Trakker E4

TRAKKER Euro 4/5 POWER TAKE-OFFS 4-1
Index
SECTION 4
Power take offs
Page
4.1 General Specifications 4-3
4.2 Power Take-off from Gearbox 4-5
4.3 Power Take-off from Transfer Box 4-8
4.4 Power Take-off from Drive line 4-9
4.5 Power Take-off from Engine 4-10
4.5.1 Torque power take off from the front of the engine 4-10
4.5.2 Power take off from the rear of the engine 4-11
4.6 PTO management 4-17
4.6.1 General Specifications 4-18
4.6.2 PTO 0 mode (run mode) 4-18
4.6.3 Configurable PTO 1, 2, 3 modes 4-19
4.6.3.1 Changing the torque curve, maximum rpm and the overrun regulator curve gradient 4-21
4.6.4 Intermediate rpm regulator 4-23
4.6.5 Standard configurations 4-24
4.6.6 Specific indications: correlation between the VCM configuration and the installed power take offs 4-25
4.6.7 Engaging the power take off 4-25
4.6.8 With Allison Gearbox 4-25
4.6.9 Use of the power take-off with vehicle in motion 4-25
4.7 EM (Expansion Module) 4-28
4.7.1 Connections 4-29
4.7.2 PTO activation/deactivation conditions: 4-30
4.7.3 No PTO installed or provisions for PTO: 4-30
4.7.4 PTO Multipower 4-30
4.7.5 PTO manual gearbox with electric engagement 4-31
4.7.6 PTO FOCSA 4-32
Index
Print 603.93.731 Base - July 2007
4-2 POWER TAKE-OFFS TRAKKER Euro 4/5
Page
4.7.7 Engine PTO 4-32
4.7.8 PTO Eurotronic 2 transmission 4-33
4.7.9 PTO TRANSFER BOX 4-33
Index
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4444.4
General Specifications
4.1 General Specifications
Different types of power takeoffs can be used dependine on the type of use and the performances required, the the PTO can
be fitted to:
- The gearbox.
- Driveline.
- The front of the engine.
- The rear of the engine.
The characteristics and performances are given in the paragraphs which follow and in the relevant documentation which will be
supplied upon request.
For the definition of the power necessary for the apparatus to be controlled, particularly when the values requested are high, the
absorbed power should also be considered during the drive transmission phase (5 to 10% for the mechanical transmissions, belts
and gears, and greater values for the hydraulic controls).
The choice of transmission ratio for the power take-off should be made so that the absorption of power occurs in a flexible engine
operating range. Low r.p.m. (below 1,000 r .p.m.) must be avoided to prevent irregular running .
The power taken in relation to the number of revolutions of the power take-off at the required torque.
M n M n
P(CV) = P(kW) =
7023 9550
P = Useable power
M = Torque permitted for the power take-off (Nm)
n = power take-off r.p.m.
Type of use
Both occasional and continuous use should be considered.

For occasional use periods of under 30 minutes are considered.
The values for continuous use are those used for long periods. Whenever this is comparable to that of a stationary engine, the suitabil-
ity of reducing the scheduled values on the basis of the conditions of use (engine cooling, gearbox etc.) should be evaluated.
The scheduled take-off values are also applicable for uses which do not involve large variations of torque either in frequency or
magnitude.
To avoid overloading, in some cases (e.g. hydraulic pumps, compressors) it may be necessary to include the application of devices
like clutches or safety valves.
PTO transmissions
The kinematic forces of the transmission from the power take-off to the relevant apparatus should be carefully considered (angles,
r.p.m., moment) during the design phase and the dynamic behaviour during operation in compliance with the transmission Manufac-
turers instructions should be respected. The dimensions should take into consideration the forces which might occur under maxi-
mum power and torque conditions.
To obtain a uniformity of kinetic forces angles of equal value, maximum of 7, should be obtained at the extremities (Figure 4.1)
. Solution Z is preferred to solution W due to the lower loads on the bearings of the power take-off and the equipment being driven.
When it is necessary to obtain different spatial inclinations (), the variations in r.p.m. should be compensated for with the arrange-
ment of the forks shown in Figure 4.2.
For transmissions employing multiple sections, the instructions given at point 2.8.2 should be followed.
Print 603.93.731 Base - July 2007
Figure 4.1
Solution Z
Solution W
91522
Figure 4.2
91523
Transmission PTO data

The following table specifies the types of P.T.O. envisaged by ZF and by Hydrocar.
The transmission P.T.O. and the Body Computer (BC) will need to be reprogrammed when a PTO is applied after-market. Interven-
tions on the electrical and pneumatic system are required. Read paragraph 4.6 PTO management carefully before applying a PTO.
Re-programming of the electronic control units must be carried out in accordance with the instructions in the IVECO technical
manual using exclusively the diagnostic instrument (available from IVECO dealers and authorised IVECO service centres), furnishing
the information concerning the specific P.T.O. utilized.
Electrical system
The MUX system enables innovative management of the P.T.O.s with benefits in terms of safety and reliability, by means of the
connection of the P.T.O. control switches to connector ST14.
Said connection is already present when the customer orders the optional P.T.O. If the P.T.O. is fitted after the vehicle is purchased
follow the prescriptions given in heading 4.6
Pneumatic system
For air intake, see instructions at para 2.15.4.
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Power Take---off from Gearbox
4.2 Power Take-off from Gearbox
Depending on the type of gearbox power can be taken from the layshaft through the flange or spline located on the rear, side
or lower part of the gearbox.
The technical characteristics necessary are given in the documentation supplied upon request for the various gearboxes.
The types of power take-off and the torque values obtained with the ratio between the number of output revolutions and engine
r.p.m. are shown in Table 4.1.
The values refer to the conditions indicated in the table.
Higher values for occasional use must be agreed upon as each occasion arises depending on the type of use.
Check the vehicle to ascertain whether it is possible to fit a power take-off suitable to its size.
The power take-off applied to the gearbox must only be used when the vehicle is stationary and must be engaged and disengaged
when the clutch is disengaged to avoid excessive stress on the synchronisers during gear change. For special situations when the
power take-off is used and the vehicle is moving the gear must not be changed.
For gearboxes equipped with a torque converter, the same power take- offs used for normal gearboxes are, as a rule, used. It should
be carefully noted that, when the engine r.p.m. is below 60% of the max. value the converter will be in the phase of hydraulic r.p.m.;
in this phase, depending on the absorbed power, the r.p.m. of the power take-off is subject to oscillation despite the fact that the
engine r.p.m. is constant.
Direct Application of Pumps

When the application of pumps of other equipment (e.g. for tippers or cranes) is carried out directly from the power take-off,
without the use of intermediate shafts and after checking that the size of the pump permits margins of safety with chassis and engine
unit (cross member, transmission shaft etc.), the static and dynamic torques exerted by the mass of the pump and by the power
take-off should be checked for compatibility with the resistance of the walls of the gearbox. By way of an example, the moment
due to the additional masses must not have values of over 3% approx. of the maximum engine torque.
In cases where the gearbox is applied in a single unit with the engine, the value of the additional masses must be verified with regard
to the inertial effects in order to avoid the induction of resonance conditions in the engine unit within the field of operational engine
r.p.m.
When fitting power take-offs the torque values shown in Table 4.1 must not be exceeded.
! Transmission oil temperature must not exceed 120C during prolonged use. Coolant temperature
must not exceed 100C. Not all types of power take-off available on the market are suitable for continu-
ous use. When in use the specifications (working periods, pauses etc.) specific to the power take-off
in question should be respected.
Power Take-off from Gearbox

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Table 4.1 - PTO types provided by ZF and Hydrocar
Maximum
Assembly Ratio take-off
Trasmission N. opt. Type P.T.O.
side Total P.T.O.
torque (Nm)
5202 ZF -NH/1b center 0.97 800
5205 ZF -NH/1c center 0.97 800
5209 ZF -NH/4b lower 1.24 430 (1)
9S1310 TO 5210 ZF -NH/4c lower 1.24 430 (1)
5258 ZF -N109/10b high 1.45 530
5255 ZF -N109/10c high 1.19 630
5259 ZF -N109/10c high 1.45 530
normal Overmultiplied
5202 ZF -NH/1b center 0.91 0,77 1000
5205 ZF -NH/1c center 0.91 0,77 1000
5209 ZF -NH/4b right 1.17 0,98 430 (1)
16 S 1620 TD 5210 ZF -NH/4c right 1.17 0,98 430(1)
16 S 1920 TD
5258 ZF -N221 10/B above 1.35 1,14 730
16 S 2220 TD
16 S 2320 TD 5260 ZF -N221 10/B above 1.75 1,47 560
5264 ZF -N221 10/B above 2.00 1,68 470
5255 ZF -N221 10/C above 1.13 0,95 870
5259 ZF -N221 10/C above 1.35 1,14 730
5255 ZF -N221/10C-PL above 1.13 0,95 870
normal Overmultiplied
5202 ZF -NH/1b center 1.09 0,91 1000
5205 ZF -NH/1c center 1.09 0,91 1000
5209 ZF -NH/4b right 1.40 1,17 430 (1)
5210 ZF -NH/4c right 1.40 1,17 430 (1)
16 S 2220 TO 5258 ZF -N221 10/B above 1.62 1,35 730
16 S 2520 TO
5260 ZF -N221 10/B above 2.09 1,75 560
5264 ZF -N221 10/B above 2.40 2,00 470
5255 ZF -N221 10/C above 1.35 1,13 870
5259 ZF -N221 10/C above 1.62 1,35 730
5255 ZF -N221/10C-PL above 1.35 1,13 870
5202 ZF -NH/1b center 0,80/0,99 800
5205 ZF -NH/1C center 0,80/0,99 800
12 AS 1420 TD 5209 ZF -NH/4b lower 1,02/1,27 430
5210 ZF -NH/4c lower 1,02/1,27 430
5260 ZF -Nm AS/10 b above 1,53/1,89 430 (1)

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Table 4.1 - (continued) PTO types provided by ZF and Hydrocar
Maximum
Ratio take-off
Trasmission N. opt. Type P.T.O. Assembly side
Total P.T.O. torque
(Nm)
5202 ZF -NH/1b center 0.82 1000
5209 ZF -NH/4b right 1.05 430 (1)
5210 ZF -NH/4c above /H 1.05 430 (1)
12 AS 1930 TD
12 AS 2330 TD ZF N AS/10b
5260 above /H 1.92 400
flange
ZF -Nm
Nm AS/10b above/L/pump 1.21 670
6420
double output lower/H/flange 1.92 400
5202 ZF -NH/1b center 1.35 1000
5209 ZF -NH/4b right 1.22 430 (1)
5210 ZF -NH/4c above /H 1.22 430 (1)
12 AS 2330 TD
12 AS 2530 TD ZF N AS/10b
5260 above /H 2.15 400
flange
ZF -Nm
Nm AS/10b above/L/pump 1.23 670
6420
double output lower/H/flange 1.73 400
1) Limit 1h

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Power Take---off from Transfer Box
4.3 Power Take-off from Transfer Box
In vehicles with all wheel drive (4x4) the application of power take- offs on the transfer box is possible. The r.p.m. for this use
may be chosen on the basis of the most suitable gear.
Use is permitted only when the vehicle is stationary (transfer box in neutral). The specification regarding the correct use are given
in the Owners Manual supplied with the vehicle.
The available take-off values are given below:
Table 4.2
Power take-off
Max. torque (Nm)
Transfer box type Output type
Output
TC 1800 (1) 1180 Flange ext. dia. 120 mm 8 holes dia.
TC 2200 (1) 1180 10 mm; or direct pumps coupling
(1) When the optional Power Take Off is required, detailed internal changes to the Transfer Box have to be made, therefore contact Sales Engineering for further
information.
For further information contact IVECO S.p.A., Technical Application,

Strada delle Cascinette 424/34, 10156 Torino
(E-mail: [email protected]).
Power Take-off from Transfer Box

