacement of original chassis with one of greater
length.
H4 Chassis alteration
• chassis alteration
• cross-member alteration.
H5 Trailer chassis modifications
• chassis modifications where the registration category or
configuration of the trailer to be modified is not changed
• trailer chassis extension or reduction, including dimension
between point of articulation and:
− rear overhang line
− rear end
• chassis alterations for the fitting of suspension
substitutions (including relocation of suspension systems)
• installation or removal of cross-members
• attachment of components to the chassis such as
container twist locks.
OEM = original equipment manufacturer
Vehicle Standards Bulletin 6 — Version 3.2
Section H — Chassis 2 of 39
 Section H – Overview

Reports and checklists Recommended:

• Use the original manufacturer’s chassis rail material if available.
The person certifying the modification must complete and record
the following reports and checklists as applicable: • For additional or relocated cross-members, maintain the
original manufacturer's design maximum spacing, strength and
H Calculation sheet Chassis modification attachment strength.
H1 Checklist Wheelbase extension outside OEM
options
Holes
H2 Checklist Wheelbase reduction outside OEM Required:
options • Ensure all new holes in the chassis are in line with the Drilling
H3 Checklist Wheelbase alterations within OEM options holes in chassis’ sub-section in VSB6 Section H — Overview.
H4 Checklist Chassis alteration
Bolts and fasteners
H5 Checklist Trailer chassis modifications
Required:
4. Design requirements • Ensure all bolts for structural purpose are high tensile bolts in
at least, ISO Grade 8.8 (or SAE Class 5).
General information • Use the vehicle manufacturer’s recommendations to select bolt
diameter.
The chassis is the backbone of a heavy vehicle, and its main
function is to carry the maximum load safely in all designed • Ensure bolts used to secure suspension hangers and brackets to
operating conditions. It absorbs engine and driveline torque, chassis are at least ISO grade 10.9 (or SAE class 8).
endures shock loading and accommodates twisting on uneven road • Tighten all bolts in an acceptable manner to the correct torque.
surfaces. To ensure a modified heavy vehicle chassis remains safe • Avoid using countersunk bolts where possible, and where
under all operating conditions, any modification must be subject to unavoidable, make allowance for the lower tensile capabilities
careful design and rigorous testing. of countersunk bolts.
• Observe the manufacturer's re-usability limitations on fasteners
Typically, heavy vehicle manufacturer’s employ C-section chassis (bolts, nuts, locknuts, huck bolts etc.).
rails in their vehicle design. To ensure vehicle safety or
performance will not be affected, modification of a C-section Recommended:
chassis should only be performed after consulting with the vehicle • Fasten attachments to the chassis rail by bolting and not by
manufacturer, or a professional engineer registered with a welding.
professional registration body. Vehicle specifications should remain • Fitted bolts are preferable.
within the options offered by the original manufacturer. If they • Huck bolts may be used for fastening chassis components.
differ, then the chassis must meet at least the requirements
• Fit all structural bolts with suitable washers or doubling plates
outlined in this and other sections of VSB6. Heavy vehicle chassis
with self-locking nuts.
design varies greatly but the focus of this section of VSB6 is on
• Do not use spring type washers on structural members.
medium to heavy goods vehicles (NB and NC category vehicles) and
• Replace all fasteners (bolts, nuts, locknuts, huck bolts etc.) that
the following guidelines apply primarily to vehicles of this type.
have been removed with new fasteners of the correct size and
Manufacturers may also incorporate top hat or box section chassis grade. In the case of new vehicles — that is, modified before
into their vehicles. These vehicles can be modified under this VSB6 going into service — fastener replacement may be limited to
section, however, any modifications must be performed in only new locknuts.
accordance with the vehicle manufacturer’s modification
guidelines. Advanced braking systems
The following design requirements apply to most of the Advanced braking systems are an important safety feature fitted to
modification codes in this section of VSB6. many new vehicles.
If the original manufacturer’s instructions are unavailable, these Advanced braking systems are programmed by the vehicle
requirements apply: manufacturer and are specific to the vehicle to which they are
fitted. Changes made to the vehicle, such as engine, tyre size,
Required: steering control, suspension characteristics, vehicle mass and its
• Where chassis alterations result in modifications to the wiring distribution, may impact the performance of the advanced braking
harness, ensure, where possible, replacement harnesses are system.
installed to avoid cutting/splicing. Seek guidance from the
vehicle manufacturer about the preferred method for Exercise extra caution when modifying vehicles fitted with
lengthening or shortening wires or cables. advanced braking systems. Electric braking systems may be known
• Ensure all fabricated sections of the chassis rail and
as:
components have bends of suitable radius and are free of • electronic stability control (ESC)
cracks, notches and imperfections. • electronic stability program (ESP)
• As far as possible, keep all additional material used to modify • vehicle stability control (VSC)
the chassis rails to the same dimensions and material • dynamic stability control (DSC)
specifications.
• vehicle stability assist (VSA)
• Fasten all attachments to the web of the chassis.
• roll stability control (RSC)
• Ensure all modified chassis rails are straight and square before
• roll control system (RCS)
assembly.
• electronic braking system (EBS)
• Do not straighten bowed chassis rails by assembly of the frame
• trailer electronic braking system (TEBS).
(i.e., bolting everything together to straighten the chassis).

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 3 of 39
 Section H – Overview

 Advanced braking systems and their components may be

easily damaged by common modification, maintenance and
servicing techniques, such as the use of rattle guns within one
metre of the sensors. When undertaking any work on a
vehicle fitted with an advanced braking system, ensure all
modifiers are familiar with these systems and the precautions
that must be taken.
 Ensure that before undertaking any modification on a vehicle
that is fitted with an advanced braking system the modifier
and approved vehicle examiner (AVE) consult with the vehicle
Figure 3: Reinforcing material corner radius
manufacturer to determine the impact on the system.
Multi-section chassis rail reinforcements:
Chassis reinforcing A chassis that is upgraded over its entire length may not easily
accommodate a full-length reinforcement section due to the
Recommended: installation of other chassis components. One acceptable way of
The following requirements apply to chassis rail reinforcements: overcoming this difficulty is to use multiple reinforcement sections.

• Do not terminate reinforcements within a distance 2H from the Required:

centre of a spring hanger (H = the chassis rail depth) unless in • When this method of chassis reinforcement is utilised, attach
line with the vehicle manufacturer’s specifications (see Figure reinforcements securely to each other, either by overlapping
1). and bolting or by butt welding.

5. Installation requirements
Cutting of chassis rails
When a chassis modification involves cutting a frame, regardless of
the reason (e.g., to drop, taper, lengthen or shorten the rails),
consider restoring its structural integrity.
Figure 1: Reinforcement termination distance
• Extend the reinforcement section at least 2H past a chassis rail Required:
join. • Consider, in particular, these two situations:
• Extend additional reinforcement at least 2H forward of the Load This may occur in wheelbase shortening and
rearmost front spring hanger bracket and rearward past the distribution on chassis dropping modifications. If so:
rearmost rear spring hanger bracket by a distance of 2H. chassis is • restore the equivalent resistance to any
• Consider allowance for associated components that would be unchanged or bending moment in the modified chassis to
displaced by the reinforcement section. improved produce satisfactory results
• Taper each end of a reinforcement at 45 degrees, or • consider the location of any chassis joint in
alternatively, use a frog-mouth tapering (see Figure 2). highly stressed areas, the method of joining
and the reinforcement of the joint.
Wheelbase is The load distribution may increase the bending
increased by moment on the modified chassis beyond the
lengthening acceptable values.
chassis If the load distribution changes:
between • compensate for additional loading by
wheels or calculating the new bending moment for the
adding an axle vehicle and in conjunction with the
Figure 2: Typical frog-mouth tapering behind the nomogram, determine its required section
rear axle modulus (see Overview, 6. Examples —
• Reinforce chassis joins that are not in low stress areas to ensure
adequate chassis strength. calculations)
• Ensure the thickness of each reinforcement does not exceed • Calculate the weight distribution
the thickness of the chassis at the point of reinforcement. − Calculation of weight distribution for a vehicle
• Make reinforcement section either an angle or channel. requires determination of the centre of
gravity (CoG) for the various elements
• Attach all reinforcements securely to the chassis. Fasten
involved. These are normally available from
reinforcements by bolting, using existing bolt holes if possible.
the vehicle and equipment manufacturer
• Taper the ends of any reinforcing section to reduce abrupt
data sheets. Using an outline diagram, to
change in chassis stiffness as a result of reinforcement
approximate scale, will simplify the process
installation.
and provide a useful aid to check body length
• Ensure the inside radius Ro of outer reinforcement curvature is and other critical dimensions.
smaller than outside radius ri of chassis curvature (see Figure
3).
The example on the following page is for a typical
• Ensure outside radius ro of inner reinforcement curvature is vehicle mounted lifting system (VMLS) mounted
larger than inside radius Ri of chassis curvature (see Figure 3). behind cab on a two axle truck which has a wheel
base of 4250 mm.

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 4 of 39
 Section H – Overview

• Do not position cut-outs in the upper and lower flanges on the

same chassis in close proximity unless it is appropriately
reinforced.
Welding of chassis
Required:
• Where heat–treated chassis rails are fitted, ensure advice from
the chassis manufacturer is obtained about the suitability of
welding these rails.
• Before performing any welding on a vehicle chassis, obtain the
material specifications of the chassis so that the correct
welding consumables and welding procedure are used.
Figure 4: Weight distribution example (units in
• Follow the vehicle manufacturer’s recommendations for
millimetres)
welding and preparation (i.e., pre-heating).
Weight imposed on: • Always attach the earth welding cable terminal as closely as
• front axle = weight/wheelbase x distance possible to the region in which welding is being carried out.
rearwards of front axle • Never attach the earth terminal to components such as axles,
• rear axle = weight - weight imposed on front springs, engine, driveline, etc. Arcing on these components may
axle cause serious damage to bearings, springs, or other stressed
components etc. and parabolic leaf springs are particularly
Item Total CoG distance Imposed mass (kg) sensitive to surface damage.
weight from front Front axle Rear axle • Ensure the electrode or the earth clamp does not come into
axle contact with electrical component casings (e.g., ECU’s).
Cab/chassis 3890 kg 2764 mm 2530 1360 • On vehicles fitted with SRS airbags, consult with the
Subframe 180k g 3190 mm 45 135 manufacturer before working on the vehicle or consider
VMLS 1180 kg 930 mm 922 258 disconnecting them.
Driver 150 kg -100 mm 154 -4 • Before welding any part of the cab consult the manufacturer as
Body 1100 kg 3855 mm 102 998
some use a stressed shell to provide cab strength and integrity;
welding can affect the strength of such cabs.
Payload 1 4000 kg 3525 mm 682 3318
• Take care to protect suspension parabolic leaf springs, air
Payload 2 900 kg 5875 mm -344 1244
suspension springs as well as brake and air and electrical
Total 11400 4091 7309 system hoses, wires and conduits against:
(GVM)
− cutting and welding sparks and spatter
Recommended: − temperatures exceeding 80 degrees Celsius.
• Cut and bevel chassis members with metal cutting wheels or by
 Leaf spring fracture can be caused even by momentary
using plasma cutting. Heat from oxyacetylene cutting or
exposure to welding spatter.
excessive grinding will reduce the strength of a heat-treated
rail. • Remove fuel tanks and pipes from the vicinity of welding.
Chassis cut-outs • Before welding, disconnect the alternator, batteries, regulator
and, if fitted, electronic components for the anti-lock braking
If a different type of engine is being installed into a chassis, the cut- system (ABS) and engine management systems.
outs in the chassis may need to be altered to suit the new engine. • Remove all paint, dirt and grease from the areas to be welded.
Always keep chassis cut-outs for any such modification to a • Choose welding consumables and heat treatment and surface
minimum to avoid excess stress in the chassis and as far as possible preparations in accordance either with recommendations of
meet the following conditions: the vehicle manufacturer, or a professional engineer registered
Recommended: with a professional registration body.
• Perform all welding in accordance with the original
• Provide the profile of all cut-outs with a smooth transition to
the original chassis profile. To obtain a smooth transition: manufacturer’s recommendations, and Australian Standard AS
1554 Structural Steel Welding Category SP.
− do not allow the taper in the chassis flange to be greater than
• Ensure this is done by a qualified tradesperson.
1 in 5, i.e., make the flange width decrease progressively 10
mm’s over a 50 mm length of chassis rail • Position surfaces to the correct gap prior to welding.
− provide a minimum radius of 100 mm on all internal and • Apply full edge preparation to joins in chassis rails on the top
external corners of a chassis rail cut-out. and bottom flanges. Weld these continuously all around.
• Do not position chassis cut-outs behind the rearmost hanger • Do not cool welds with water.
bracket of the front suspension unless the chassis is adequately • Avoid welds transverse to the rail flanges where possible and
reinforced. do not permit these in areas of high stress.
• Provide reinforcement on chassis cut-outs that remove more • Do not perform transverse welding on chassis flanges other
than 50% of the chassis rail flange. than as part of a repair or join in the chassis.
• Dress all edges of a cut-out smoothly by fine grinding or • Perform chassis welding from both sides, where feasible, to
finishing in the longitudinal direction of the rail. Do not allow ensure full penetration.
nicks, blow holes, punch marks or any other imperfection that • Grind flush all welds (up to 10% increase in chassis thickness is
could initiate cracking of the chassis rail. permissible but not recommended) (See Figure 5).
• Do not make unnecessary holes in the chassis rail adjacent to
cut-outs.

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 5 of 39
 Section H – Overview

Figure 8: Example of preferred method for weld filling holes from

Figure 5: Weld finishing one side
• Do not allow welds to exhibit excessive undercutting. • If holes with a diameter (D) greater than 20 mm are to be weld
• Do not weld within 15 mm of the edge or bend radius of a filled, then weld a disc into the hole to eliminate excessive use
chassis flange, unless otherwise stated by the manufacturer or of weld. Complete the weld from each side of the chassis rail
when joining chassis rails. (See Figure 6). and then finish it (see Figure 7).
• Except when joining the chassis flange or fitting longitudinal
strapping, do not place welds within 25 mm of flanges. Welds
may be ground flush with the chassis rail, but avoid grinding
back the weld and chassis rail material excessively and thereby
reducing section thickness.
• Use low-hydrogen consumables to weld suspension brackets.
• Remove all paint, dirt and grease in the area of the weld before
welding.
• In low ambient temperatures or if there is dew or other
moisture present, slightly warm the area to be welded i.e., with
an oxy-fuel torch.
• Remove auxiliary air and oil tanks in the vicinity of welding
Welding heat treated chassis rails
The following applies to modifications involving the welding of heat
treated chassis rails.

Required:
• Do not weld heat-treated chassis rails in areas of peak stress;
these are usually the upper and lower flanges together with 40
mm of the web adjacent to the flange (See Figure 9).
Figure 6: Chassis rail allowable welding areas

Recommended:
• Ensure minimum length of any weld is 30 mm and that stitch
welds are 30–50 mm long and spaced 30–50 mm apart.
• Grind in the direction of chassis rail length, (see Figure 7) (i.e.,
so any grinding marks are along the chassis).

Figure 9: Diagram of welding, drilling, and cutting prohibited area

Figure 7: Direction of grinding
• Where the vehicle manufacturer does not endorse or
• Fill unused holes in critical areas with fitted filler bolts. recommend welding of heat-treated rails, you cannot override
• Plug weld holes on non-heat treated chassis rails but limit this that requirement.
technique if you need to re-drill close to the original hole.
• Weld holes from both sides of the chassis rail. If only one side Recommended:
of the chassis rail is accessible, proceed as suggested in Figure • Source the vehicle manufacturer’s recommendations before
8. performing modifications on a heat-treated chassis rail.
• Identify heat-treated metals using the Rockwell test or other
hardness test.
• If you cannot avoid having to weld this type of chassis rail,
choose proper welding consumables, preparation and make
allowance for reduction in the allowable tensile yield strength.

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 6 of 39
 Section H – Overview

The typically tensile yield strength of a chassis may vary

significantly depending on the origin of the vehicle.
Typical tensile yield strengths are:
Vehicle origin Typical tensile yield strength
America 750–800 MPa
Europe 450–500 MPa
Japan 300–350 MPa
 When welding these chassis, follow the vehicle manufacturer’s
requirements. Where the manufacturer’s requirements are not
available or where preheat treatment of the chassis before
welding cannot be accomplished, the tensile yield strength of
the chassis is likely to reduce to 250 MPa. Improper choice of
welding filler (i.e., rods) may further reduce the yield strength
of the chassis.

• Do not plug holes in a heat-treated chassis rail to fit chassis Figure 11: Example of a butterfly type cross-member
components unless absolutely necessary. Reduction in strength • For a four-spring type tandem rear suspension, mount
due to loss of heat treatment greatly exceeds any advantage individual cross-members between each pair of spring hangers
that may be gained by plugging the holes. (see Figure 12).
Types of cross-members
There are four types of cross-member that can be fitted to a
vehicle:
1. Rear suspension cross-members
2. Intermediate cross-members
3. End of frame cross-members
4. Special cross-members
1. Rear suspension cross-members

Recommended: Figure 12: Typical four-spring suspension cross-member

• To achieve satisfactory service life for rear suspension cross-
arrangement
members, you need to support the rear suspension correctly. 2. Intermediate cross-members
• Attach each rear suspension hanger bracket to a cross-member Examples of typical intermediate cross-member designs are shown
(see Figure 10) to prevent excessive flexing of the chassis rail at in Figures 13, 14 and 15.
these highly stressed areas.

Figure 13: C-section

Figure 10: Example of rear suspension cross-members

• Design the gussets on suspension cross-members so that the
attachment bolt holes align with those for the spring hanger.
• For a two-spring type tandem rear suspension, install a
butterfly type cross-member, notably for suspension types such Figure 14: Example of typical intermediate cross-member design
as single point and walking beam (see Figure 11).

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 7 of 39
 Section H – Overview

4. Special cross-members
Many other types of cross-members, commonly used in vehicle
chassis construction, are designed for specific applications but are
often a variation of a standard intermediate cross-member.
A typical special cross-member is the cross-member supporting the
tail shaft centre bearing, which may be a standard intermediate
cross-member positioned at the correct location on the chassis,
and has a suitable centre bearing mounting bracket attached. An
additional non-frame stiffening cross-member may be installed
instead. Other applications such as engine or cabin support may
Figure 15: Example of typical intermediate cross-member design require a specific design to achieve desired strength and torsional
stiffness while maintaining satisfactory clearance from other
Recommended:
components.
• Ensure all intermediate cross-members are of similar type to
avoid stress concentration in the region of the cross-member Recommended:
with greater torsional stiffness. • For specialised cross-members, use only original manufacturer
3. End of frame cross-members components because of the complicated nature of their design.
As cross-members in the rear chassis overhang are of similar design Cross-members requirements
to the other intermediate cross-members, end of frame (EOF) The chassis of a heavy vehicle must have a satisfactory vertical load
cross-members also need to be similar. The key difference between carrying capacity while still being torsionally flexible to
an EOF and an intermediate cross-member is that it is frequently accommodate uneven road surfaces.
used to mount a tow coupling or that it may be a low profile design
to suit a tapered chassis rail. Required:
• Ensure all additional cross-members are designed to be
Two typical EOF cross-members intended for use to attach a tow
compatible with the vehicle chassis, most effectively by utilising
coupling tow members are shown in Figures 16 and 17. For details
original manufacturer components.
on tow couplings see VSB6 Section P — Tow couplings.
• Install these in accordance with the manufacturer’s
specifications and recommendations.
 Caution
It is not always possible to install the original manufacturer’s
cross-member without disassembling the cross-member or
vehicle.

• Ensure that all cross-members are not of less strength in

vertical load capacity and transverse strength compared to that
of an original manufacturer for the same application.
• Do not weld within 40 mm of the edge of a cross-member
gusset.
• Ensure all new holes in the cross-member gussets are in line
with the ‘Drilling holes in chassis’ requirements in this section
of VSB6.
Figure 16: Recessed end of frame cross-member • Ensure all nuts are self-locking.

Recommended:
• If original cross-members are not available, fit alternatives
provided that all the replacement cross-members are either
channel or hat section construction.
• Avoid using cross-members constructed from large section
rectangular hollow section (RHS) or pipe cross-members (see
Figure 18) due to their inherent torsional rigidity. Unless
supported by the vehicle manufacturer’s recommendations,
these cross-members are not preferred as they may lead to
cracking in the chassis or the cross-member.