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Power Take---off from Drive line
4.4 Power Take-off from Drive line
The authorisation for the application of a power take-off on the drive line downstream of the gearbox is issued after examination
of the complete documentation presented to the Company.
The various power and torque values will be evaluated as each occasion arises on the basis of the conditions of use.
In general the following should be noted:
- The drive take-off may be operated only when the vehicle is stationary.
- The power take-off r.p.m. is dependent on the gear selected.
- The power take-off must be located immediately downstream of the gearbox. For vehicles with the drive line in two or more
sections, the power take-off may also be fitted at the flexible support included between the first and second sections (respect
the indications given in point 2.8.2).
- The angles of the drive line on the horizontal plane and vertical plane must be kept as close as possible to the original values.
- Masses and rigidity added to the drive line must not provoke a loss of balance or abnormal vibrations or damage the transmission
drive line (from engine to axle) either during vehicle movement or during operation with the motor running.
- The power take-off must be fixed to the chassis with its own suspension.
NOTE As the transmission is an important part for the safety of the vehicle, modification to it must only be
carried out by specialist companies approved by the supplier of the transmission.
Power Take-off from Drive line

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Power Take---off from Engine
4.5 Power Take-off from Engine
In general the use of these power take-offs is planned for apparatus requiring a continuous power supply.
4.5.1 Torque power take off from the front of the engine
The drive take-off from the front part of the crankshaft is obtained, for limited power values to be drawn off (e.g. air conditioning
etc.) by drive belt transmission, the use of coupling shafts is normally reserved for take-offs of a greater magnitude (e.g. municipal
use).
These uses, when not specifically planned, require precise modifications to the front part of the vehicle, e.g. modifications to the
radiator, cab, bumpers etc. Particular attention must therefore be paid:
- To the system comprising additional masses and relative rigidity which must be flexibly disengaged from the crankshaft with regard
to the torsional and flexional effects.
- To the additional mass values and relative moments of inertia and to the distance from the centre of gravity of the masses from the
centreline of the first main bearing which must be kept to a minimum.
- To avoiding a reduction in the radiator cooling capacity and dead water areas.
- To restoring the rigidity and resistance characteristics of the modified elements (cross member, bumper etc.).
- To avoid exceeding, during extended use, temperatures of the engine cooling fluid of over 100C and engine oil temperature (measu-
red on the main duct of the pressure switch area) of 110 to 120C. A margin of approx. 10% should however be left. In other cases
include supplementary heat exchangers.
Table 4.3 shows the values to be referred to for the take-off.
Table 4.3 - Power take-off from front of engine
Max. rpm Max. take-off values

Engine type Rpm corresp. admitted Max. Max. Max. Moment Multipl.
(power) to full power (start of red torque moment of bending multipl. factor
band) available inertia moment factor ang. pos.
(kW/Cv) rad/s (rpm) rad/s (rpm) (Nm) (kgm2)1) (Nm)2) (-)3) (degrees)4)
Serie Cursor 8 - F2B
E0681C (200/273) 251 2400 324 3100 400 0.050 120 2 180-210
E0681B (229/310) 251 2400 324 3100 400 0.050 120 3 210-240
E0681A (259/352) 251 2400 324 3100 400 0.050 120 4 240-300
3 300-330
2 330-360
Serie Cursor 13 - F3B
E0681G (279/380) 199 1900 262 2500 500 0.050 150 1 0-180
E0681C (324/440) 199 1900 262 2500 500 0.050 150 2 180-210
E0681E (353/480) 199 1900 262 2500 500 0.050 150 3 210-240
4 240-300
3 300-330
2 330-360
1) Maximum moment of inertia of rigidly added masses.
2) Max. moment of flexure due to radial forces in relation to the first main support.
3) Amplification factor of the max. permitted flexural moment (depending on the angular position of the additional radial forces)
4) Direction of the additional radial forces. (zero: TDC cylinder axis; rotation: clockwise).
Power Take-off from Engine

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4.5.2 Power take off from the rear of the engine
a) Power takeoff from engine flywheel

On some models as an option, the IVECO Multipower power take-off is available. This is installed on the rear of the engine and
is suitable for high power applications absorption when the vehicle is in gear and stationary (e.g. municipal vehicles, cement mixers
e tc.)
The total PTO is equipped with a non synchronized clutch with pneumatic-mechanical actuation (external to the cabin) the engage-
ment / disengagement must only be carried out when the engine is stationary.
Safety against engagement with engine running is ensured by conditioning PTO engagement request control to PTO engaged indica-
tor light on instrument panel.
Engine starting must only occur with no load on the PTO.
The power take-off occurs through the engine flywheel and is separate from the clutch control. The main dimensional characteristics
are given in Figure 4.3 while the technical characteristics are shown in Table 4.4.
Figure 4.3
180 91524
Currently available is an option for a mechanical control with flanged output via coupling shaft. The engagement and disengagement
must be carried out when the engine is stationary. A safety device prevents its use when the engine is running.

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Table 4.4
Output rpm/engine rpm ratio 1.29

Max. torque available 900 Nm
Output flange ISO 7646-120 X 8 X 10
Control pneumatic
Direction of rotation as engine
Installation on engines Cursor 8-13
b) Power take-off from the timing gears at rear of engine

Models equipped with engines of the Cursor 8, Cursor 10 and Cursor 13 series are supplied with friction clutch power takeoff
which picks motion from the distribution gears, independently from the vehicles clutch.
The power takeoff is available in the direct pump mount version, or with a flange for Cardan shaft.
The installation of this power takeoff must be requested when ordering the vehicle; subsequent applications require the replace-
ment of the whole engine.
Figure 4.4 shows diagrams with dimensions and position of the PTO in relation to the engine and vehicle.
Table 4.5 gives the main data.
To take off a max. torque of 600 Nm (CURSOR 8-10) and 800 Nm (CURSOR 13) the moment of inertia of the rotating masses,
movement after the power take-off (including the coupling shaft), must be no greater than: 0.03 Kgm2.
In no case must the max. available torque of 600 Nm (CURSOR 8-10) and 800 Nm (CURSOR 13) be exceeded.
Direct pump application
The static moment due to the added masses must not exceed 90 Nm, measured on the pump mating surface.
Connection with coupling shaft

On exceeding the maximum admissible value of the inertia, given above, it is necessary to apply a flexible coupling, specifications
of the coupling to be requested directly to IVECO.

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Figure 4.4
91525
Versions available
Pump connection Flange connection (EuroTronic and

ISO 4 holes (7653) DIN 10 (option 5367) traditional transmissions)
(option 6366)
(Traditional transmissions only, not EuroTronic)
position on the vehicle

(approx. dimensions)
Table 4.5
Type Configuration A / Flange A / Pump B C

4x2, 6x4, 8x4 555 mm 589 mm 73 mm 154 mm
Cursor 8
4x4, 6x6 550 mm 584 mm 216 mm 154 mm
4x2, 6x4, 8x4 658 mm 692 mm 117 mm 169 mm
Cursor 13
4x4, 6x6, 8x8 650 mm 686 mm 257 mm 169 mm

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Multipower
This specific power take-off has the advantage that it is installed by Iveco and allows coupling pumps required for system handling
and remains engaged not only during equipment load/unload operations but also with the vehicle in motion (unless it is disengaged
by the operator).
While there are non problems with this particular power takeoff during normal loading and unloading operations, and during vehicle
movement, some problems may occur because of the Multipower rotating speed.
As a matter of fact, the pumps connected to the Multipower, can reach a maximum rotation speed of 1800 r.p.m.; this value in fact
according to the takeoff e multiplication function corresponds to a pump rotation speed of 2400 rpm.
Therefore, in order to avoid problems with the pumps, after the PTO engagement and with the vehicle being driven the rotation
speed of the engine must be limited to 1800 rpm.
Consequently, in order to operate FMO equipment with this type of power takeoff, the vehicle control unit must have the three
following function modes enabled:
1) Vehicle in motion
With Multipower engaged and the vehicle in motion, the vehicle control unit must receive the PTO engaged signal.
Acceleration of the vehicle is permitted, but it is not allowed to exceed the 1800 rpm threshold, set in the program of the vehicle
control unit.
2) Pump engaged with accelerator de-activated
After engagement of the pump, if no part of the equipment is in operation (if no loading and unloading operations are being
preformed and the compactor is not engaged), the vehicle control unit receives the pump engaged signal. The rotating speed, set
by the vehicle control unit program, is kept to a minimum and accelerations from the operator are not permitted (if the accelerator
pedal remains de-activated).
NOTE This condition can be found even when, the movement of the equipment is interrupted during oper-
ation because of an alarm.
During emergency movements, for example for the return into the profile of the members, it is advis-
able to carry out the manoeuvres with a reduced motor rotation speed.
Remember that with these enabled pump without accelerator request conditions during normal operation may not be frequent:
in fact the compactor is always on during normal equipment operation and this implies the accelerator enabling request.
3) Pumps engaged with accelerator activated
After engauging the PTO pump and with the equipment in operation (loading, unloading and compacting operations), the vehicle
control unit receives the accelerator request signal.
The rotating speed set by means of the vehicle control unit, is carried to the optimal value required to obtain the oil flow capacity
required for equipment operation.
Even in this stage the operator cannot accelerate.
Therefore, three different vehicle rotating speeds and thresholds are required and must be obtained by means of three different
signals that are to be sent by the equipment to the vehicle control unit.
FMO equipment without Multipower operate only on function 2 and 3.

!

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Power take-off from timing gears for Eurotronic 2 transmissions
Figure 4.5
Flange attachment EuroTronic transmissions

DIN 10 are compatible with engine
distribution PTOs providing
a flange attachment is used.
OPTION 5367
Two PTOs specific for EuroTronic transmissions only are provided OPT 7345 - OPT 6369
All PTOs for mechanical transmission can be fitted on EuroTronic transmissions.
Table 4.6 - PTO Specifications
Power take-off
Engine
g Max. torque Out Output type Direction of
available for rpm/engine
Pump conn. Flange conn. rotation
drawing Nm rpm ratio
F2B Opposite
600 1,14 ISO 4 holes (7653) DIN 10
CURSOR 8 to engine
F3B Opposite
800 1,12 ISO 4 holes (7653) DIN 10
CURSOR 13 to engine
NOTE PTO can be equipped with a pneumatic disc clutch in oil bath system.

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Limits of the torque obtainable from the power takeoff according to engine revs
Torque drawing from the power takeoff is described in the following diagrams:
Figure 4.6
Obtainable torque (Nm)
91526
Engine revs (rpm)

CURSOR 8
Vehicle programming
- Vehicle stopped - PTO mode ON
Take-off of up to 600 Nm of torque is permitted at engine speeds of over 1100 rpm.
- Vehicle running - PTO mode ON
- no limit to the torque obtainable from the power takeoff according to engine revs;
- engine idle running set to 800 r.p.m.;
- the air supply system pressure fot PTO clutch coupling must be above 8 bars.
Figure 4.7
Obtainable torque (Nm)
91527
Engine revs (rpm)

CURSOR 13
Vehicle programming
- Vehicle stopped - PTO mode ON
Torque drawing of 800 Nm is permitted over 1100 r.p.m.
- Vehicle running - PTO mode ON
- no limit to the torque obtainable from the power takeoff according to engine revs;
- engine idle running set to 700 r.p.m.;
- the air supply system pressure for PTO clutch coupling must be above 8 bars.