Figure 17: Cross-braced end of frame cross-member

Required:
• If the end of frame cross-member is to be used for mounting a
tow coupling, then design, manufacture and mark the cross-
member in line with the requirements of ADR 62/... Cross-
members used to mount tow couplings with high D-values
require substantial reinforcement and bracing.

Figure 18: Example of large section pipe and RHS cross-members

Vehicle Standards Bulletin 6 — Version 3.2
Section H — Chassis 8 of 39
 Section H – Overview

• Fit cross-members provided that: Examples:

− the torsional stiffness of an additional or replacement cross- The centre of any new hole (green) cannot be located in the grey
member is similar to that specified by the vehicle region unless the existing hole at the centre is filled (see Figures 19
manufacturer to 23).
− the thickness of material used in cross-member construction • In figure 19, the diameter of the new hole and the diameter of
is no greater than the web thickness of the chassis rail to the existing holes are less than 17mm. Ensure that the centre of
which it is mounted the new hole is at least 50mm away from the centre of any
− the minimum attachment requirement for a cross-member is existing holes
equivalent to other original equipment cross-members
− flat washers or load distribution plates are utilised under all
nuts or bolts
− cross-members are attached only to the web of the chassis
rail
− end of chassis cross-members which may be flange mounted
− the length of the cross-member is the same as the internal
chassis width, i.e., the distance from the outside edge of each
gusset equals the internal distance between the mounting
faces of the chassis rail.
 Manufacturers often fit spacer shims between the cross-
member gussets and the chassis rail to adjust the length of a
cross-member to give the correct chassis width when optional
reinforcements are not fitted.

Drilling holes in chassis

Required:
• Drill or punch holes only. Do not flame cut holes. Figure 19: Hole diameters less than or equal to 16 mm only
• Do not drill holes in the flanges of the chassis rail unless it is
recommended by the vehicle manufacturer. • In Figure 20, the existing holes all have the same diameter D,
• Do not allow the hole diameter to exceed the bolt diameter by which is greater than 17 mm and greater than the diameter of
more than 1.0 mm. the new hole. Ensure that the new hole is at least 3 x D away
• Ensure bolts have sufficient unthreaded under headed length
from the existing holes.
to prevent thread being in contact with the inside of the hole.
• Use a hardened washer between the chassis and the nut so
that the nut has enough thread on the bolt to be fastened
tightly.
• Do not drill holes in chassis flanges unless:
− the practice is recommended by the original equipment
manufacturer; and
− an attachment method of the original equipment
manufacturer is being directly replicated.
• Do not elongate existing holes.

Recommended:
• Use existing bolt holes wherever possible.
• Fill unused bolt holes with filler bolts in areas such as
suspension mounting and where other components are
Figure 20: Smaller hole near hole diameters greater than 17 mm
attached.
• Ensure the shank of the filler bolt is a tight fit within the chassis • In Figure 21, the new hole has diameter D, which is greater
hole and extends throughout the depth of the hole. than 17mm and that of the existing holes. Ensure that the new
• If the original equipment manufacturer permits, plug weld hole is at least 3 x D away from the existing holes.
existing holes in non-heat treated chassis rails to prepare for re-
drilling of new holes in close proximity to pre-existing ones.
• Plug weld holes in line with the ‘Welding of chassis’
requirements in this section of VSB6.
Positioning hole centres
Required:
• If a hole is added, ensure that its centre is at the following
distances from the centre of other holes:
If all holes are less than 17 mm 50 mm
diameter
If one of the holes is 17 mm 3 times D away (mm), where D
diameter or greater is the diameter of larger hole.
• Do not allow holes within 50 mm of a chassis rail join.
Figure 21: Hole diameter greater than 17 mm near smaller holes
Vehicle Standards Bulletin 6 — Version 3.2
Section H — Chassis 9 of 39
 Section H – Overview

• In Figure 22 the top existing hole is the largest (‘D’) and the new Weight imposed on:
hole also has a diameter greater than 17mm (‘d’). Ensure the
front axle = weight/wheelbase x distance rearwards of front axle
new hole is located at least 3 x D away, but also located at least
three times its own diameter (‘d’) away from the smaller rear axle = weight - weight imposed on front axle
existing hole.
Table – Calculation of weight distribution
Item Total weight CoG distance Imposed mass (kg)
from front axle Front axle Rear axle
Cab/chassis 3890 kg 2764 mm 2530 1360
Subframe 180k g 3190 mm 45 135
VMLS 1180 kg 930 mm 922 258
Driver 150 kg -100 mm 154 -4
Body 1100 kg 3855 mm 102 998
Payload 1 4000 kg 3525 mm 682 3318
Payload 2 900 kg 5875 mm -344 1244
Total 11400 (GVM) 4091 7309

Calculation of chassis strength

This example demonstrates a method to calculate stress in a
Figure 22: Holes of varying diameter, which are 17 mm, or greater chassis rail and the reinforcement needed to give it an adequate
factor of safety, based on maximum GVM of the vehicle. The below
• Once a new hole has been added, it becomes an existing hole calculations only cover fixed tray/body applications. Whilst a tipper
and the same hole spacing rules apply (see Figure 23). body follows a similar process, the shear force and bending
moments will be significantly different.
Unless otherwise stated by the vehicle manufacturer, the minimum
factor of safety for chassis rails of vehicles intended primarily for
normal road use, (i.e., not for extended use on unsealed roads or
other special applications) is three, i.e., the maximum stress in the
chassis rail, when under maximum static load conditions, must be
less than one-third of the yield stress of the chassis rail material.
Perform an engineering evaluation to establish the required
increase in the factor of safety to maintain satisfactory levels of
performance for vehicles intended primarily for other than normal
road use, (i.e., extended use on unsealed roads), tippers and special
application vehicles. Typically, the minimum factor of safety for
Figure 23: Drilled holes are considered existing holes chassis rails of off-highway vehicles and tippers is five.
6. Examples — calculations Calculations require the value of these parameters to be known:
Calculation of weight distribution Wheelbase of vehicle, measured from centre of the WB (m)
Calculation of weight distribution for a vehicle requires front axle / axle group to the centre of the rear axle /
determination of the centre of gravity (CoG) for the various axle group
elements involved. These are normally available from the vehicle Rear overhang, measured from centre line of the rear ROH (m)
and equipment manufacturer data sheets. Using an outline axle or axle group to the rear end of frame
diagram, to approximate scale, will simplify the process and
provide a useful aid to check body length and other critical Distance from the forward end of the load (i.e., back of CA (m)
dimensions. the cab) to the rear axle or centre line of rear axle

The example below is for a typical vehicle mounted lifting system Tare mass over front axles TF (kg)
(VMLS) mounted behind cab on a two axle truck which has a wheel
Tare mass over rear axles TR (kg)
base of 4250 mm.
Maximum manufacturer’s allowable mass over front MF (kg)
axles
Maximum manufacturer’s allowable mass over rear MR (kg)
axles
Payload allowable mass over front axles PF (kg)
Payload allowable mass over rear axles PR (kg)
Gross vehicle mass GVM (kg)
Allowable yield stress of the chassis rail material YS (MPa)
Section modulus of the material Z (mm3)
The suffix O is used to denote original and F to denote final.

Figure 24: Weight distribution example (units in millimetres)

Vehicle Standards Bulletin 6 — Version 3.2
Section H — Chassis 10 of 39
 Section H – Overview

1. Standard vehicle — calculate bending stress in chassis Tray-body length: 7.91 m

rail
Tray-body mass: 1,500 kg
Original body (Figure 25)
GVM will be increased to: 22,500 kg
Cab-over 4 x 2 body truck or tray back (GVM): 15,000 kg
Tare mass over front axle (TF): 2,950 kg
Maximum allowable mass over front axle 6,000 kg
(MF): Tare mass over rear axle (TR): 3,000 kg
Maximum allowable mass over rear axle (MR): 10,500 kg Vehicle will be loaded to the maximum allowable:
over the front axle: 6,000 kg
Wheelbase (WB): 4.2 m
16,500 kg
over the rear axle group:
Chassis rail material:
Single channel – 250 x 75 x 7.9 mm
Dimensions = Maximum payload = Maximum allowable mass – Tare mass over
over axle over axle axle
Yield strength (YS) = 250 MPa

Section modulus (Z) = 213.03 x 10- 6 m3 Front axle: PF = MF – TF =6,000–2,950 = 3,050 kg

Tare mass over front axle (TF): 2,650 kg Rear axle: PR = MR – TR =16,500 – 3,000 = 13,500 kg

Tare mass over rear axle (TR): 1,870 kg

Total payload mass 𝑃 = 𝑃𝐹 + = 3050 + 13500
𝑃𝑅 = 16550 𝑘𝑔

From Figure 27, maximum Bmax = 5579.4kg.m

bending moment Bmax situated
2.169 m behind the front axle
centreline.

Another large bending moment = 4908.4kg.m

also occurs at the rear
suspension centre spring hanger
bracket.
Figure 25: Calculation example — original configuration
Stress 𝐵𝑒𝑛𝑑𝑖𝑛𝑔 𝑚𝑜𝑚𝑒𝑛𝑡 (𝐵𝑀)
=
Modified body (Figure 26) 𝑆𝑒𝑐𝑡𝑖𝑜𝑛 𝑚𝑜𝑑𝑢𝑙𝑜𝑢𝑠 (𝑍)
For ease of calculation, the mass of the tray body is considered as
part of the payload. Maximum bending moment = 5579.4 kg.m
Bmax = 5579.4 x 9.81 Nm
• Existing rear axle and suspension assemblies are removed. = 54734 Nm
• Chassis is cut at 5.200 m behind centre line of the front axle.
• Section of chassis cut-off is replaced with a 3.810 m section.
• Tandem rear axle and suspension assembly installed with
Assuming equal bending moment for each chassis rail
wheelbase at 6.200 m.
• Ground rating of rear axle and suspension assembly is 16,500 54734
Bending moment per rail = 27367Nm2
kg. 2
• Rear overhang of rear axle and suspension assembly is 2.810 m.
Therefore, maximum stress, 27367𝑁𝑚
=
213.03 × 10−6 𝑚3
Smax
= 128.5 × 106 𝑁/𝑚2
= 128.5 𝑀𝑃𝑎

For chassis rail material with a yield 250

= 83.3 MPa
stress of 250 MPa and using a factor 3
of safety of three, the maximum
allowable stress is:

Therefore, without reinforcement, the maximum allowable

Figure 26: Calculation example — final configuration
stress would be exceeded. To achieve a maximum level of
• A tray is fitted extending from 5.1 m ahead of the centre line of stress less than the maximum allowable stress, increase the
the rear axle group to the end of the chassis. chassis rail section modulus (Z).
• Payload masses are evenly distributed between spring hangers
27367 𝑁𝑚
of respective suspension assemblies. This payload mass is The minimum value of section 𝑍=
83.3 × 106 𝑁/𝑚2
distributed uniformly over the length of the tray. modulus is:
= 328.5 × 10−6 𝑚3
• In this example, remaining components, i.e., engine, brakes,
tyres, etc. will accommodate GVM increase.

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 11 of 39
 Section H – Overview

Figure 27: Shear force and bending moment diagrams

Using pre-calculated section moduli of typical chassis rail Formula employed
reinforcement (see Figure 29), achieve the section modulus by 𝑊𝐵𝐹 𝑍𝑂 × 𝑌𝑆𝑂
𝑍𝐹 = ×
reinforcement via: 𝑊𝐵𝑂 𝑌𝑆𝐹
• internal channel reinforcement, Figure 29 Sub-Figure 4  Where a high tensile chassis is modified, determine the final
(433.44 x 10-6m3), yield strength (YSF) based on the welding technique and
• outer channel reinforcement, Figure 29 Sub-Figure 5 consumables used, calculations or testing. If the YSF cannot
(421.97 x 10-6m3); or be obtained in this manner, a typical YSF of 250 MPa may be
• internal angle reinforcement, Figure 29 Sub-Figure 6 (379.36 used.
x 10-6m3).
By calculation, a full internal = 213.03 × 10−6 + 154.86
channel reinforcement of 234 x × 10−6
66 x 7 mm will give total section = 367.86 × 10 𝑚3−6
modulus of:
Therefore, a full internal channel reinforcement section of these
dimensions will provide the chassis with sufficient resistance to
the bending moment. From the distribution on the bending
moment diagram, it can be seen that the reinforcement should
extend from ahead of the rear front spring hanger bracket
through the end of the frame.
2. Example — chassis rail reinforcement with wheelbase
alteration
This example shows how to find the required channel rail section
modulus and hence, reinforcement, for a vehicle that has had a
wheelbase alteration.
Example assumptions
• There is no change in the vehicle's original GVM.
• The yield strength of the chassis rail material after alteration is
250 MPa.
• The section modulus x frame yield strength, known as the 𝐵 × 𝐷3 𝑏 × 𝑑3
𝑍 =2×[ − ] ÷𝐷
resisting bending moment (RBM), of the modified chassis is 12 12
equal to the RBM of the original chassis.
Figure 28: Formula for calculation of section modulus, Z

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 12 of 39
 Section H – Overview

Calculation After determining the required section modulus, determine the

reinforcement needed by the modified chassis by calculating the
Find the required final section modulus for a vehicle that has had a
section modulus of various reinforcement sections or from the
wheelbase extension from 4.500 m to 5.500 m. The original chassis
table at Figure 28, 30 and 31.
rail section modulus is 154.6 x 10-6m3 for each rail, and the chassis
material yield strength is 750 MPa.
𝑊𝐵𝐹 𝑍𝑂 × 𝑌𝑆𝑂
𝑍𝐹 = ×
𝑊𝐵𝑂 𝑌𝑆𝐹
5.500 151.6 × 10−6 × 750
𝑍𝐹 = ×
4.500 250
𝑍𝐹 = 555.9 × 10−6 𝑚3
Alternative to using this formula, use the attached nomogram.
Using the nomogram, the section modulus needed after a change
in wheelbase may be found by following these steps.
1. Locate the point on line A representing the original wheelbase.
2. Locate the point on line B representing the wheelbase after
modification.
3. Draw a straight line from the point on line A through point on
line B and mark intersection of this line and line C on line C.
4. Locate the point on line D representing the original chassis rail
RBM as calculated from the manufacturer's data.
5. Draw a straight line from point on line C through point on line D
and mark the intersection of this line and line E on line E.
6. Read the section modulus from the scale on line E at the point
described by 5 above. This is the section modulus required for
the modified chassis.

Figure 29: Typical chassis rail reinforcement

Section Material Section modulus (x 10-6m3) (z)

depth thickness

h (mm) t (mm) Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7

200 6.4 128.31 173.05 186.81 260.55 253.02 230.89 191.73

225 6.4 151.58 206.97 223.68 273.66 298.08 273.17 228.11

250 6.4 175.34 243.68 263.83 353.96 345.77 317.25 253.51

300 6.4 228.60 326.92 350.68 460.48 449.50 410.17 317.25

200 7.9 155.35 209.92 228.60 317.91 307.91 274.16 242.69

225 7.9 183.54 252.69 272.84 373.62 363.14 325.61 276.12

250 7.9 213.03 298.41 320.37 433.44 421.97 379.36 314.30

300 7.9 277.76 400.66 427.70 563.72 549.79 492.92 391.98

Note: Flange width, b = 75 mm
Figure 30: Pre-calculated section moduli of typical chassis rail reinforcement

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 13 of 39
 Section H – Overview

Figure 31: Section modulus nomogram

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 14 of 39
 Section H – Overview

Section H Calculation sheet — Chassis modification

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 15 of 39
Modification Code H1 — Wheelbase extension outside OEM options
1. Scope 5. H1 AVE Perform inspection, complete H1 checklist and
determine if compliance has been achieved:
Modifications covered under this code: • If yes, proceed to step 6.
Covered • If no, do not proceed, advise modifier rework is
required to ensure compliance. Return to step 2.
• extension of existing chassis
• re-location of axle or suspension assemblies 6. H1 AVE Issue modification certificate, affix modification
• replacement of original chassis with one of longer length, but
plate, and submit paperwork as required by the
only in accordance with manufacturer’s modification relevant AVE registration scheme.
requirements. AVEs must be satisfied that vehicle modification requirements are
being met. It is advised that before modifications are carried out
Not covered
they are discussed with the certifying AVE.
• fitting of components that are not compatible with original
vehicle components 4. Compliance requirements
• chassis modifications that do not meet the requirements of
VSB6 If modifications result in the removal of the original VIN/chassis
• replacement of original chassis with one of longer length where number, check with the relevant regulator regarding vehicle
the modification is not permitted by the manufacturer’s identification policy before removing any part of the chassis
modification requirements. containing VIN or chassis number stampings.

Required:
2. Related standards • Ensure the brake response timing meets the requirements set
Modified vehicles must comply with all related Australian Design out in VSB6 Section G — Brakes.
Rules, Australian Standards, acts and regulations. Below are some,
but not all of the areas that may be affected by the modifications in 5. Design requirements
this code and require certification testing or evidence to
It is better to shorten a longer wheelbase chassis than to extend a
demonstrate compliance.
shorter one as it reduces the need for joins in the chassis rails.
The certifier must ensure that the modified vehicle continues to
A longer wheelbase vehicle is also likely to have the reinforcements
comply with all related Australian Design Rules. required by the manufacturer and where feasible, the wheelbase
This… Must comply with… should be a standard manufacturer’s option.
Design Manufacturer’s recommendations Required:
and VSB6 Section H — Chassis • Do not allow extended chassis rails to exceed overall length or
Chassis VSB6 Modification Code H4 rear overhang dimensional limits as outlined in the ADR 43/..,
Cross-members Manufacturer’s recommendations the relevant in-service heavy vehicle regulations or exemption
and VSB6 Section H — Chassis as applicable.
Body mounting VSB6 Modification Code J1 • As increasing the wheelbase will increase the turning circle of
the vehicle, ensure that the requirements of ADR 43/.. or the
Tail shaft modification VSB6 Modification Code C1
relevant in-service heavy vehicle regulations as applicable are
Extension of brake lines VSB6 Modification Code G1 met.
Extension of ABS data wiring VSB6 Modification Code G1 • Ensure where steering alterations are required, including
Relocation of axles VSB6 modification codes D1 and changes to steering arms/linkages, to maintain acceptable
F1 turning circle these alterations are performed and certified in
Exhaust VSB6 Modification Code A4 accordance with VSB6 Section E — Front axle steering wheels
and tyres.
Turning circle ADR 43/..
• Ensure tail shaft alterations are performed and certified in
accordance with VSB6 Section C — Tail shafts.
3. Certification procedure • When altering air and hydraulic lines, use piping of the same
The certification procedure for this modification code is as follows: internal bore as that of the manufacturer’s original.
• Do not introduce restrictions in air or hydraulic lines at joins or
1. Modifier Determine if the modification is within fittings.
manufacturer specifications. • Ensure brake system alterations are performed and certified in
• If yes, refer to Modification Code H3. accordance with VSB6 Section G — Brakes.
• If no, the modification will need to be done in • When extending electrical wiring harnesses, keep all electrical
accordance with this modification code. joints waterproof and electrically sound.
2. Modifier Consult with an accredited H1 AVE for guidance on
how to perform the modification.
3. Modifier Perform modification in accordance with AVE
advice and this code.
4. Modifier Organise approval inspection by an accredited H1
AVE.