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PTO management
4.6 PTO management
Operations which do not comply with the instructions specified by IVECO or made by non qualified
! personnel can cause severe damage to on-board systems, effect driving safety and good operation of
the vehicle and cause considerable damage which is not covered by warranty.
Figure 4.8
0051469t
EM ECU (IT IS LOCATED IN THE ECU HOUSING IN FRONT OF PASSENGER SEAT)
PTO management
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4.6.1 General Specifications
Two operations are required to operate a PTO:

1) mechanical PTO engagement;
2) PTO mode to be associated to the PTO. See below for PTO mode definitions.
The expression PTO active indicates that the PTO is engaged and that one of the PTO modes is active; otherwise, it is said that
the PTO is engaged only.
Actions 1) and 2) can be carried out with two separate commands, in 1)-2) sequence.
3) A control carrying out actions 1 and 2 simultaneously
In general, PTO can be engaged by an electric command (triggered by a s olenoid valve) or by a pneumatic command.
4) PTO cutout conditions
It is important to use the signals available on the bodybuilders connectors (e.g. parking brake applied,
! stationary vehicle signal, reverse gear not engaged) to ensure correct PTO management and avoid
possible damage to the vehicles mechanisms.
These signals must exclusively be taken from the bodybuilders connections, ST14.
Based on required use, the body maker must address to IVECO service for ECU programming (Body Computer, ECU on gearbox
if EuroTronic) that, together with EDC, manage PTO operation.
With the assistance of tables contained in para below, the body maker can identify the configuration of the PTO control electronic
system, herein conventionally called PTO1, 2 and 3. The body maker can choose, at the IVECO assistance network, one of the
available configurations preset on EASY.
4.6.2 PTO 0 mode (run mode)
In normal operation, an intermediate rpm ratio can be activated to a speed of 30 km/h (important note: the speed regulator
will trip at speeds exceeding 30 km/h). Press Resume on the steering wheel stalk unit to activate. A new intermediate r.p.m. can
be memorised by the driver by pressing the Resume pushbutton for 3 to 10 seconds, in this case no IVECO Service reprogramming
is required.
The maximum rpm achievable with SET+ is identical for all modes.
The minimum rpm achievable with SET- is identical for all modes. The idle speed adjustment range is exactly the same for all modes.
Settings shown in the following table cannot be changed for PTO 0 mode (drive mode).
PTO management
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Table 4.7
Button Function
Resume/OFF To switch the intermediate rpm ratio on/off. The intermedi-
ate rpm ratio is programmed by default at 900 rpm and can
be changed by the driver.
SET+/SET- Increase/reduction of intermediate activated rpm250 rpm
for each second of pressure applied on push-button
Accelerator pedal Active
Maximum rpm which can be reached with SET+ button or acceler- NLL(1) 1800 rpm
ator pedal
Output torque Maximum specific vehicle torque
Conditions for deactivating intermediate rpm ratio - Operate brake or clutch pedal
- Activate CC OFF
- Operate engine brake (from driver -
No Neutral for automatic)
- PTO 0 disabling speed
(1) N N revs when idling.
LL
4.6.3 Configurable PTO 1, 2, 3 modes
IVECO Service can program three different, independent PTO mappings (engine operation settings) in the engine ECU (PTO).
Obviously, the engine can only run according to one PTO mode at a time. The following priority order is used to solve this problem:
- PTO mode 3: high priority
- PTO mode 2: medium priority
- PTO mode 1: low priority
- PTO mode 0: driving mode
These priorities must be taken into account during reprogramming. Problems may arise if the se-
! quence is not respected and the PTO wiring may need to be modified. Alternatively, the VCM ECU
may need to be reconfigured, etc.
The table below shows the parameters that, as a whole, constitute PTO mode. The parameters can only be programmed using the
EASY test tool available a IVECO Service.
NOTE Updating with E.A.SY. software must be performed before using the MODUS station.
PTO management
Print 603.93.731 Base - July 2007
Table 4.8
Parameter Possible values

Gradient SET+/SET- 250 rpm for each second of pressure applied on push-but-
ton
Maximum N5 of revs that can be reached with SET+, NSET_max NLL 1800
Torque limitation (3) See Table
Runaway speed regulator gradient 0 0,2 rpm/Nm
Use of the CC buttons (Resume/SET+/SET-) Enabled / disabled
Storing of intermediate speed rate Fixed (E.A.SY.)/free (driver)
TIP function, for SET+/SET- (4) 20 rev/TIP (10 200 revs/TIP)
PTO mode disabling by means of : Enabled
the brake Enabled
the clutch Disabled
the parking brake Disabled
neutral Enabled
the engine brake (by the driver) Disabled
the retarder Enabled
speed disabling
Call-up intermediate speed rate stored with Resume on enabling Enabled / disabled
PTO (7)
Minimum N of revs that can be reached with SET-, NSET_min > 600 rpm
Maximum speed of the vehicle, above which PTO mode is enabled between 1 km/h and 90 km/h
(intermediate speed rate VZDR_max)
Possible power take-off rate range (1) NLL 2700 rpm (2) per Cursor 8
NLL 2340 rpm (2) per Cursor 13
Abbreviations:
NLL Idling rpm
Nmax Maximum rpm
Nres Stored rpm press Resume or activate PTO mode to recall
NSET_max Maximum rpm achievable with SET+ button identical for all PTO modes
NSET_min Minimum rpm achievable with SET
(1) The reference speed is that of the crankshaft, not the PTO. The corresponding PTO rpm must be calculated by means of the PTO reduction ratio.
(2) The following rules refer to intermediate rpm ratio adjustment:
- Never drop under the NLL value.
- Never exceed the Nmax value.
- In general NLL = NSET_min = Nres and Nres = NSET_max = Nmax. If the latter is not true, the engine rpm is limited to Nmax.
(3) See para. 4.6.3.1.
(4) The TIP function (i.e. brief pressure on SET+/SET- toggle button for <1 s) is used to gradually vary the intermediate rpm regulator and the speed regulator.
The intermediate rpm regulator will be activated at speed <30 km/h; the speed regulator will be activated at speed > 30 km/h. The speed variation of the
intermediate rpm regulator steps are equal to 20 rpm for tip, which corresponds to 1 km/h for the speed regulator.
(5) Active the power take off mode is disengaged when the service brake or the clutch pedals are pressed.
Disabled the power take off mode is not disengaged when the service brake or the clutch pedals are pressed.
In PTO mode 0, the power take off mode is disengaged when the service brake or the clutch pedals are pressed.
(6) Active the power take off mode is disengaged when the parking brake or the clutch pedals are pressed.
Disabled the power take off mode is not disengaged when the parking brake or the clutch pedals are pressed.
In PTO mode 0, the power take off mode is not disengaged when the parking brake is engaged.
(7) Active the engine goes automatically to the chosen Nres value for that power take off mode.
Disabled the engine remains at the previous rate, to reach the value Nres it is necessary to press the Resume button
(pin 9 and 12 on the 21 pin connector).
PTO management
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4.6.3.1 Changing the torque curve, maximum rpm and the overrun regulator curve gradient
The following can be limited to mechanically protect the PTO:

- Maximum engine torque to protect against overloading (horizontal section of the curve in Figure 4.9).
A straight limitation line (providing a maximum torque value) and a rev number / torque curve already defined by means of 16
points can be defined for each motor power.
The unit uses the minimum value between the straight line and the curve (See Figure 4.9).
Figure 4.9
114514
1. Resultant curve - 2. Maximum torque straight limitation line - 3. Out of rev curve - 4. Curve points
- Maximum engine rpm to protect against overrun (slanted section of curve in Figure 4.9). This limitation is called runaway regula-
tor.
These limitations (maximum torque, intersection point, curve gradient) can be selected independently of each other. The combina-
tion of limitations is recommended. In this case, according to the envisaged PTO use, bodybuilders shall select the engine ratio limit
(intersection point X) which must be made available to the selected torque.
PTO management
Print 603.93.731 Base - July 2007
The overrun regulator trips when the engine ratio exceeds the intersection point X. Note that the reference speed is that of the
crankshaft, not the PTO. The corresponding PTO rpm must be calculated by means of the PTO reduction ratio.
Figure 4.10
Maximum Curve B Curve C

torque [Nm]
Curve A
Overrun regulator curve

gradient:
CURVE A ~0.65 cv/rpm
CURVE B ~1 cv/rpm
Intersection
CURVE C ~2 cv/rpm
point X
Rpm
[rpm]
91546
See example in Figure 4.10:

- Maximum engine torque 600 Nm.
- The standard operation of the PTO is 900 rpm.
- The engine rpm must not exceed 1100 rpm.
- The rpm must be determined for all of the overrun regulator slope.
The slope of the curve for the overrun regulator depends on the particular use of the vehicle. For this reason, when stationary, it
is generally sufficient for the overrun regulator to have a steep curve, whereas for the driving mode, this might give rise to rapid
changes in load, which may cause problems.
Power is 1100 rpm and torque is equal to 600 Nm i.e.:
P = (600 Nm x 1100 rpm)/9550 = 69 KW
The available rpm at 600 Nm can be calculated using a steeper overrun regulator (curve C; gradient 2CV/rpm):
1100 rpm - (94CV/2CV/rpm) = 1100 rpm - 47 rpm = 1053 rpm
The available rpm at 600 Nm can be calculated by using an intermediate overrun regulator (curve B; gradient 1CV/rpm):
1100rpm - (94CV/1CV/rpm) = 1100 rpm - 94 rpm = 1006 rpm
The available rpm at 600 Nm can be calculated by using a flat overrun regulator (curve A; gradient 0.65CV/rpm):
1100rpm - (94CV/0.65CV/rpm) = 1100 rpm - 145 rpm = 955 rpm
Engaging rpm regulator variable from 0 and 0.2 rpm*Nm
In the considered example, intermediate stored rpm Nres should be adjusted to 900 rpm. This intermediate rpm should be automati-
cally activated when PTO mode is engaged.
The example shows the impact of the overrun regulator. Depending on the usage the chosen torque of 600 Nm is available up
to 1055 rpm, 1005 rpm or 955 rpm.
The same is true in reverse, when engine torque, intersection point X and overrun regulator curve inclination are predefined, it is
possible to calculate the final rpm speed.
PTO management
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The maximum rpm Nmax is a theoretical value. This is the rpm at which the ECU reduces the injected
! amount of fuel at 0 mg/stroke. Considering that all engines, according to the rpm (engine hot and no
load) need 2030 mg/stroke of fuel to maintain the rpm, this theoretical value Nmax is never reached.
According to the slope of the overrun regulator, the rpm actually reached is 1040 rpm lower. You are
advised to define overrun ratio by means of practical tests if this is likely to effect the application.
4.6.4 Intermediate rpm regulator
Maximum intermediate rpm regulator setting that can be achieved with SET+, NSET_max
TThe TIP function, i.e. a very short press (< 1s) on the SET+/SET- keys, allows a gradual change in the intermediate speed regula-
tor or speed regulator. With speed <V0 (max speed of PTO mode) km/h, the intermediate rpm governor can be activated.
With speed >V0 km/h, the speed governor is activated. The change for the intermediate speed regulator is equal to 20 rpm rpm
for each TIP i.e. 1 km/h for each TIP with the speed regulator.
The intermediate rpm or speed value is modified continuously by pressing the SET+ and SET- buttons for more than (>1 s). The
effective rpm and effective speed when the SET+ and SET- buttons are released and stored as the new value.
Function TIP with SET + and SET - can be disengaged. This configuration is applicable to all PTO modes simultaneously (drive mode
0, PTO mode 1, 2 and 3). Function TIP disengagement activates the speed limiter operation limitation. Therefore, this change should
only be operated after an in-depth analysis.
NOTE This function is provided for the regulation of hydraulic units.
Increasing/decreasing rpm with SET+/SET-
The intermediate rpm regulator value can be changed by pressing the SET+/SET- buttons for more than (>1 s) or when the
TIP function is deactivated by a certain speed (engine rpm increase/decrease per second). The time interval for this change can be
calculated using the following formula:
Time required [s] = Rpm difference [rpm/s] / rpm increase per second [rpm/s /s]
Example: take the intermediate rpm from 800 rpm to 1800 rpm using the SET+ button. The difference in rpm is equal to 1000 rpm,
consequently:
- At a speed of 250 rpm/s, the time interval is 1000/250 = 4s
Activating/deactivating the accelerator pedal
The accelerator pedal is always active in normal driving mode (PTO mode 0). The accelerator pedal can be deactivated in PTO
modes 1, 2 or 3. In this case, PTO engine regulation will ignore the accelerator pedal. If the accelerator pedal is active, the engine
rpm can be increased by means of the pedal to the maximum rpm Nmax valid at the time.
PTO management
Print 603.93.731 Base - July 2007
4.6.5 Standard configurations
The default settings are shown in the table.
Table 4.9
PTO mode
Mode 0 Mode 1 Mode 2 Mode 3
Enabled using 21 pin connector (ST14) No enablingis Pin 18 and 17 Pin 18 and 17 Pin 20 and 17
required connected connected connected
Max torque Maximum engine engine (*) engine (*) engine (*)
torque
Maximum N of revs that can be reached with SET+, NSET_max
Cursor 8 2700 rpm 1800 rpm 2700 rpm 2700 rpm
Cursor 13 2340 rpm 1800 rpm 2340 rpm 2340 rpm
Minimum N of revs that can be reached with SET-, Minimum value based on the NLL motor default
NSET_min
Inclination of the curve of the out of rev regualtor ranging 0.06 rev/Nm 0.2 rev/Nm
Accelerator pedal Active Active Active Active
Use of the CC buttons (Resume/SET+/SET-) Active Active Active Active
N revs stored, Nres 900 rpm 900 rpm 1100 rpm 1300 rpm
Maximum speed of the vehicle, above which PTO mode is 25 [2 (1)] km/h 35 km/h 35 km/h 35 km/h
disabled, VZDR_max
Call-up intermediate speed regime stored on enabling PTO Disabled Active Active Active
mode
PTO mode disabling by means of :
the brake Active Active Active Active
the clutch (1) Active Disabled Disabled Disabled
the parking brake Disabled Disabled Disabled Disabled
neutral Disabled Disabled Disabled Disabled
the engine brake (by the driver) Active Active Active Active
the retarder Disabled Disabled Disabled Disabled
speed disabling Active Active Active Active
Increase or diminishment of motor revs with SET+/SET- pushbuttons is 250 r.p.m..
(*) 3000 Nm for mechanical transmission; valid for all 16 torque curve points (see Figure 4.9)
1) disabled with automatic transmissions
PTO management
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4.6.6 Specific indications: correlation between the VCM configuration and the installed power
take offs
There is no direct connection between the PTO power take off mode (which can be activated using the 21-pin connector) and
the power take offs physically fitted to the vehicle. Therefore, the bodybuilder can define the necessary connections as suits him.
This set up therefore makes it possible to use the power take off(s) with the various PTO configurations (for example, for particular
work cycles). Should a work cycle be established, for example, in which the fitted power take off is made to operate in different
conditions, then up to a maximum of 3 modes for the PTO power take off can be used. The corresponding PTO power take off
modes must be activated from the body/ancillary at the relevant times.
In a similar way, it is possible to correlate an PTO power take off mode even without there being a power take off physically fitted
to the vehicle, or conversely when there is more than one fitted.
4.6.7 Engaging the power take off

The power take-offs fitted on the gearbox can only be engaged with the clutch fully pressed.
The PTO mode power take-offs, on the other hand, can be enabled independent of the above.
4.6.8 With Allison Gearbox

When the vehicle has an Allison gearbox, the selection of the power take off is co-ordinated by the gearbox central control
unit. The operation uses the following procedure:
- request to engage the power take off (the gearbox central control unit checks the internal conditions so that the operation can
be effected safely: engine speed less than 900 rpm and output speed from the gearbox less than 250 rpm);
- the solenoid valve used to engage the power take off is activated by the central control unit;
- a check is made that the power take off is functioning safely (output speed from the gearbox less than 300 rpm).
The button for engaging the power take off is located in the central section of the dashboard.
Before engaging the power take off, the gearbox central control unit checks a number of parameters
! (engine speed is less than 900 rpm and output speed from the gearbox is less than 250 rpm).
If all the necessary conditions inside the gearbox are satisfied, the Allison gearbox central control unit
automatically engages the power take off. The restrictions (end speed, maximum torque etc) for the
PTO power take off mode selected therefore remain valid even while the engagement takes place.
Certain values may be modified by Allison Customer Assistance, as required by the bodybuilder.
4.6.9 Use of the power take-off with vehicle in motion
If restrictions are not required (e.g. restrictions on torque, reduced maximum number of engine revs, etc) when the power take
off is engaged, it is not necessary to use any PTO power take off mode.
In this case, however, the engine power available for running the vehicle is reduced (given that power is being taken simultaneously
by the ancillary). This could lead to acceleration problems. In typical usages (e.g. cement mixers, refuse collection vehicles etc) this
problem can be minimised by increasing the idling speed. This increased number of revs would, however, also then be present even
when the power take off was disengaged. In general, a reduction in the maximum torque in this field of operation would not be
considered sensible.
If, however, restrictions are required (e.g. restrictions on torque, reduced maximum number of engine revs, etc) then an PTO power
take off mode should be used.
PTO management
Print 603.93.731 Base - July 2007
Particularly when the vehicle is operational, care must be taken to ensure that if an PTO power take
! off mode is activated, then the stored intermediate number of revs must also be activated at the same
time. This could, however, result in an unexpected increase in vehicle speed. It is the bodybuilders re-
sponsibility to ensure that the chosen solution is safe.
The engagement or disengagement of the power take off depends both on the power take off chosen and the requirements of
the bodybuilder.
Regarding vehicle operation (up to a maximum speed of 30 km/h) with an increased number of revs when the power take off is
engaged. For a range of applications, (e.g. use of a tipping body, cement mixer, refuse collection etc) higher revs are also required
during operation. This can be achieved using the following set up:
- Stored intermediate number of revs Nres: fixed programming
- Intermediate number of revs (Nres): as defined by the bodybuilder
- Disengagement of the intermediate number of revs: deactivated via the clutch or brake pedals
- Accelerator pedal: activated
- CC Buttons: deactivated
In this way, the engine can only operate again when the accelerator pedal is regulated between the stored intermediate number
of revs, Nres, and the maximum number of revs, Nmax. If VZDR-aus is ever reached, the intermediate number of revs and therefore
also the increase in revs is deactivated.
Changing the stored intermediate number of revs Nres
The intermediate number of revs can be modified separately for each PTO power take off mode.
It is necessary to distinguish between two possibilities:
1) Fixed programming (E.A.SY.)
For mode 0 power takeoff (driving mode), this mode is not available. A modification is only possible by reprogramming the
E.A.SY. test tool at IVECO Service
2) Free programming (by the driver)
To modify the intermediate number of revs, the following procedure is used:
a) select the particular PTO power take off mode whose intermediate number of revs are to be
b) set the desired intermediate number of revs using the SET+/SET- button;
c) press and hold CC Resume for 3 to 10 seconds.
NOTE Updating with E.A.SY. software must be performed before using the MODUS station.
The minimum number of revs reachable can be regulated by means of the SET-, NSET_min pushbutton for
PTO 0
The idling speed must only be set when the engine is warm. There are three stages in the process:
1) Idle running actuation
The engine must operate at idling speed.
- Actuate the service brake (until the end of adjustment)
- Press and hold the Resume pushbutton for 3 to 7 seconds.
Immediately afterwards, the idling speed reduces automatically to the minimum value. Actuate the service brake (until the end
of adjustment).
PTO management
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2) Modifying the minimum idling speed

It is possible to regulate the idling speed by intervals of 20 min-1 using the SET+ or SET- buttons.
3) Recording the minimum idling speed (in revs)
The speed is stored by pressing the CC Resume button again (for a period of time ranging between 3 and 7 seconds.)
Influence of the exhaust brake on the intermediate number of revs

The engine brake can be activated by:
1) Pressing the engine brake pedal (on the cabs floor)
2) Pressing the brake pedal (when the brake is pressed the engine brake is automatically activated).
3) Pressing the accelerator pedal (at idling speed the engine brake is automatically activated).
Selections can be made by means of a switch placed on the dashboard.
If the engine brake is activated in any manner as described above (2 or 3) the governor deactivates automatically.
When the engine brake pedal is pressed, the CC push button functions (CC OFF/Resume/SET+/SET-) are disabled.
Simultaneous operation of SET+ and SET-

These functions are mutually exclusive. Should both be activated simultaneously, then for safety reasons the CC Off button is
activated immediately or after 500 ms. If, however, the buttons were pressed simultaneously, the engines EDC central control unit
recognises an error after 500 ms.
Second speed limiter

This function can be activated independently of the various PTO power take off modes (driving mode 0, power take off modes
1, 2 and 3). IVECO Service can set the value using a E.A.SY. station. The seond speed limiter is enabled by contact towards K15
on pin 1 of the 9 pin connector (ST14B).
NOTE The use of the MODUS station must take place after an upgrade is run using E.A.SY. software
PTO management
Print 603.93.731 Base - July 2007
EM (Expansion Module)
4.7 EM (Expansion Module)
The optional 4572, EM (Expansion Module), is available on all the new Trakker.
The EM control unit can be used for electrical management of the PTO and for special applications. Also provides special gateways
such as: trailer interface ISO11992-3 (TT) and CAN OPEN interface (BB in development phase).
Diagnostics is possible via CAN line and K line.
The wiring diagram for the Expansion Module hardware is shown in Figure 4.11, and the block diagram of the hardware structure
is shown in Figure 4.12.
Figure 4.11
0052948t
Base - July 2007 Print 603.93.731
Figure 4.12
116699
The EM control unit allows the PTO activation and deactivation conditions to be set.
The connections on ST60, ST62 and ST63 must be carried out by the fitter so as to activate and display on IC the activation of
the PTO.
The predefined set conditions for Trakker Euro 4-5 are:
4.7.1 Connections
Table 4.10 - PTO mode request: ST13
PTO 1 pin 18
PTO 2 pin 19
PTO 3 pin 20
To carry out the request, close the pins on the earth of pin 17.
Table 4.11 - PTO IN/OUT: ST60 PTO1, ST62 PTO2, ST63 PTO3
pin 1 PTO feed-back

pin 2 PTO actuator (solenoid valve control)
pin 3 PTO enabling
pin 4 Ground
Print 603.93.731 Base - July 2007
4.7.2 PTO activation/deactivation conditions:
NOTE These conditions can be modified in Customer Service.
Table 4.12
State of brake pedal pressed/not pressed

State of parking brake engaged/not engaged
tate of clutch pedal pressed/not pressed
State of pressure switch open/closed
State of the gear neutral/not in neutral/reverse
Allowed set of gears
Allowed engine revolutions
Allowed vehicle speeds
Maximum temperature of coolant
Maximum percentage of clutch slipping
4.7.3 No PTO installed or provisions for PTO:
Default configuration
PTO options: 5439, 5194, 6368, 1483, 1484.

Only the programming of the engine revolutions by the VCM is required.
The switches select the three rpm modes:
PTO 1 PTO mode 1 900 [tr/min]
4.7.4 PTO Multipower
PTO option: 2395 for all gearboxes.
Base - July 2007 Print 603.93.731
Table 4.13 - Activation conditions
State of engine OFF

Pressure switch closed
State of vehicle stationary
Coolant temperature < 120 [C]
Table 4.14 - Deactivation conditions
Coolant temperature > 120 [C]
4.7.5 PTO manual gearbox with electric engagement
PTO options: 6392, 6393, 1459, 1505, 1507, 1509, 6384, 14553, 14554 for all manual gearboxes.
State of engine ON
State of vehicle OFF

Vehicle speed > 25 [km/h]
Print 603.93.731 Base - July 2007
4.7.6 PTO FOCSA
State of engine ON (always enabled)
State of engine OFF
4.7.7 Engine PTO
State of engine ON

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4.7.8 PTO Eurotronic 2 transmission
State of gearbox enabled