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 16 of 39
 Modification Code H1

• Calculation of chassis strength

6. Installation requirements If the wheelbase exceeds that available from the manufacturer, the
In addition to the following guidelines, see guidelines provided in chassis may require reinforcement.
VSB6 Section H — Overview. • Apply all chassis reinforcements in line with the manufacturer's
recommendations, or if not available this section of VSB6.
Increasing wheelbase or chassis length • Observe the original cross-member spacing and apply this when
Apply the following when increasing wheelbase or chassis length: adding new cross-members.
Required:
• If possible, achieve an increase in wheelbase by moving the
Joins
complete rear axle assembly along the frame. Required:
• Only cut the chassis and insert extensions when relocation of • For multi-section chassis rails, ensure inner and outer rail joins
the rear axle assembly is not feasible, e.g.: have a minimum spacing of 300 mm (see Figure 36).
− if the rear overhang has a tapered chassis rail section • Ensure the additional section of chassis rail has a continuous
− if the vehicle manufacturer requires the chassis to be cut weld over the entire junction with the original chassis rail, using
rather than the suspension group moved rearwards. welding techniques described in Section H - Overview.
• If the rear axle is relocated, then also relocate the associated • Only allow non-reinforced butt joins in chassis rails if the join is
cross-members and reinforcements to give the correct within 200 mm from the end of the chassis and if the additional
suspension arrangement. section does not support a cross-member or tow coupling.
• If additional chassis rail length is required, achieve this by
extending the rear overhang rather than inserting any Recommended:
extension between the front and rear axle groups. • Ensure all joins in the chassis rail are well clear of highly
• Check the maximum stress levels in an extended chassis to stressed regions of the frame.
ensure that the allowable limits are not exceeded (see • Consult with the vehicle manufacturer on the location of the
Overview, 6. Examples — calculations cut, where this information is not available:
• Calculation of weight distribution − for heat treated rails, use a cut angle of 45 degrees +/- 15
− Calculation of weight distribution for a vehicle requires degrees if possible
determination of the centre of gravity (CoG) for the various − for cold rolled rails, perpendicular cuts may be used.
elements involved. These are normally available from the • Position all joins at least twice the chassis rail depth (H) from a
vehicle and equipment manufacturer data sheets. Using an cross-member or spring hanger bracket and do not allow holes
outline diagram, to approximate scale, will simplify the within 50 mm of a chassis rail join (see Figure 33).
process and provide a useful aid to check body length and
other critical dimensions.
The example below is for a typical vehicle mounted lifting system
(VMLS) mounted behind cab on a two axle truck which has a wheel
base of 4250 mm.

Figure 33: Example of chassis cut restriction for rail joining

• Favour making joins in the chassis rail for heavy duty and highly
stressed applications at 45 degrees +/-15 degrees (see Figure
33).
• Consider other acceptable methods of chassis joint design (see
figures 34, 35 and 36).

Figure 24: Weight distribution example (units in millimetres)

Weight imposed on:
front axle = weight/wheelbase x distance rearwards of front axle
rear axle = weight - weight imposed on front axle
Table – Calculation of weight distribution
Item Total weight CoG distance Imposed mass (kg)
from front axle Front axle Rear axle
Cab/chassis 3890 kg 2764 mm 2530 1360
Subframe 180k g 3190 mm 45 135
VMLS 1180 kg 930 mm 922 258
Driver 150 kg -100 mm 154 -4
Body 1100 kg 3855 mm 102 998
Payload 1 4000 kg 3525 mm 682 3318
Payload 2 900 kg 5875 mm -344 1244 Figure 34: Cross sections of typical reinforcement methods
Total 11400 (GVM) 4091 7309

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 17 of 39
 Modification Code H1

Figure 35: Typical methods of reinforcement, shortening and lengthening

Figure 36: Types and locations of joins

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 18 of 39
 Modification Code H1

H1 Checklist— Wheelbase extension outside OEM options (example)

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 19 of 39
 Modification Code H1

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 20 of 39
Modification Code H2 — Wheelbase reduction outside OEM options
1. Scope 6. H2 AVE Issue modification certificate, affix modification
plate, and submit paperwork as required by the
Modifications covered under this code: relevant AVE registration scheme.
Covered AVEs must be satisfied that vehicle modification requirements are
• reduction of existing chassis length being met. It is advised that before modifications are carried out
• re-location of axle/suspension assemblies they are discussed with the certifying AVE.
• replacement of original chassis with one of shorter length, but
only in accordance with the manufacturer’s modification 4. Compliance requirements
requirements.
Required:
Not covered
• Test the vehicle to show compliance with the following tests of
• fitting of components that are not compatible with original ADR 35/.. as applicable to the vehicle at its date of
vehicle components manufacture:
• chassis modifications that do not meet the requirements of − Service Brake Lightly Laden Effectiveness Test
VSB6 − Lightly Laden Secondary Brake Test
• replacement of original chassis with one of shorter length − Lightly Laden Partial Failure Test
where the modification is not permitted by the manufacturer’s − Service Brake Laden Effectiveness Test
modification requirements.
− Laden Secondary Brake Test
− Laden Partial Failure Test.
2. Related standards
Recommended:
Modified vehicles must comply with all related Australian Design
• Ensure the shortened wheelbase is not less than the shortest
Rules, Australian Standards, acts and regulations. Below are some
optional wheelbase from the manufacturer for that model.
but not all of the areas that may be affected by the modifications in
this code and require certification testing or evidence to
demonstrate compliance.
5. Design requirements
In addition to the following guidelines, see guidelines provided in
The certifier must ensure that the modified vehicle continues to
VSB6 Section H — Overview.
comply with all related Australian Design Rules.
Required:
This… Must comply with…
• When the rear axle is relocated, relocate the associated cross-
Chassis alterations VSB6 Modification Code H4
members and reinforcements to give the correct suspension
Body mounting VSB6 Modification Code J1 arrangement.
Tail shaft VSB6 Modification Code C1 • If necessary, reduce the rear overhang to maintain compliance
Brake line relocation VSB6 Modification Code G1 with ADR 43/.. or the relevant in-service heavy vehicle
Relocation of axles VSB6 modification codes D1 and F1 regulation as applicable.
Exhaust VSB6 Modification Code A4 Recommended:
Brake re-certification VSB6 Modification Code G4 • When reducing the wheelbase, consult the vehicle
manufacturer regarding the most effective method, such as
3. Certification procedure cutting or rolling the drive group forward.
• Take into account the regulation mass limits imposed by the
The certification procedure for this modification code is as follows: relevant in-service heavy vehicle regulation, as shorter axle
1. Modifier Determine if the modification is within spans may result in lower axle mass limits.
manufacturer specifications. • Try to reduce a vehicle’s wheelbase by moving the complete
• If yes, refer to Modification Code H3. rear axle assembly forward along the chassis if the vehicle has a
constant depth chassis rail.
• If no, the modification will need to be done in
accordance with this modification code. • If the driveline of the vehicle is altered in any way as a result of
the chassis being shortened, undertake a review of the
2. Modifier Consult with an accredited H2 AVE for guidance on
driveline using VSB6 Section C — Tail shafts.
how to perform the modification.
3. Modifier Perform modification in accordance with AVE 6. Installation requirements
advice and this code.
• In addition to the above guidelines, see guidelines provided in
4. Modifier Organise approval inspection by an accredited H2
VSB6 Section H — Overview.
AVE.
5. H2 AVE Perform inspection, complete H2 checklist and
determine if compliance has been achieved.
• If yes, proceed to step 6.
• If no, do not proceed, advise modifier rework is
required to ensure compliance. Return to step 2.

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 21 of 39
 Modification Code H2

H2 Checklist — Wheelbase reduction outside OEM options (example)

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 22 of 39
 Modification Code H2

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 23 of 39
Modification Code H3 — Wheelbase alterations within OEM options
1. Scope 3. Certification procedure
Modifications covered under this code:
The certification procedure for this modification code is as follows:
Covered
1. Modifier Determine if the modification is within
• wheelbase extension or reduction within the first
manufacturer specifications.
manufacturer's options
• If yes, the modification will need to be done in
• re-location of axle/suspension assemblies accordance with this modification code and
• replacement of original chassis with a chassis of longer or manufacturer’s specifications.
shorter length, but only in accordance with the manufacturer’s • If no, the modification will need to be done in
modification requirements. accordance with Modification Code H1, or
Not covered Modification Code H2.
• fitting of components that are not compatible with original 2. Modifier Consult with an accredited H3 AVE for guidance on
vehicle components how to perform the modification.
• chassis modifications that do not meet the requirements of 3. Modifier Perform modification in accordance with AVE
VSB6 advice and this code.
• wheelbases outside the range offered as an option by the
4. Modifier Organise approval inspection by an accredited H3
original manufacturer
AVE.
• replacement of original chassis with a chassis of longer or
shorter length where the modification is not permitted by the 5. H3 AVE Perform inspection, complete H3 checklist and
determine if compliance has been achieved.
manufacturer’s modification requirements.
• If yes, proceed to step 6.
2. Related standards • If no, do not proceed, advise modifier rework is
required to ensure compliance. Return to step 2.
Modified vehicles must comply with all related Australian Design 6. H3 AVE Issue modification certificate, affix modification
Rules, Australian Standards, acts and regulations. Below are some plate, and submit paperwork as required by the
but not all of the areas that may be affected by the modifications in relevant AVE registration scheme.
this code and require certification testing or evidence to
demonstrate compliance. AVEs must be satisfied that vehicle modification requirements are
being met. It is advised that before modifications are carried out
The certifier must ensure that the modified vehicle continues to they are discussed with the certifying AVE.
comply with all related Australian Design Rules.

This… Must comply with… 4. Compliance requirements

Chassis extension Manufacturer's recommendations or VSB6 • In addition to the following guidelines, see guidelines provided
Section H — Chassis in VSB6 Section H — Overview.
Cross-members Manufacturer's recommendations or VSB6
Recommended:
Section H — Chassis
• Ensure modified vehicle specifications remain within the
Body mountings VSB6 Modification Code J1
options offered by the vehicle manufacturer.
Tail shaft Manufacturer's specifications or VSB6 • If the proposed chassis modifications render the vehicle
Modification Code C1 identical to a model that is available from the manufacturer,
Brake line relocation Manufacturer's specifications or VSB6 and providing all chassis joins (if applicable) are welded
Modification Code G1 satisfactorily and reinforced, no additional evaluation of the
Relocation of axles VSB6 Modification Code D1 chassis modifications is required.
Exhaust VSB6 Modification Code A4
5. Design requirements
In addition to the above guidelines, refer to the general
information provided in VSB6 Section H — Overview.