State of engine ON

4.7.9 PTO TRANSFER BOX
Clutch state released

State of engine ON

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Base - July 2007 Print 603.93.731
TRAKKER Euro 4/5 SPECIAL INSTRUCTIONS FOR ELECTRONIC SUBSYSTEMS 5-1
Index
SECTION 5
Special instructions for electronic subsystems
Page
5.1 Multiplex system (MUX) 5-3
5.1.1 Description of MUX ECUs 5-3
5.1.1.1 Instrument Cluster (IC) 5-4
5.1.1.2 Iveco Body Controller (IBC3) 5-4
5.1.1.3 Terminal board (electrical circuit passage) 5-5
5.1.1.4 MET frame module control unit 5-5
5.2 Bodybuilder connectors 5-6
5.2.1 In the cab 5-6
5.2.2 On frame 5-11
5.2.3 Truck/trailer connectors 5-14
5.3 Electrical circuit modifications 5-16
5.3.1 Introduction 5-16
5.3.2 Wiring harness length 5-16
5.3.3 Repositioning ECUs 5-19
5.3.4 Disconnecting ECUs 5-20
5.4 FMS 5-21
Index
Print 603.93.731 Base - July 2007
5-2 SPECIAL INSTRUCTIONS FOR ELECTRONIC SUBSYSTEMS TRAKKER Euro 4/5
Index
Base - July 2007 Print 603.93.731
55555.
Multiplex system (MUX)
NOTE This chapter contains important information concerning the electronic network (MUX) installed on
Trakker.
5.1 Multiplex system (MUX)
Trakker is equipped with an innovative electronic system, Multiplex (EASY MUX). The system electronically manages and con-
trols the vehicle subsystems on CAN lines. The most important characteristics of MUX devices are shown in the paragraphs that
follow.
5.1.1 Description of MUX ECUs
The location (Figure 5.1) and functions of the MUX ECUs (electronic control units) installed in the vehicle are illustrated below
for a better understanding of the IVECO Multiplex system.
Devices or electrical circuits cannot be directly connected to the ECUs described below. Always only
! use the connectors and special interfaces listed in the following paragraphs (bodybuilder connectors
5.2).
Figure 5.1
117470
1. RFC on trucks - 2. RFC on tractors - 3. BM Bed Module - 4. AHT.A (additional heater) - 5. IBC3 - 6. Terminal board -
7. CC Climate Control - 8. AHT.W (additional coolant heater) - 9. FFC Front Frame Computer - 10. IC Instrument Cluster -
11. DDM Drive Door Module - 12. PDM Passenger Door Module - 13. EM (Expansion Module)

Print 603.93.731 Base - July 2007
5.1.1.1 Instrument Cluster (IC)
The instrument cluster (IC) is the main interface between the driver and the vehicle electronic subsystems. All information on
system status and error messages concerning single subsystems are shown on the instrument cluster (see specific documentation
for diagnostics).
Figure 5.2
98895
INSTRUMENT CLUSTER (IC)
5.1.1.2 Iveco Body Controller (IBC3)
Figure 5.3 shows the Body Computer which processes all the input and output signals for controlling vehicle subsystems. This
function is assisted by an ancillary ECU, called Cab Module.
Figure 5.3
0052299t
IBC3 CONTROL UNIT

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5.1.1.3 Terminal board (electrical circuit passage)
The subsystems fitted on the body are connected to the ECUs in the cab via the terminal board which is the interface for con-
nectors on body and cab side. It is located under the hood.
Figure 5.4
98897
TERMINAL BOARD (ELECTRICAL CIRCUIT PASSAGE)
5.1.1.4 MET frame module control unit
The MET processes information on the electronic/electronic units on the frame (front lights/tail-lights and most of the sensors/
actuators on the frame).
This information is sent to the IBC3 and the respective subsystems.
Figure 5.5
0051244t

Print 603.93.731 Base - July 2007
Bodybuilder connectors
5.2 Bodybuilder connectors
The various connectors for bodybuilders are described in detail in the following paragraphs.
5.2.1 In the cab
The main connectors available for use by bodybuilders are ST14A and ST14B, which are blue.
They are located inside the cab, passenger side (see Figure 5.6); 21 contacts and 9 contacts. The terminal function is described in
Table 5.1.
Figure 5.6
ST14A
ST14B
117471
ST14 CONNECTORS INSIDE CAB (PASSENGER SIDE)
Base - July 2007 Print 603.93.731
21 pin connector (brown): ST14A

Male coupling (AMP) parts picking number: 41200684
Female coupling (MCP 2.8) parts picking number: 504163549
Table 5.1 - Basic functions of 21 pin connector ST14A
Connections
Pin Description Cable Max. Connected Remarks
Type
code load to
Connected to ground = engine cranking (the
Engine signal must be permanently active for the
1 INPUT 8892 10 mA VCM X3-27
cranking starter motor to turn)
Open circuit = no action
Connected to ground = engine shutdown (a
short activation period is sufficient to stop the
2 Engine stopping INPUT 0151 10 mA VCM X3-26
engine
Service brake pressed indicator signal
3 Service brake OUTPUT 1165 200 mA VCM X1-13 0 V = service brake not pressed
+24 V = service brake pressed
Vehicle parked indicator signal
Vehicle
4 OUTPUT 5515 200 mA IBC3 E-15 0 V = vehicle in motion
stationary
+24 V = vehicle parked
Handbrake engaged indicator signal
5 Handbrake OUTPUT 6656 200 mA VCM X1-10 0 V = parking brake not engaged
+24 V = parking brake engaged
6 Not connected
7 Vehicle speed OUTPUT 5540 10 mA M/DTCO B7 Pulse signal
Engine status indication signal
(information D+)
8 Engine status OUTPUT 7778 200 mA IBC3 E-14
0 V = engine off
+24 V = engine running
Gearbox in neutral indicator signal
9 Neutral OUTPUT 8050 200 mA VCM X1-7 0 V = neutral not engaged
+24 V = neutral engaged
Reverse engaged indicator signal
10 Reverse gear OUTPUT 2268 200 mA IBC3 E-16 0 V = reverse engaged
+24V = reverse not engaged
11 K15 POWER 8871 3A IBC3 B-1 K15 (ignition-operated power point)
CC Set+ input signal
Cruise Control
12 INPUT 8156 10 mA VCM X3-33 Circuit open = Set+ not activated
Set+
Connection to ground = Set+ activated
Print 603.93.731 Base - July 2007
Table 5.1 - (Continued) Basic functions of 21 pin connector ST14A
Connections
Type
code load to
CC Set- input signal
Cruise Control
13 INPUT 8157 10 mA VCM X3-32 Circuit open = Set- not activated
Set-
Connection to ground = Set- activated
CC OFF input signal
Cruise Control
14 INPUT 8154 10 mA VCM X3-30 Circuit open = OFF not activated
OFF
Connection to ground = OFF activated
CC RES input signal
Cruise Control
15 INPUT 8155 10 mA VCM X3-31 Circuit open = RES not activated
RES
Connection to ground = RES activated
CC activation from drivers cockpit or by body-
builder
Cruise Control Open circuit = CC controlled from drivers
16 INPUT 0158 10 mA VCM X3-49
driver/BB cockpit
Connected to ground = CC controlled by
bodybuilder (BB)
17 Ground POWER 0000 10A Wiring Ground
PTO mode 1
VCM X3-47
18 PdF 1sw INPUT 0131 10 mA Open circuit = PTO mode 1 not activated
EM X3-5
Connected to ground = PTO mode 1 activated
PTO mode 2
VCM X3-46
EM X3-6
PTO mode 3
VCM X3-45
EM X3-7
10 A
21 K30 POWER 7772 IBC3 B-9 K30 (positive from TGC)
fuse
In the position shown in Figure 5.6 there is the female half of connector ST14A, connected to the rest of the IVECO cab wiring
harness.
The female half of connector ST14A is on the cables side with the following pinout Figure 5.7.
Figure 5.7
98903
ST14A VIEWED FROM THE CABLE SIDE (FEMALE SUPPLIED WITH VEHICLE CAB WIRING HARNESS)
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9 pin connector (yellow): ST14B
Male coupling parts picking number: 41200681

Female coupling parts picking number: 504163549
Table 5.2 - Basic functions of 9 pin connector ST14B
Connections
Type
code load to
Second speed limiter activation
Open circuit = second speed limiter not
Second speed
1 INPUT 0172 10 mA VCM X3-13 activated
limiter
Connected to 24V = second speed limiter
activated
2 Not used
Clutch activated indicator signal
3 Clutch status OUTPUT 9963 200 mA VCM X1-12 Open circuit = clutch not activated
Connection to ground = clutch activated
PTS = programmable speed threshold
4 PTS OUTPUT 5542 200 mA VCM X1-14 0 V = PTS not activated
+24 V = PTS activated
Connected to ground = hazard lights on
5 Hazard lights INPUT 1113 10 mA IBC3 E4
6 For future use
7 For future use
8 Engine speed signal OUTPUT 5587 10 mA ECM 33 Pulse signal
0 V = lights off
K58: Exterior light-
9 OUTPUT 3333 5A IBC3 E24 +24 V = lights on (parking, low beams, high
ing power line
beams)
The female coupling of connector ST14B connected to the rest of the IVECO wiring is located in the portion indicated
in Figure 5.8.
The female coupling of ST14B is present on the wiring side with the following pin arrangement (Figure 5.8).
Figure 5.8
0051309t
ST14B VEW OF PINOUT SIDE
Print 603.93.731 Base - July 2007
To take the signals required by the conversion it is necessary to procure (from the IVECO Service Network) the male half
of connector ST14A and ST14B (spares P/N can be obtained from drawing n 41200692) to which a wire can be connected for
each of the 21 pins (Figure 5.9) the functions of which are described in the previous pinout.
Avoid all types of connections to the female connector which could create situations of danger with
! risks for the on-board systems, compromising running safety and proper operation of the vehicle and
causing damage that is not covered by the contractual IVECO warranty.
Figure 5.9
CABLE
BODY-
BUILDERS
98904
ST14B VIEW OF BODYBUILDERS CABLE SIDE

The guarantee of a connection made according to standards is assured in the case of a complete connection (Figure 5.10).
Figure 5.10
0051309t
ST14B VIEW FROM CAB SIDE
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5.2.2 On frame
The following connectors are provided on the chassis:

- ST 52 (ST 81 in previous range)
- ST 64 (for specific use by customer)
- ST 90 (PTO connection, manual transmission) / ST 67 (PTO connection, from EuroTronic gearbox) still present but
destined for unused modifications
- ST 91 connector for PTO1
Figure 5.11
98902
TERMINAL PART OF CHASSIS: CONNECTORS ST52 / ST64 (RIGHT HAND SIDE CLOSE TO REAR AXLE)
Table 5.3 - ST52 (see Figure 5.11)
Terminal Description Wire Max. load Connected Remarks

number to
1 K15 for BB 8871 10A RFCJ1/A-2 K15 for BB, output is short-circuit protected
2 Free For future use
3 K58; external lights 3333 5A RFCJ2/A-06 0 V = lights off 1)
+24 V = lights on
4 Second speed limiter 0172 RFCJ2/B-11 Second speed limiter activated [SL]
(adjusted to 30 km/h) Wire open = 2nd SL not activated
Ground = 2nd SL active
1) +24
V when:
- K15 OFF and side markers on
- K15 ON and side markers on
- K15 ON and lights on (dipped beam and main beam)
Print 603.93.731 Base - July 2007
Table 5.4 - ST64 (see Figure 5.11)
5-pin connector
For general use by bodybuilders: four terminals in the 15-pole connector can be used for the trailer (72010).
Terminal Description Circuit Connected to Circuit description
code (Source/Destination)
1 - 8021 terminal 15, 72010 15-pole power, terminal pin 10
4 K15 8075 ST52/1 E RFC J1/A02
Table 5.5 - ST91 (right-hand side near transmission, see Figure 5.12)

number to
1 PTO counter-reaction 6131 - EM X3-8 PTO feedback signal
Wire open = PTO not engaged
Ground = PTO engaged
2 PTO control 9131 1,6 A EM X1-1 For electrical PTO activation
0 V = solenoid valve not activated
+24 V = solenoid valve activated
3 PTO enablement 0391 - EM X3-11 PTO sensor may be disabled/may be disabled
4 Ground 0000 11 A Ground (ground to middle of chassis)
1) Two input conditions can be detected:
Condition 1 = Wire open
Condition 2 =Ground
Active signal condition selected via EASY
Used only for pressure switch detection with Multipower PTO and Engine PTO.
Can be used as additional digital input for other applications managed by MUX PTO control.
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Figure 5.12
98907
ST 91/92/93
Table 5.6 - ST92 (right-hand side near transmission, see Figura 5.12)

number to
Condition 2 = Ground
Print 603.93.731 Base - July 2007
Table 5.7 - ST93 (right-hand side near transmission, see Figura 5.12)

number to
Condition 2 = Ground
ST 94 features a similar structure to the previous three connectors, but currently it is not used.
5.2.3 Truck/trailer connectors
Two connectors are provided for connecting the trailer (see Figura 5.13):
- 15-pin (72010) for electrical devices in general
- 7-pin (72006) for vehicles with EBS, or 5-pin for vehicles with ABS + EBL.
15-pin plug for connecting the trailer:
Maximum Transversal
Terminal Code load cross-section Uso
A mm2
1 1180 6 0.75 left trailer indicator
2 1185 6 0.75 right trailer indicator
3 2283 6 0.75 rear foglight
4 0000 11 2.5 ground
5 3339 6 0.75 right rear marker/left trailer light
6 3330 6 0.75 left hand rear marker lights / right hand trailer light
7 1179 6 0.75 trailer brake light
8 2226 6 0.75 rear fog lights
9 7790 11 2.5 ADR, button 30
10 6021 11 1.0 towards ST64 pin 3
11 8075 11 1.0 towards ST64 pin 5
12 7021 11 1.0 towards cable penetration B pin 19
13 0000 11 1.0 ground
14 8081 11 1.0 towards ST64 pin 2
15 9021 11 1.0 towards ST64 pin 1
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Remarks
Use connector ST64 described in paragraph 5.3.2 for connecting to terminals 10, 11, 14, 15.
Figure 5.13 shows truck connectors. The arrangement is similar and located behind the cab on tractors.
Figure 5.13
POSITION OF 72010
98908
TRUCK TRAILER CONNECTORS
Print 603.93.731 Base - July 2007
Electrical circuit modifications
5.3 Electrical circuit modifications
CAN line wires and electric/electronic devices must not be modified.

! IVECO recommends not to change the other electrical circuits and wiring harnesses either. Any
modifications on the system will reduce quality and safety characteristics. Bodybuilders must use genu-
ine IVECO spare parts if changes to the electrical system are inevitable. IVECO cannot be liable for
system malfunctioning following the instructions contained in this chapter.
5.3.1 Introduction
The instructions provided by IVECO in paragraph 2.1.1 also refer to Multiplex system wiring harnesses. IVECO connectors and
the respective terminals cannot be modified. Avoid connecting and disconnecting the chassis ECU connectors for more than three
times to prevent damaging the gel which ensures tightness of the connections.
5.3.2 Wiring harness length
In Trakker, the MUX CAN line and the traditional electrical wires form a single wiring harness. Consequently, it is not possible
to replace only the CAN line or the electrical wiring where the electrical system is formed by both types of wires.
The wire length (CAN line + electrical wires) may not be correct when repositioning ECUs connected to the Multiplex system.
- excessive
- not sufficient
If the length is excessive, fold the wires without forming rings (this could cause undesired electromagnetic effects). Preferably use
figures of 8. The wire which connects the ECUs is very stiff. For this reason, it must be replaced when it cannot be folded.
Replace the wiring if the length is not sufficient. Use genuine IVECO spare parts (contact the IVECO service network).
The wire length depends on three factors: wheelbase, overhang and crossmember position. Select one of the variants in the table
for replacing the wiring if the modification involves a wheelbase/overhang which already exists in the IVECO range or, conversely,
choose the closest variant for the solution (the table only shows the currently produced wheelbase/overhang combinations).
In all cases, the CAN wiring itself cannot be changed. All modifications are expressly forbidden by
! IVECO.

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Table 5.8
Vehicle Variant table Variant Wheelbase Rear overhang

1 3800 1195
2 4200 1195
4x2 With cab 3 4500 1780
4 4800 2365
5 5100 2365
5.9 1 3800 1195
4x4 - 180/190 W With cab 2 4200 1195
3 4500 1780
1 3800 1217,5
4x4 - 190 W/P With cab 2 4200 1217,5
3 4500 1802,5
2 3500/1380 1225
2 3500/1380 1495
3 3820/1380 1495
6x4 - 260 With cab 4 4200/1380 1135
5 4500/1380 1990
5 4800/1380 1495
6 5100/1380 1585
2 3500/1395 1217,5
2 3500/1395 1487,5
3 3820/1395 1487,5
6x4 - 260/P With cab 4 4200/1395 1127,5
5 4500/1395 1982,5
6 4800/1395 1487,5
7 5100/1395 1577,5
1 3500/1380 1495
5.10 2 3500/1380 1495
6x4 - 380 With cab 3 3820/1380 1495
4 4200/1380 2080
5 4500/1380 2080
1 3200/1395 1487,5
2 3500/1395 1487,5
6x4 - 380/P With cab 3 3820/1395 1487,5
4 4200/1395 2072,5
5 4500/1395 2072,5
11 3500/1390 1490
6x6 - 260 W With cab
11 3820/1390 1490
11 3500/1390 1490
6x6 - 380 W With cab
11 3820/1390 1850
2 3500/1380 685
6x4 - 260 B With cab 3 3820/1380 685
4 4200/1380 685

Print 603.93.731 Base - July 2007
Table 5.8 - (continued)
Vehicle Variant table Variant Wheelbase Rear overhang

1 3200/1395 767,5
6x4 - 260 B/P With cab 2 3500/1395 767,5
3 3820/1395 767,5
1 3200/1380 1495
6x4 - 380 B With cab 2 3500/1380 1495
3 3820/1380 1495
7 4250/1380 685
8 4750/1380 1225
8x4x4 - 340 With cab
9 5020/1380 1495
10 5820/1380 1225
7 4250/1395 767,5
8 4750/1395 1217,5
8x4x4 - 340/P With cab
9 5020/1395 1487,5
10 5820/1395 1217,5
7 4250/1380 1225
8 4750/1380 1225
8x4x4 - 410 With cab 5 10
5.10
9 5020/1380 1495
10 5820/1380 1225
7 4250/1395 767,5
8 4750/1395 1217,5
8x4x4 - 410/P With cab
9 5020/1395 1487,5
10 5820/1395 1217,5
8x8x4 With cab 1 4750/1400 855
7 4250/1380 1000
8x4x4 - 340 B With cab 8 4750/1380 1000
9 5020/1380 1000
7 4250/1395 992,5
8x4x4 - 340 B/P With cab 8 4750/1395 992,5
9 5020/1395 992,5
7 4250/1380 1225
8x4x4 - 410 B With cab 8 4750/1380 1225
9 5020/1380 1225
1 3500 1025
4x2 Tractor
5.9 1 3800 1025
4x4 Tractor 1 3800 1025
6x4 - 440 Tractor 1 3200/1380 705
6x4 - 440 /P Tractor 1 3200/1395 777,5
6x4 - 720 Tractor 5.10 1 3200/1380 785
6x4 - 720 /P Tractor 1 3200/1395 777,5
6x6 Tractor 1 3500/1390 780
See Table 5.1 and Table 5.2 to match the variants to the corresponding wiring components.

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Table 5.9
variant ID number
05 4124 2363 KZ 50-8330
04 4124 2362 KZ 50-8330
03 4124 2361 KZ 50-83330
02 4124 2367 KZ 50-8330
01 4124 2359 KZ 50-8330
Table 5.10
variant ID number
11 4124 2415 KZ 50-8330
10 4124 2425 KZ 50-8330
09 4124 2422 KZ 50-83330
08 4124 2420 KZ 50-8330
07 4124 2417 KZ 50-8330
06 4124 2391 KZ 50-8330
05 4124 2389 KZ 50-8330
04 4124 2386 KZ 50-8330
03 4124 2383 KZ 50-83330
02 4124 2380 KZ 50-8330
01 4124 2376 KZ 50-8330
This does not refer to modifications which do not involve the Multiplex wiring (CAN line + electrical wires). For example, when
extending the overhang without changing the position of the RFC, simply replace the electrical wires leading from the RFC to the
respective utilities.
IVECO recommends replacing traditional electrical wires with genuine components instead of modifying them.
Contact IVECO for particularly difficult cases. Send a diagram with the chassis dimensions and the new ECU positions.
5.3.3 Repositioning ECUs
IVECO recommends to avoid modifications which entails moving ECUs. Follow the instructions below if repositioning ECUs
is unavoidable:
- ECUs must be positioned on the chassis or in the cab and secured with a fastening similar to the original one (i.e. bracket). To
avoid malfunctions, the ECU in the chassis must not be turned (e.g. to avoid water ingress). Consequently, the original orientation
must be preserved.
- ECUs must not be fitted on the subframe;
- the cover must always be refitted;
- avoid subjecting ECUs to knocks from debris and stones from the road when travelling.

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5.3.4 Disconnecting ECUs
Operations which do not comply with the instructions specified by IVECO or made by non qualified
! personnel can cause severe damage to on-board systems, effect driving safety and correct operation
of the vehicle and cause considerable damage which is not covered by warranty.
Follow the instructions below carefully before disconnecting an ECU:

- turn the ignition key to off, if it is inserted;
- switch off the additional heaters and wait for the end of the cooling down cycle (the warning light in the button will go out);
- turn on the map reading lights located in the middle of the header rail;
- open the TGC (master switch), where fitted, with the switch arranged in the cab. The map reading lights will go out when the
circuit breaker is open;
- isolate the battery by disconnecting the battery cables: disconnect the negative terminal first followed by the positive terminal;
- disconnect the ECU.

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FMS
5.4 FMS
The fleet management systems are integrated in the VCM.

The data, transmitted according to the FMS standard (visit www.fms-standards.com), can be acquired in real time by an on-board
computer.
As a result of processing the data, it is possible:
- to obtain information about the operating conditions of the vehicle (times, distances, fuel consumption, etc.);
- analyse the operating conditions of the engine and the use of the braking system;
- analyse the distribution of the distances travelled, speed, frequency of stops and starts.
The installation of the on-board computer, hardware and software for data processing and management is the task of the ICT
installer.
CAN connector for onboard PC wiring

The CAN connection on board the vehicle (ST40) is of the 6 way JUNIOR POWER TIMER HOUSING - AMP ORDER- NO
1- 965640-1 type.
The wiring connector to the onboard PC (see Figure 5.14) must be 6 way AMP TAB HOUSING, 2.8 mm - AMP ORDER- NO 1-
965641-1 mating connector (use contact type Junior Power Timer - P/N 962882-1 or 962882-2).
Figure 5.14
98912
The pin function is shown in the following table:
Table 5.11 - Connector ST40/02 pins
Pin Description
1 Reserved for future IVECO use
2 CAN_H (white wire in vehicle wiring harness)
3 CAN_L (green wire in vehicle wiring harness)
4 Reserved for future IVECO use
5 Ground
6 Not used
Pin 5 (Ground) must not be used unless required by the onboard computer.
The VDI must be connected to the computer via the CAN line. The specifications are shown in Table 5.12.
FMS
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Table 5.12 - Characteristics of the CAN line
Physical level Unshielded twisted pair to ISO std. 11898 (SAE J1929/11).
Termination of internal bus to cable with 120 resistor.
Data link level 2.0B CAN, 250 Kbit/sec. Identifier and multipacket message management format to SAE J1929/21.
Application level Message and parameter to SAE J1939/71.
Onboard computer installation, wiring downstream of the connector ST40/2, hardware and software for managing and proces-
sing data is the responsibility of the bodybuilder.
Information on computerised system installers who are qualified by IVECO can be found at IVECO Dealers.
NOTE Information provided by VDI includes the message FMS standard interface which identifies the
standard revision supported by the VDI interface fitted on the vehicle. A VDI prior to FMS standard
implementation is fitted if the message is not present. All functions illustrated in this paragraph will
equally be available in this case.
FMS
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TRAKKER Euro 4/5 SPECIAL INSTRUCTIONS FOR -SCR- EXHAUST SYSTEMS 6-1
Index
SECTION 6
Special instructions for -SCR- exhaust system
Page
6.1 General specifications 6-3
6.2 The nitrogen oxide catalytic reduction principle. AdBlue 6-4
6.3 On-board instruments 6-7
6.4 Distribution of the ecological additive AdBlue 6-8
6.5 Specifications for installation and removal 6-9
6.5.1 Operations for positioning the AdBlue tank 6-9
6.5.2 Operations on AdBlue pipes and heating water 6-12
6.5.3 Altering the supply module position 6-15
6.5.4 Operations on the dosing module 6-16
6.5.5 Operations on exhaust pipes 6-17
Index
Print 603.93.731 Base - July 2007
6-2 SPECIAL INSTRUCTIONS FOR -SCR- EXHAUST SYSTEMS TRAKKER Euro 4/5
Index
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6666.6
General specifications
6.1 General specifications
This chapter contains important information on the -SCR- exhaust systems fitted on the IVECO series (EuroCargo - Stralis
- Trakker).
In order to comply with Euro4 Euro5 standards, IVECO has chosen the SCR (selective catalyst reduction) system to reduce the
nitrogen oxide (NOx) emissions produced by exhaust gas.
SCR is an exhaust gas post-treatment system that uses a catalyzer which, by means of a chemical reaction, transforms NOx nitrogen
oxyde into nitrogen and water. This chemical reaction is produced by an additive called AdBlue (a solution of urea + water).
Figure 6.1
Coolant
AdBlue
117473
1. Pumping module - 2. Urea tank - 3. Catalyzer - 4. Dosing module
General specifications
Print 603.93.731 Base - July 2007
The nitrogen oxide catalytic reduction principle. AdBlue
6.2 The nitrogen oxide catalytic reduction principle. AdBlue
The additive is sent from a dedicated reservoir by means of supply module (1) to dosing module (3), which injects AdBlue into
the exhaust pipe.
The mixture thus obtained is then fed to the SCR catalyzer that transforms the NOx into nitrogen and water.
Post-treatment is based on a simple principle: the chemical reaction of ammonia NH3 with nitrogen oxides NO and NO2 produces
two harmless substances: water vapour H2O and nitrogen N2.
The whole system is managed by an electronic control unit.
Figure 6.2
114734
1. Pumping module - 2. Catalyzer - 3. Dosing module - 4. AdBlue reservoir