6. Installation requirements
In addition to the above guidelines, see guidelines provided in VSB6
Section H — Overview.

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 24 of 39
 Modification Code H3

H3 Checklist — Wheelbase alterations within OEM options (example)

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 25 of 39
 Modification Code H3

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 26 of 39
Modification Code H4 — Chassis alteration

1. Scope 4. Compliance requirements

Modifications covered under this code: In addition to the following guidelines, see guidelines provided in
VSB6 Section H — Overview.
Covered
• chassis alteration required to support other modifications such Recommended:
as repair, reinforcing or changes required to the chassis for the • Ensure the modified vehicle remains within options offered by
modification of suspension etc. the vehicle manufacturer.
• cross-member alteration. • If modifications render the vehicle identical to a model
Not covered available from the manufacturer then, providing all chassis
joins are welded satisfactorily and reinforced, no additional
• change in original wheelbase
evaluation of the chassis modifications is needed.
• fitting of components not compatible with original vehicle
components
• chassis modifications that do not meet the requirements of 5. Design requirements
VSB6. In addition to the following guidelines, refer to the general
information provided in VSB6 Section H — Overview.
2. Related standards Required:
Modified vehicles must comply with all related Australian Design • Ensure all new holes in the chassis are in line with the ‘Drilling
Rules, Australian Standards, acts and regulations. Below are some holes in chassis’ segment in VSB6 Section H — Overview.
but not all of the areas that may be affected by the modifications in
this code and require certification testing or evidence to Chassis repair
demonstrate compliance.
Eliminating causes of chassis failure
The certifier must ensure that the modified vehicle continues to
comply with all related Australian Design Rules. When repairing or replacing the chassis, consider the factors that
may have led to the chassis damage or failure and eliminate the
This… Must comply with… cause. These factors may include:
Chassis member VSB6 Section H — Overview, Calculation
• holes drilled in chassis rail flanges or too close to other holes
alterations of chassis strength
• incorrect welding procedures (e.g., undercutting, no preheat,
Body mounting VSB6 Modification Code J1
slag inclusions, transverse welding of flanges)
Brake line relocation VSB6 Modification Code G1 • abrupt change of section (e.g., a square end on a reinforcement
Relocation of axles VSB6 Modification Code D1 or body sub-frame)
• overloading of chassis (e.g., vehicle loaded beyond its designed
3. Certification procedure capacity)
• insufficient reinforcement
The certification procedure for this modification code is as follows: • incorrect cross-members (e.g., torsionally stiff cross-members)
1. Modifier Determine if the modification is within • suspension too stiff (suspension capacity greater than chassis
manufacturer specifications. capacity)
• If yes, the modification will need to be done in • incorrect body mounting (i.e., rigidly mounted tanker)
accordance with manufacturer specifications. • excessive chassis cut-outs (even a grinding notch on a flange
• If no, the modification will need to be done in can propagate a crack)
accordance with this modification code. • accident damage.
2. Modifier Consult with an accredited H4 AVE for guidance on Repair the chassis with consideration to the cause of the damage or
how to perform the modification. failure. This could involve reinforcing the chassis due to inadequate
3. Modifier Perform modification in accordance with AVE rail strength or merely tapering an existing reinforcement section
advice and this code. or replacing a cross-member.
4. Modifier Organise approval inspection by an accredited H4
 Vehicle manufacturers publish repair guidelines that detail
AVE.
approved repair methods as well as practices that are
5. H4 AVE Perform inspection, complete H4 checklist and prohibited. These repair guidelines should be considered
determine if compliance has been achieved. before undertaking any repairs to a vehicle’s chassis.
• If yes, proceed to step 6.
• If no, do not proceed, advise modifier rework is As a cracked or broken chassis rail typically is a result of the chassis
required to ensure compliance. Return to step 2. being overstressed, this indicates that additional reinforcement will
6. H4 AVE Issue modification certificate, affix modification be required in the region of the failure.
plate, and submit paperwork as required by the
relevant AVE registration scheme.

AVEs must be satisfied that vehicle modification requirements are

being met. It is advised that before modifications are carried out
they are discussed with the certifying AVE.

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 27 of 39
 Modification Code H4

Common areas where chassis cracking occurs: Recommended:

Behind the rearmost front spring hanger bracket • If gusset failures occur in the rear suspension or end of frame,
This area of the chassis rail has numerous stress raisers such as: consider fitting a rear suspension liner (reinforcement) to
reduce cross-member loads, or fit thicker cross-member end
• holes for:
plates.
− mounting engine support brackets
Procedures to be avoided
− cab mounts
− spring hangers Required:
− fuel tank brackets Unless otherwise stated by the manufacturer:
− battery box etc.
• replace cracked heat-treated (high tensile) chassis rails rather
• the change in section due to the start of the body sub-frame
than repair them
• the input of torque reaction from the engine, and
• replace bent heat-treated (high tensile) chassis rails rather than
• the loads from the spring hanger.
straighten them.
Required:
• When repairing a crack in this area after the cause is Chassis rail straightening
eliminated, drill the end of the crack to prevent it from Recommended:
travelling further and then re-weld the crack in accordance with
• Before straightening a bent chassis rail, remove all chassis
Section H - Overview.
components in the area of damage and examine for cracks and
• Do not terminate chassis rail reinforcement within this area. damage.
• Fit an additional reinforcement that extends forward of the • Replace components when damage is evident.
rearmost front spring hanger bracket by a distance equal to
• Ensure a straightened chassis rail is straight and square over its
twice the chassis rail height (2H).
entire length and does not show evidence of buckling,
• Accommodate the engine and cab mounting brackets and indentation, cracking or elongation of holes.
extend rearward past the start of the body sub-frame by at
• Do not use cross-members and other chassis components to
least 3H. Install the reinforcement in accordance with Section H
help straighten the chassis rail. Only minimal bowing may be
- Overview.
present prior to assembly.
Cross-member gussets
Increase in GVM and GCM
Cross-member gussets are a common place for cracking to occur.
Heavy vehicle chassis are typically designed for large amounts of Required:
flex, twisting and movement (unlike light vehicles). This movement • For a vehicle to qualify for an increase in GVM or gross
induces numerous stress raisers such as: combination mass (GCM), ensure the vehicle is capable of
• along welds performing and operating safely at the proposed increased
• at changes of section rating.
• along corners • Before undertaking modifications that result in increasing the
• around bolt holes. vehicle rating, ensure the chassis is assessed as a critical
component.
Recommended: • When additional axles or replacement axles with a greater load
• Do not repair gussets, instead replace gussets with new gussets carrying capacity than the original are fitted, analyse the
of the same style. vehicle frame to ensure that it is of sufficient strength to
• Increase the thickness of a gusset provided that it does not accommodate the proposed increase in GVM/GCM (and in line
exceed the web thickness of the chassis rail or manufacturing with VSB6 Section H — Overview, Calculation of chassis
specifications. strength).
• A way to overcome gusset cracking is to use a load distribution • Ensure all new holes in the chassis are in line with the ‘Drilling
plate under the gusset bolts (see Figure 37). holes in chassis’ segment in VSB6 Section H — Overview.
• One way to assess chassis requirements for each rating is to
associate the bending strength of the chassis with the load
carrying capacity (i.e., GVM) and the torsional strength of the
chassis (capable of accommodating engine torque to pull a
load, not carry it) with the GCM rating.
• For vehicles intended primarily for normal road use, (i.e., not
for extended use on unsealed roads or other special
applications), the maximum stress at maximum static load for a
modified chassis should give a factor of safety of three on the
yield strength of the chassis rail material.
• For vehicles intended for use in applications other than normal
Figure 37: Typical example of load distribution plate road use, i.e., extended use on unsealed roads and special
Gusset failure in rear suspension area application vehicles, arrange for an engineering evaluation to
be performed on levels of performance before the modification
The rear suspension of a vehicle is typically one of the most highly
is made.
stressed areas, as such it is a common place for cracking or other
• GVM is often limited by chassis capacity and dependent on
failures to occur.
chassis rail size.

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 28 of 39
 Modification Code H4

Recommended:
• Do not let the maximum stress in a vehicle’s chassis exceed the
stress calculated from the worst case (highest stressed) vehicle
produced by the manufacturer with that same chassis rail (i.e.,
the model with the highest GVM rating and longest wheelbase
utilising the same chassis rail).

Suspension changes
Required:
• Consult VSB6 Section F — Suspension when fitting an
alternative suspension to the chassis.
• Ensure the design of the cross-members is suitable for the
proposed suspension (see VSB6 Section H — Overview,
Calculation of chassis strength).
• If the suspension rating is less than the original, ensure the Figure 24: Weight distribution example (units in millimetres)
vehicle is re-rated in accordance with VSB6 Section S — Vehicle
Weight imposed on:
rating.
• Fit all suspension brackets with a full complement of the • front axle = weight/wheelbase x distance rearwards of front
correct grade and size of bolts. axle
• rear axle = weight - weight imposed on front axle
Recommended:
• Attach axle bump stops to the web of the chassis rail. Table – Calculation of weight distribution
• Unless original manufacturer practice is otherwise, do not use
Item Total weight CoG distance Imposed mass (kg)
flange attachment.
from front axle Front axle Rear axle
• Use a rear suspension liner to distribute loads from the spring
hangers evenly into the chassis. Cab/chassis 3890 kg 2764 mm 2530 1360
• Ensure that the suspension manufacturer’s controls for the Subframe 180k g 3190 mm 45 135
suspension, braking and ride height control systems work with VMLS 1180 kg 930 mm 922 258
the vehicle manufacturer’s systems. Driver 150 kg -100 mm 154 -4
Body 1100 kg 3855 mm 102 998
Additional axles Payload 1 4000 kg 3525 mm 682 3318
• Fitting an additional axle facilitates an increase in the vehicle’s Payload 2 900 kg 5875 mm -344 1244
GVM. The chassis rail therefore has to be sufficiently strong to Total 11400 (GVM) 4091 7309
accommodate additional axle and proposed increase in GVM
(see above ‘increase in GVM and GCM’). • Calculation of chassis strength segment in VSB6 Section H —
Overview.
• For an example of chassis analysis to fit an additional rear axle,
see ‘6. Examples — calculations Suspension
• Calculation of weight distribution
Required:
− Calculation of weight distribution for a vehicle requires
determination of the centre of gravity (CoG) for the various • Fitting an additional axle requires fitting of an alternative
elements involved. These are normally available from the suspension (see above ‘suspension changes’).
vehicle and equipment manufacturer data sheets. Using an
outline diagram, to approximate scale, will simplify the
process and provide a useful aid to check body length and
other critical dimensions.
The example below is for a typical vehicle mounted lifting system
(VMLS) mounted behind cab on a two axle truck which has a wheel
base of 4250 mm.