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Main system components
Pump module
Figure 6.3
108128
1. Ad Blue return Pipe to the tank - 2. Ad Blue return Pipe from Dosing module - 3. Ad Blue solution outlet -
4. Ad Blue solution inlet - 5. Electrical connection - 6. DCU control unit - 7. Filter - 8. Pre-filter.
Dosing module
Figure 6.4
108128
1. Ad Blue inlet - 2. Electrical connection - 3. Ad Blue outlet

Its task is to meter the Ad Blue solution sent to the exhaust pipe upstream of catalyst.

Print 603.93.731 Base - July 2007
Catalyzer
Figure 6.5
102301
Catalyst (1), equipped with sound-proofing material, replaces the exhaust silencer.
Inside the catalyst, the exhaust gas nitric oxides are, by reacting with ammonia, converted into free nitrogen and water vapour.
Temperature sensors (2 and 3) and nitric oxide detecting sensor (4) are fitted onto catalyst (1).
AdBlue reservoir
Figure 6.6
108613
Remove nut (4) and dismantle elastic strap (3) securing tank (2). Sling tank (2) with appropriate cable (5) and hook it to the hoister.

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On---board instruments
6.3 On-board instruments
The on board diagnostic system checks the tank level continuously and informs the driver on the current quantity.
Figure 6.7
116718
On-board instruments
Print 603.93.731 Base - July 2007
Distribution of the ecological additive AdBlue
6.4 Distribution of the ecological additive AdBlue
The AdBlue denomination is recognized internationally; it is an aqueous solution consisting of high purity urea according to
the DIN 70070 standard.
It is absolutely safe, non-toxic and non-flammable.
AdBlue manufacturers can assure the product direct distribution to the transporters with huge vehicle fleets, and the oil companies
are also planning to install AdBlue pumps close to diesel fuel pumps within a short time.
To ensure a capillary distribution and an adequate service level as of now, Iveco supplies AdBlue to its dealer network.
Figure 6.8
114735
Figure 6.9 Figure 6.10
114736 114737
Distribution of the ecological additive AdBlue

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Specifications for installation and removal
6.5 Specifications for installation and removal
The instructions that follow are intended for the AdBlue injection system of the Bosch DENOX2 type, within the SCR system.
If Bodybuilders make changes to the frame, the following procedures must be followed under all circumstances:
- disassembly: disconnect the hydraulic connectors first and then the electric connectors;
- assembly: connect the electric connectors first and then the hydraulic connectors.
Compliance with this assembly/disassembly procedure will ensure that AdBlue does not come into contact with the electric
connectors.
6.5.1 Operations for positioning the AdBlue tank
Figure 6.11
116720
As regards the AdBlue tank, ensure that:

- the tank ventilation pipe is never closed;
- the reservoir must contain at least 5 l of AdBlue at the end of each operation to ensure the dosing module is cooled;
- after each operation, the tank does not contain more than 85% of AdBlue (corresponding to the max reading of the level sensor)
with respect to the tank total volume, so as to guarantee enough room for AdBlue to expand during freezing at temperatures
below -11 C;
- The urea reservoir must be made out of plastic or stainless steel;
- The reservoir and its float must not be separated.

Print 603.93.731 Base - July 2007
- when fitting equipment onto the chassis, there is enough room for the AdBlue fill gun (1, Figure 6.12) to fit completely and
correctly into the tank filler.
Figure 6.12
102940
1. Cover - 2. Breather pipe - 3. AdBlue pipe - 4. Engine coolant pipe - 5. Electrical connection - 6. AdBlue pipe -
7. Engine cooling pipe - 8. Level gauge
Figure 6.13
116759

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Figure 6.14
114742
1. H2O infeed/outfeed connectors for AdBlue heater - 2. AdBlue infeed/outfeed connectors
The temperature and level sensors are connected to the DCU (Dosing Control Unit); the level sensor is specific to each type of
tank, therefore its dimensions cannot be modified.

Print 603.93.731 Base - July 2007
6.5.2 Operations on AdBlue pipes and heating water

As far as the pipes connecting reservoir, supply module and dosing module are concerned, ensure that:
- the connection pipes between the AdBlue reservoir and the supply module (delivery or inlet line or return or return line) must
be 5 m long at most and the maximum pressure drop must be 100 hPa under all circumstances;
- the connection pipes between the supply module and the dosing module (delivery or pressure line and return or cooling line)
must be 3 m long at most and the maximum pressure drop must be 100 hPa under all circumstances;
The pipes may only be modified using the Voss fittings described in Table 6.13.
Table 6.13 - AdBlue

VOSS/IVECO
Teil -Nr:
Benennung Itemname Descrizione Description Descripcin
Part -No:
Codice:
RACCORDO ANGOLO CONEXION EN ANGULO
Winkelkupplung SV241 ELBOW CONNECTOR RACCORD ANGLE SV241
5 4 62 07 00 00 SV241 5/16 VERSIONE SV241 5/16 VERSION
5/16 SV241 5/16 VERSION 5/16 VERSION GAUCHE,
SINISTRA; CON MLT IZQUIERDA; CON MLT
4128 3733 Ausfhrung links; LEFT; WITH MLT 8.8x1.4 AVEC MLT 8.8x1.4 PA0.2
8.8x1.4 PA0.2 8.8x1.4 PA0.2 LONGITUD
EZ 50-7499 mit MLT 8.8x1.4 PA 0.2 PA0.2 LENGTH 3m AND LONGUEUR 3 m ET
LUNGHEZZA 3m E 3 m Y BOQUILLA
114489 Lnge 3m und Quetschhlse COMPRESSED SLEEVE BAGUE PRESSEE
BOCCOLA PRESSATA PRENSADA
ELBOW CONNECTOR RACCORDO ANGOLO RACCORD ANGLE SV241 CONEXION EN ANGULO
5 4 62 07 56 00 Winkelkupplung SV241
SV241 5/16 VERSION SV241 5/16 VERSIONE 5/16 VERSION DROITE, SV241 5/16 VERSION
5/16 Ausfhrung rechts; mit
4128 3734 RIGHT; WITH MLT 8.8x1.4 DESTRA; CON MLT 8.8x1.4 AVEC MLT 8.8x1.4 PA0.2 DERECHA; CON MLT
MLT 8.8x1.4 PA 0.2 Lnge
EZ 50-7499 PA0.2 LENGTH 3m AND PA0.2 LUNGHEZZA 3m E LONGUEUR 3 m ET 8.8x1.4 PA0.2 LONGITUD 3
3m und Quetschhlse
114490 COMPRESSED SLEEVE BOCCOLA PRESSATA BAGUE PRESSEE m Y BOQUILLA PRENSADA
Geradekupplung SV241
5 4 62 08 89 00 CONNECTOR SV241 RACCORDO SV241 5/16; RACCORD SV241 5/16, CONEXION SV241 5/16;
5/16;
5/16; WITH MLT 8.8x1.4 CON MLT 8.8x1.4 PA0.2 AVEC MLT 8.8x1.4 PA0.2 CON MLT 8.8x1.4 PA0.2
4128 3735 mit MLT 8.8x1.4 PA 0.2
PA0.2 LENGTH 3m AND LUNGHEZZA 3m E LONGUEUR 3 m ET LONGITUD 3 m Y
EZ 50-7499 Lnge 3m
COMPRESSED SLEEVE BOCCOLA PRESSATA BAGUE PRESSEE BOQUILLA PRENSADA
114490 und Quetschhlse
RACCORDO ANGOLO CONEXION EN ANGULO
Winkelkupplung SV241 ELBOW CONNECTOR RACCORD ANGLE SV241
5 4 62 23 26 00 SV241 3/8 VERSIONE SV241 3/8 VERSION
3/8 Ausfhrung links; SV241 3/8 VERSION LEFT; 3/8 VERSION GAUCHE,
SINISTRA; CON MLT IZQUIERDA; CON MLT
4128 3736 mit MLT 8.8x1.4 PA 0.2 WITH MLT 8.8x1.4 PA0.2 AVEC MLT 8.8x1.4 PA0.2
8.8x1.4 PA0.2 8.8x1.4 PA0.2 LONGITUD
EZ 50-7499 Lnge 3m LENGTH 3m AND LONGUEUR 3 m ET
LUNGHEZZA 3m E 3 m Y BOQUILLA
114492 und Quetschhlse COMPRESSED SLEEVE BAGUE PRESSEE
BOCCOLA PRESSATA PRENSADA
Winkelkupplung SV241 ELBOW CONNECTOR RACCORDO ANGOLO RACCORD ANGLE SV241 CONEXION EN ANGULO
5 4 62 23 49 00 3/8 Ausfhrung rechts; SV241 3/8 VERSION SV241 3/8 VERSIONE 3/8 VERSION DROITE, SV241 3/8 VERSION
4128 3737 mit MLT 8.8x1.4 PA 0.2 RIGHT; WITH MLT 8.8x1.4 DESTRA; CON MLT 8.8x1.4 AVEC MLT 8.8x1.4 PA0.2 DERECHA; CON MLT
EZ 50-7499 Lnge 3m PA0.2 LENGTH 3m AND PA0.2 LUNGHEZZA 3m E LONGUEUR 3 m ET 8.8x1.4 PA0.2 LONGITUD 3
114493 und Quetschhlse COMPRESSED SLEEVE BOCCOLA PRESSATA BAGUE PRESSEE m Y BOQUILLA PRENSADA
Geradekupplung SV241
5 4 62 23 50 00 CONNECTOR SV241 3/8; RACCORDO SV241 3/8; RACCORD SV241 3/8, CONEXION SV241 3/8;
3/8;
WITH MLT 8.8x1.4 PA0.2 CON MLT 8.8x1.4 PA0.2 AVEC MLT 8.8x1.4 PA0.2 CON MLT 8.8x1.4 PA0.2
4128 3738 mit MLT 8.8x1.4 PA 0.2
LENGTH 3m AND LUNGHEZZA 3m E LONGUEUR 3 m ET LONGITUD 3 m Y
EZ 50-7499 Lnge 3m
COMPRESSED SLEEVE BOCCOLA PRESSATA BAGUE PRESSEE BOQUILLA PRENSADA
114494 und Quetschhlse
RACCORDO ANGOLO RACCORD ANGLE SV241 CONEXION EN ANGULO
Winkelstecker SV246 NG 8 ELBOW CONNECTOR
5 4 62 24 70 00 SV246 NG 8 ELEMENTO 8/16 ELEMENT SV246 NG 8 ELEMENTO
ffnungselement weiss; SV246 NG 8 RELEASE CLIP
DI APERTURA BIANCO; DOUVERTURE BLANC, DE APERTURA BLANCO;
4128 3739 mit MLT 8.8x1.4 PA 0.2 WHITE; WITH MLT 8.8x1.4
CON MLT 8.8x1.4 PA0.2 AVEC MLT 8.8x1.4 PA0.2 CON MLT 8.8x1.4 PA0.2
EZ 50-7499 Lnge 3m PA0.2 LENGTH 3m AND
LUNGHEZZA 3m E LONGUEUR 3 m ET LONGITUD 3 m Y
114495 und Quetschhlse COMPRESSED SLEEVE
BOCCOLA PRESSATA BAGUE PRESSEE BOQUILLA PRENSADA
RACCORDO ANGOLO RACCORD ANGLE SV241 CONEXION EN ANGULO
Winkelstecker SV246 NG 8 ELBOW CONNECTOR
5 4 62 27 60 00 SV246 NG 8 ELEMENTO 8/16 ELEMENT SV246 NG 8 ELEMENTO
ffnungselement schwarz; SV246 NG 8 RELEASE CLIP
DI APERTURA NERO; DOUVERTURE NOIR, DE APERTURA NEGRO;
4128 370 mit MLT 8.8x1.4 PA 0.2 BLACK; WITH MLT 8.8x1.4
CON MLT 8.8x1.4 PA0.2 AVEC MLT 8.8x1.4 PA0.2 CON MLT 8.8x1.4 PA0.2
EZ 50-7499 Lnge 3m PA0.2 LENGTH 3m AND
LUNGHEZZA 3m E LONGUEUR 3 m ET LONGITUD 3 m Y
114496 und Quetschhlse COMPRESSED SLEEVE
BOCCOLA PRESSATA BAGUE PRESSEE BOQUILLA PRENSADA
Set Verbinder MLT; SET CONNECTOR MLT; SET DI RACCORDO;
SET DE RACCORD ; JUEGO DE CONEXION;
1 Verbinder NW6 1 CONNECTOR NW6 1 RACCORDO NW6
1 RACCORD NVV6 1 RACOR NW6
2 1-Ohr Schellen 2 RETAINING CLIP 2 FASCETTA
5 4 66 12 06 49 2 COLLIER 2 ABRAZADERAS
1 Montageanleitung 1 ASSEMBLY 1 ISTRUZIONE DI
1 INSTRUCTION DE 1 INSTRUCCIONES DE
4128 3741 INSTRUCTION MONTAGGIO PRESTARE
ACHTUNG MONTAGE RESPECTER MONTAJE PRESTAR
EZ 50-7499 ATTENTION TAKE ATTENZIONE A
Montageanleitung LES INSTRUCTIONS DE ATENCION A LAS
114497 NOTICE OF ASSEMBLY LISTRUZIONE DI
9 1 77 00 02 20 MONTAGE 9 1 77 00 02 INSTRUCCIONES DE
INSTRUCTION 9 1 77 00 MONTAGGIO 9 1 77 00
beachten 20 MONTAJE 9 1 77 00 02 20
02 20 02 20
5 4 64 11 16 00 Rohr
TUBE MLT 8.8x1.4 PA0.2 TUBO MLT 8.8x1.4 PA0.2 TUBE MLT 8.8x1.4 PA0.2 TUBO MLT 8.8x1.4 PA0.2
4128 3742 MLT 8.8x1.4 PA0.2
LENGTH 10m LUNGHEZZA 10m LONGUEUR 10m LONGITUD 10 m
EZ 50-7499 Lnge 10m
114498
RACCORDO PIASTRA DI RACCORD PLAQUE DE CONEXION CHAPA DE
5 4 62 35 74 00 Stecker Trennstelle; CONNECTOR SECTION
SEZIONAMENTO; CON SECTIONNEMENT, AVEC SEPARACION; CON MLT
mit MLT 8.8x1.4 PA 0.2 POINT; WITH MLT 8.8x1.4
4128 3743 MLT 8.8x1.4 PA0.2 MLT 8.8x1.4 PA0.2 8.8x1.4 PA0.2 LONGITUD
Lnge 3m und PA0.2 LENGTH 3m AND
EZ 50-7499 LUNGHEZZA 3m E LONGUEUR 3 m ET 3 m Y BOQUILLA
Quetschhlse COMPRESSED SLEEVE
114500 BOCCOLA PRESSATA BAGUE PRESSEE PRENSADA
Kupplung RACCORDO PIASTRA DI RACCORD PLAQUE DE CONEXION CHAPA DE
5 4 62 35 75 00 CONNECTOR SECTION
Trennstelle; SEZIONAMENTO; CON SECTIONNEMENT, AVEC SEPARACION; CON MLT
POINT; WITH MLT 8.8x1.4
4128 3744 mit MLT 8.8x1.4 PA 0.2 MLT 8.8x1.4 PA0.2 MLT 8.8x1.4 PA0.2 8.8x1.4 PA0.2 LONGITUD
PA0.2 LENGTH 3m AND
EZ 50-7499 Lnge 3m und LUNGHEZZA 3m E LONGUEUR 3 m ET 3 m Y BOQUILLA
COMPRESSED SLEEVE
114501 Quetschhlse BOCCOLA PRESSATA BAGUE PRESSEE PRENSADA