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 29 of 39
 Modification Code H4

H4 Checklist — Chassis alteration (example)

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 30 of 39
 Modification Code H4

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 31 of 39
Modification Code H5 — Trailer chassis modifications
1. Scope 3. Certification procedure
Modifications covered under this code: The certification procedure for this modification code is as follows:

Covered 1. Modifier Determine if the modification is within

manufacturer specifications.
• chassis modifications where the registration category or
• If yes, the modification will need to be done in
configuration of the trailer to be modified is not changed
accordance with manufacturer specifications.
• trailer chassis extension or reduction, including dimension
• If no, the modification will need to be done in
between point of articulation and:
accordance with this modification code.
− rear overhang line
− rear end 2. Modifier Consult with an accredited H5 AVE for guidance on
• chassis alterations for the fitting of suspension substitutions
how to perform the modification.
(including relocation of suspension systems) 3. Modifier Perform modification in accordance with AVE
• installation or removal of cross-members advice and this code.
• attachment of components to the chassis such as container 4. Modifier Organise approval inspection by an accredited H5
twist locks. AVE.
• Chassis repairs 5. H5 AVE Perform inspection, complete H5 checklist and
Not covered determine if compliance has been achieved:
• trailer chassis modifications to change the trailer’s basic type, • If yes, proceed to step 6.
e.g., semitrailer to dog trailer, pig trailer to dog trailer, • If no, do not proceed, advise modifier rework is
semitrailer to dolly, etc. When a trailer type is altered, the required to ensure compliance. Return to step 2.
trailer is regarded as being remanufactured rather than 6. H5 AVE Issue modification certificate, affix modification
modified and as such, a new entry onto the RAV and new VIN plate, and submit paperwork as required by the
issued to correctly identify the trailer and the manufacturer relevant AVE registration scheme.
• modifications that change the registration category of the AVEs must be satisfied that vehicle modification requirements are
trailer being met. It is advised that before modifications are carried out
• changes in the GTM or ATM of trailers (see VSB6 modification they are discussed with the certifying AVE.
codes S7 and S12).
• fitting of alternative suspension systems (see VSB6 4. Compliance requirements
Modification Code F2) In addition to the following guidelines, refer to the general
• fitting of kingpins or other tow couplings (see VSB6 Section P) information provided in VSB6 Section H — Overview.
• mounting of bodies on trailers (see VSB6 Modification Code J1).
Where the modification results in a trailer that is identical to
specifications offered by a manufacturer (including suspension, axle
2. Related standards configuration, chassis design, braking system and kingpin to centre
Modified vehicles must comply with all related Australian Design line of suspension dimension) certify each modification to
Rules, Australian Standards, acts and regulations. Below are some appropriate modification codes. No additional design and
but not all of the areas that may be affected by the modifications in engineering evaluation of the modifications is needed.
this code and require certification testing or evidence to Required:
demonstrate compliance.
• Ensure the trailer complies with the relevant in-service heavy
The certifier must ensure that the modified vehicle continues to vehicle regulations for dimensions and vehicle standards
comply with all related Australian Design Rules. regulations.
• Ensure the trailer chassis adequately supports and secures the
This… Must comply with… load and has a satisfactory factor of safety under all designed
Mass re-rating VSB6 Section S — Vehicle operating conditions.
rating • Ensure it transmits prime mover tractive force and sustains
Fitting of alternative suspension VSB6 Modification Code F2 braking and suspension forces, while accommodating shock
Trailer brake system upgrade VSB6 Modification Code G8 loads and twisting from uneven road surfaces. The chassis must
approved design certification for not be so flexible as to upset trailer and load-carrying stability.
non-standard trailers • Factors that influence the designed slope and camber of the
Trailer brake system upgrading VSB6 Modification Code G3 trailer include the turntable and suspension height, the location
of the load support and securing features, and the proposed
— standard
method of loading. Compared to flat-top general goods type
Kingpin or tow coupling VSB6 Section P — Tow semitrailers, container-type semitrailers generally need less
installation couplings slope for side loading and unloading by forklift, and less camber
Body mounting VSB6 Section J — Body to ensure containers are supported at twist-lock locations.
• The modifier must consider the intended application of the
trailer, in terms of the type of load and the road surface.
Identify loads by categories such as uniformly distributed (e.g.,
in a cattle trailer), point load (e.g., in a container trailer), or a
combination of these (e.g., in a general goods-carrying flat
deck).

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 32 of 39
 Modification Code H5

• Consider that road surfaces may range from exclusively smooth • Ensure the trailer continues to comply with the dimensional
paved roads, through to exclusively rough ungraded un-sealed requirements of the relevant in-service heavy vehicle
roads, or any combination of these. regulations.

Recommended: Reduction or chassis shortening

Trailer makes or types vary according to manufacturer design
Recommended:
philosophies and production methods, so standard options are few.
• If possible, achieve reduction in point of articulation to
• To ensure safety and performance, do not perform trailer suspension centre dimension by moving the entire
modifications without consulting the manufacturer or a suspension/axle assembly or point of articulation
professional engineer (registered with a professional kingpin/attachment assembly to the appropriate position.
registration body) experienced in heavy trailer design and • When the suspension/axle assembly or point of
modification. articulation/kingpin/attachment assembly is relocated, relocate
• Where possible, keep the modified trailer within the options all associated cross-members and chassis reinforcements.
offered by the vehicle manufacturer. This simplifies design and • If needed, reduce the trailer rear overhang or front swing
sourcing of components and evaluation of the modification. Try clearance to maintain compliance with the relevant in-service
to align the modification with the trailer’s application and heavy vehicle regulations.
operating conditions and to demonstrate the design integrity • Do not allow the point of articulation to suspension centre
using calculation methods. dimension to be less than the shortest optional point of
• Take care when modifying monocoque type trailers, which are articulation to suspension centre dimension offered by the
used in some cattle or road tank vehicle trailer designs. These original manufacturer.
trailers can use body sidewall structure (that is, the trusses or • If it is less, then conduct additional testing of the braking
the tank) to strength and increase the rigidity of the chassis, or system to show compliance with the requirements of VSB6
to replace the chassis completely. Changes to this structure modification codes G3 or G8 and consider that it may also
could radically alter the trailer’s strength and torsional result in a reduction in axle ratings due to restrictions from
characteristics and must be substantiated by engineering applying the bridge loading formula.
examination.
• Take care when modifying a road tank vehicle and ensure that Chassis components
the vehicle continues to comply with all applicable
requirements, including those of AS2809 Road Tank Vehicles for Chassis sections and components
Dangerous Goods and the Australian Dangerous Goods Code.
Required:
• Use the vehicle manufacturer’s chassis material and
5. Design requirements components if available. Where this is not available, ensure all
In addition to the following guidelines, see guidelines provided in material used to modify chassis rails are of the same
VSB6 Section H — Overview. dimensions and material specification as the original chassis.
• Ensure all chassis components are straight prior to assembly
It is better to shorten a longer wheelbase chassis than to extend a (with the exception of any camber designed into the main
shorter one as it reduces the need for joins in the chassis rails. rails).
• Where the chassis, cross-members or other components are
Point of articulation to suspension centre dimension
bowed, do not straighten them by the assembly or adjustment
Increase or chassis lengthening of the chassis or cross-members.
• Ensure all fabricated sections and components of the chassis
Required: have suitable radii on any bends and are free of cracks, notches
• When relocating the suspension/axle or kingpin/attachment and imperfections.
assembly, also relocate associated cross-members and chassis
• Ensure all changes in sections have a smooth transition,
reinforcements.
typically not less than one in five.
• If the extended chassis is outside the original manufacturer’s
• Use piping of the same bore as the original manufacturer when
options, have a professional engineer registered with a
altering air or hydraulic lines and do not introduce additional
professional registration body perform stress calculations to
restrictions at fittings.
ensure allowable limits are not exceeded. The certifying AVE
• Ensure any alteration of the electrical system is waterproof and
must keep these calculations on file the period specified in
electrically sound.
VSB6 Introduction.

Recommended: Cross-members
• Where possible, increase the point of articulation to suspension
Required:
centre dimension by moving the entire suspension/axle
• Ensure cross-member design and spacing is adequate to
assembly or point of articulation kingpin/attachment assembly
support the nature and magnitude of the load.
to the right position or by extending the front or rear overhang.
• Do not allow the maximum intermediate cross-member spacing
• Only cut and join the chassis when there is insufficient chassis
to exceed that specified by the original manufacturer, unless a
length to achieve the above.
professional engineer registered with a professional
• If the modified point of articulation to suspension centre
registration body can calculate that the chassis strength and
dimension exceeds that offered by the manufacturer, provide
torsional rigidity is satisfactory.
the chassis with reinforcement in accordance with this code.
• Ensure cross-members have sufficient strength to
• Check whether the extension of the trailer point of articulation
accommodate the forces imposed by the load under all
to suspension centre dimension requires additional testing of
conditions with an adequate factor of safety. For example,
the braking system to meet the requirements of VSB6
trailers designed to carry heavy wheel-type loads, such as
modification codes G3 or G8.
earth-moving equipment, would have cross-members relatively
closely spaced or larger than a standard trailer.
Vehicle Standards Bulletin 6 — Version 3.2
Section H — Chassis 33 of 39
 Modification Code H5

• Ensure suspension cross-members adequately support the For holes

suspension assembly to accommodate high bending forces in
these regions. To achieve this, fasten the suspension hanger Required:
brackets to the cross-members directly, or through chassis rails. • Ensure all new holes in the chassis are in line with the Drilling
• If the end of a chassis cross-member is used to mount a tow holes in chassis’ segment in VSB6 Section H — Overview.
coupling, design and manufacture it to satisfy the requirements For bolts and fasteners
of ADR 62/..and ADR 63/.. as applicable. Tow members with a
high D-value require substantial reinforcing and bracing. Required:
• Weld or bolt cross-members to the main rails by the webs only. • Ensure all bolts and fasteners are in accordance with the Bolts
• Do not weld or bolt cross-members through the rail flanges. and fasteners’ segment in VSB6 Section H — Overview.
• Weld rolled steel joist (RSJ) cross-members by the web only.
Chassis repair
Recommended:
Eliminating causes of chassis failure
• Install original vehicle manufacturer’s cross-members, in
When repairing or replacing the chassis, consider the factors that
accordance with their recommendations.
may have led to the chassis damage or failure and eliminate the
• Where this is not possible, use alternative cross-member design
cause. These factors may include:
and attachment methods, including by select cross-members
with bending, tensile strength, torsional strength and rigidity • holes drilled in chassis rail flanges or too close to other holes
similar to the design of the original cross-members (e.g., do not • incorrect welding procedures (e.g., undercutting, no preheat,
use closed-section cross-members fabricated from RHS and slag inclusions, transverse welding of flanges)
pipe, which have high torsional rigidity compared with open • abrupt change of section (e.g., a square end on a reinforcement
sections such as RSJ’s and channels, to replace open section or body sub-frame)
members. • overloading of chassis (e.g., vehicle loaded beyond its designed
• Consider reinforcing the cross-member to main rail connection capacity)
using a method such as the one in Figure 39. • insufficient reinforcement
• Allow cross-members carrying container locks to continue full • incorrect cross-members (e.g., torsionally stiff cross-members)
width through the chassis rails, with a doubler plate on the • suspension too stiff (suspension capacity greater than chassis
chassis rail web and suitable stiffener under the cross-member capacity)
(see figures 39 and 40).
• incorrect body mounting (i.e., rigidly mounted tanker)
• excessive chassis cut-outs (even a grinding notch on a flange
can propagate a crack)
• accident damage.
Repair the chassis with consideration to the cause of the damage or
failure. This could involve reinforcing the chassis due to inadequate
rail strength or merely tapering an existing reinforcement section
or replacing a cross-member.

 Vehicle manufacturers publish repair guidelines that detail

approved repair methods as well as practices that are
prohibited. These repair guidelines should be considered
before undertaking any repairs to a vehicle’s chassis.

Chassis cracking
As a cracked or broken chassis rail typically is a result of the chassis
being overstressed, this indicates that additional reinforcement will
be required in the region of the failure.

Figure 39: Typical cross-member attachment Common areas where chassis cracking occurs:
Behind the rearmost front spring hanger bracket
This area of the chassis rail has numerous stress raisers such as:
• the change in section due to the start of the body sub-frame
• the loads from the spring hanger
• holes for:
− body mounts
− spring hangers
− storage boxes/fuel tanks etc.

Required:
• When repairing a crack behind the rearmost front spring
hanger after the cause is eliminated, drill the end of the crack
to prevent it from travelling further and then re-weld the crack
in accordance with Section H - Overview.
Figure 40: Typical container lock cross-member arrangement
• Do not terminate chassis rail reinforcement behind the
rearmost front spring hanger.

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 34 of 39
 Modification Code H5

• Fit an additional reinforcement that extends forward of the • Re-rate the trailer in accordance with VSB6 Section S —Vehicle
rearmost front spring hanger bracket by a distance equal to rating if the suspension ATM/GTM rating is less than the
twice the chassis rail height (2H). original.
Cross-member gussets
Recommended:
Cross-member gussets are a common place for cracking to occur. • Ensure that the design of the chassis rails and cross-members
Heavy vehicle chassis are typically designed for large amounts of allow the load from the suspension spring hangers to be evenly
flex, twisting and movement (unlike light vehicles). This movement distributed into the chassis.
induces numerous stress raisers such as: • Ensure the chassis is given adequate cross-bracing at the
• along welds suspension mounting positions.
• at changes of section • Use material for the cross-bracing as determined by the design
• along corners of the suspension brackets.
• around bolt holes. • Incorporate cross-bracing at least equivalent to the original
vehicle manufacturer’s recommendations into the chassis at
Recommended: the suspension mounting positions.
• Do not repair gussets, instead replace gussets with new gussets • Reinforce the chassis rail web suitably at the connection of the
of the same style. suspension hanger bracket (see figures 42 and 43).
• Increase the thickness of a gusset provided that it does not
exceed the web thickness of the chassis rail or OEM
specifications.
• One way to overcome gusset cracking is to use a load
distribution plate under the gusset bolts (see Figure 41).

Figure 42: Example of typical chassis rail reinforcement at

suspension bracket
Figure 41: Typical example of load distribution plate
Gusset failure in rear suspension area
The rear suspension of a vehicle is typically one of the most highly
stressed areas, as such it is a common place for cracking or other
failures to occur.

Recommended:
• If gusset failures occur in the rear suspension or end of frame,
consider fitting a rear suspension liner (reinforcement) to
reduce cross-member loads, or fit thicker cross-member end
plates.
Procedures to be avoided Figure 43: Example of typical chassis cross-bracing at suspension
brackets
Required:
• If a non-optional suspension is fitted to the trailer, follow the
Unless otherwise stated by the manufacturer:
suspension manufacturer’s installation instructions and
• replace cracked heat-treated (high tensile) chassis rails rather undertake a full analysis of the chassis/suspension package.
than repair them Fitting or removing axles
• replace bent heat-treated (high tensile) chassis rails rather than
straighten them. Any change in the number of axles will likely result in a change in
the ATM/GTM rating of the trailer and a different suspension to be
Modifications impacted by or impacting on chassis design fitted (see above ‘suspension modifications’ and refer to VSB6
Modification Code F2).
Suspension modifications
Change in trailer mass rating
These requirements only apply to relocation of existing suspensions A common modification is to install an additional axle to allow an
or fitting of an alternative suspension and must be read in increase in the ATM/GTM rating of the trailer, such as to upgrade a
conjunction with VSB6 Section F — Suspension. tandem axle to a tri-axle semitrailer.
Required: When seeking an increase in ATM/GTM rating, you need to show
• Ensure the design of cross-members is suitable for the type of that the trailer chassis is strong enough to accommodate the
suspension to be fitted and the new suspension is the correct increase, either by utilising an existing option offered by the
width to fit the chassis. original manufacturer or by engaging a professional engineer
• If there is a change to a non-standard suspension configuration, registered with a professional registration body to perform chassis
re-calculate and re-certify the braking system in accordance strength calculations.
with VSB6 Section G to ADR 38/...
Vehicle Standards Bulletin 6 — Version 3.2
Section H — Chassis 35 of 39
 Modification Code H5

Required: Required:
• Where the ATM/GTM of the trailer requires changing, ensure • Consider, in particular, these two situations:
this is certified by an appropriately accredited AVE in The load distribution on This may occur by reducing the point of
accordance with VSB6 modification codes S7 and S12 as the chassis is improved articulation to suspension centre
applicable. and bending stress is dimension. The load distribution may
• If the bending stresses exceed those found in the original reduced over the reduce bending stress on the chassis.
designed chassis, consider that the chassis will likely need unmodified chassis • The modification is adequate
reinforcement. without conducting stress
• Ensure all chassis reinforcements are undertaken in accordance calculations, provided that no joint
with this modification code. in the chassis rails is located in an
• Demonstrate that the modified trailer’s braking system is area of high stress, and that
adequate for the increased mass rating (see VSB6 Section G — satisfactory methods are used to join
Brakes). and reinforce joints.
The load distribution on This may occur by increasing the point of
Recommended:
the chassis is degraded articulation to suspension centre
• If the modified chassis is outside the manufacturer’s options,
dimension or adding another axle
arrange for a professional engineer registered with a
behind the rear most axle. The load
professional registration body to perform stress calculations to
distribution may increase bending stress
demonstrate that allowable limits are not exceeded.
on the chassis to values beyond those
• For trailers intended primarily for normal road use, (i.e., not for
considered adequate for the unmodified
extended use on unsealed roads or other special applications), chassis, considering the recommended
ensure the maximum stress at maximum static load for the
factor of safety.
modified chassis offers a factor of safety of three and greater
• If the load distribution results in a
on the yield strength of the rail material.
greater bending moment than the
• For trailers intended for use in applications other than normal
standard options offered by the
road use, (i.e., extended use on unsealed roads or other special original manufacturer, organise for a
applications), arrange for an engineering evaluation to be
professional engineer registered
performed to determine a suitably increased factor of safety, with a professional registration body
which should be not less than five. to calculate whether the strength of
the modified chassis is adequate.
Fitting fifth wheels, kingpins or other tow couplings
• Because increasing the point of
Required: articulation to the axle group centre
• Ensure that the fitting of any fifth wheel, kingpin or other tow line by even a small amount, for
coupling satisfies the requirements of VSB6 Section P — Tow example, by 300 mm, may affect the
couplings, ADR 62/.., ADR 63/.. and ADR 64/.. as applicable. bending stress in the chassis, ensure
• Ensure the modified chassis is strong enough to accommodate
you re-calculate stress before
forces delivered via the fifth wheel, kingpin or other fitted tow making the modification.
couplings. • Do not place any join in the chassis at a point of high stress, for
example, at the neck or in the vicinity of suspension hanger
6. Installation requirements brackets. Avoid the area and immediate vicinity where a cross-
member meets the chassis rails. Position joins in the deeper
In addition to the following guidelines, see guidelines provided in section of the chassis rails.
VSB6 Section H — Overview. • Configure the join in the chassis rail in accordance with the
original manufacturer’s recommendations or, if unavailable,
Cutting of chassis rails
stagger the joins in the top flange, web and lower flanges (see
When a chassis modification involves cutting a frame, regardless of Figure 44).
the reason (e.g., to drop, taper, lengthen or shorten the rails),
consider restoring its structural integrity.

Figure 44: Example of typical join in main rail

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 36 of 39
 Modification Code H5

• If possible, make joins in the lower flange at 45 degrees and

reinforce straight joins in the lower flange (see below ‘chassis
rail reinforcement’).
Welding of chassis
Required:
• Ensure all welding is done in accordance with the ‘Welding of
chassis’ segment in VSB6 Section H — Overview.

Chassis reinforcement
If a chassis modification requires the chassis to be reinforced, refer
to the Chassis reinforcing’ segment in VSB6 Section H — Overview.
Additional specific recommendations for trailer chassis
reinforcement are listed here.

Recommended:
• Attach reinforcing sections (typically web stiffening plate weld
and flange strapping plates) to the chassis securely by welding
(see Figure 45). Figure 45: Example of trailer chassis reinforcement
Vehicles with stability control systems
Required:
• When modifications affecting dimensions or load ratings are
carried out under this code on vehicles fitted with a form of
vehicle stability control, the manufacturer must certify
calibration of the control unit.

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 37 of 39
 Modification Code H5

H5 Checklist — Trailer chassis modifications (example)

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 38 of 39
 Modification Code H5

Vehicle Standards Bulletin 6 — Version 3.2

Section H — Chassis 39 of 39