Base - July 2007 Print 603.93.731
Table 6.1 - (cont.) Cooling water

VOSS/IVECO
Teil -Nr:
Part -No:
Codice:
5 4 62 28 42 00 Winkelstecker SV246 NG
SV246 NG 12 RELEASE SV246 NG 12 ELEMENTO NG 12 ELEMENT SV246 NG 12 ELEMENTO
12 ffnungselement weiss;
4128 3745 EZ CLIP WHITE; WITH DI APERTURA BIANCO; DOUVERTURE BLANC, DE APERTURA BLANCO;
mit Rohr Grilamicl 13x1.5
50-7499 GRILAMID TUBE 13x1.5 CON TUBO GRILAMID AVEC TUBE GRILAMID CON TUBO GRILAMID
Lnge 3m
114502 LENGTH 3m 13x1.5 LUNGHEZZA 3m 13x1.5 LONGUEUR 3m 13x1.5 LONGITUD 3 m
5 4 62 29 49 00 Winkelstecker SV246 NG
SV246 NG 12 RELEASE SV246 NG 12 ELEMENTO NG 12 ELEMENT SV246 NG 12 ELEMENTO
12 ffnungselement blau;
4128 3746 EZ CLIP BLUE; WITH TUBE DI APERTURA BLU; CON DOUVERTURE BLEU, DE APERTURA AZUL;
mit Rohr Grilamid 13x1,5
50-7499 GRILAMID 13x1.5 LENGTH TUBO GRILAMID 13x1.5 AVEC TUBE GRILAMID CON TUBO GRILAMID
Lnge 3m
114503 3m LUNGHEZZA 3m 13x1.5 LONGUEUR 3m 13x1.5 LONGITUD 3 m
0 0 26 11 50 00
4128 3747 EZ Verbinder NW 10 CONNECTOR NW 10 RACCORDO NW 10 RACCORD NW 10 CONEXION NW 10
50-7499
114504
5 4 64 19 08 00
Rohr GRILAMID 13x1.5 TUBE GRILAMID 13x1.5 TUBO GRILAMID 13x1.5 TUBE GRILAMID 13x1.5 TUBO GRILAMID 13x1.5
4128 3748 EZ Lnge 10m LENGTH 10m LUNGHEZZA 10m LONGUEUR 10m LONGITUD 10 m
50-7499
114505
5 4 62 35 76 00 CONNECTOR SECTION RACCORDO PIASTRA DI RACCORD PLAQUE DE CONEXION CHAPA DE

Stecker Trennstelle; mit Rohr POINT; WITH TUBE SEZIONAMENTO; CON SECTIONNEMENT AVEC SEPARACION; CON TUBO
4128 3749 EZ Grilamid 13x1,5 Lnge 3m GRILAMID 13x1.5 LENGTH TUBO GRILAMID 13x1,5 TUBE GRILAMID 13x1,5 GRILAMID 13x1,5
50-7499 3m LUNGHEZZA 3m LONGUEUR 3m LONGITUD 3 m
114506
5 4 62 35 77 00 Kupplung Trennstelle; mit CONNECTOR SECTION RACCORDO PIASTRA DI RACCORD PLAQUE DE CONEXION CHAPA DE
Rohr Grilamid 13x1,5 Lnge POINT; WITH TUBE SEZIONAMENTO; CON SECTIONNEMENT AVEC SEPARACION; CON TUBO
4128 3750 EZ GRILAMID 13x1.5 LENGTH TUBO GRILAMID 13x1,5 TUBE GRILAMID 13x1,5 GRILAMID 13x1,5
50-7499 3m
3m LUNGHEZZA 3m LONGUEUR 3m LONGITUD 3 m
114507
Table 6.1 - (cont.) Corrugated pipe

VOSS/IVECO
Teil -Nr:
Part -No:
Codice:
5 4 66 11 37 00
CORRUGATED HOSE TUBO CORRUGATO TUBE CANNELE NW37 TUBO CORRUGADO
4128 3751 EZ Wellrohr NW37 Lnge 3m
NW37 LENGTH 3m NW37 LUNGHEZZA 3m LONGUEUR 3m NW37 LONGITUD 3 m
50-7499
114479
5 4 66 12 10 00
50-7499
114480
5 4 66 12 09 00
50-7499
114481
Table 6.1 - (cont.) Breather pipe

VOSS/IVECO
Teil -Nr:
Part -No:
Codice:
5 4 66 09 65 00
4128 3757 EZ Verbinder NW 6 CONNECTOR NW 6 RACCORDO NW6 RACCORD NW6 CONEXION NW6
114511 50-7499
5 4 64 19 09 00
Rohr 6x1 PA12PHLY Lnge TUBE 6x1 PA12PHLY TUBO 6x1 PA12PHLY TUBE 6x1 PA12PHLY TUBO 6x1 PA12PHLY
4128 3758 EZ 10m LENGTH 10m LUNGHEZZA 10m LONGUEUR 10m LONGITUD 10 m
50-7499
114512
5 4 66 10 21 00
4128 3759 EZ Verbinder NW 10 CONNECTOR NW 10 RACCORDO NW10 RACCORD NW10 CONEXION NW10
50-7499
114513
5 4 64 19 10 00
Rohr 10x1 PA12PHLY TUBE 10x1 PA12PHLY TUBO 10x1 PA12PHLY TUBE 10x1 PA12PHLY TUBO 10x1 PA12PHLY
4128 3760 EZ Lnge 10m LENGTH 10m LUNGHEZZA 10m LONGUEUR 10m LONGITUD 10 m
50-7499
114478

Print 603.93.731 Base - July 2007
Table 6.1 - (cont.) Tools

VOSS/IVECO
Teil -Nr:
Part -No:
Codice:
5 9 94 52 14 00 ALICATES DE MONTAJE
Kunststoffrohr NYLON TUBE PINZA DI MONTAGGIO PINCE DE MONTAGE
4128 3770 EZ PARA TUBO DE
Montagezange MOUNTING PLIERS PER TUBO PLASTICA POUR TUBE PLASTIQUE
50-7499 PLASTICO
114482
5 9 94 71 53 49
Spannbacken fr Rohr MLT CLAMPING JAWS FOR MORSA PER TUBO MLT GRIFFE DE SERRAGE POUR MORDAZA PARA TUBO
4128 3771 EZ 8.8x1.4 TUBE MLT 8.8x1.4 8.8x1.4 TUBE MLT 8.8x1.4 MLT 8.8x1.4
50-7499
5 9 94 65 41 00 Spannbacken fr Rohr CLAMPING JAWS FOR MORSA PER TUBO GRIFFE DE SERRAGE POUR MORDAZA PARA TUBO
4128 3772 EZ GRILAMID 13x1.5 (08/ 010/ TUBE GRILAMID 13x1.5 GRILAMID 13x1.5 (08/ 010/ TUBE GRILAMID 13x1.5 GRILAMID 13x1.5 (08/ 010/
50-7499 012/ 013) (08/ 010/ 012/ 013) 012/ 013) (08/ 010/ 012/ 013) 012/ 013)
114484
5 9 94 71 55 00 Werkzeugeinsatz Aufnahme TOOLING INSERT COLLET INSERTO STAMPO EMPREINTE MOULE UTIL ESTAMPACION
fr Verbinder NW6 FOR CONNECTOR NW 6 ALLOGIAMENTO PER LOGEMENT ALOJAMIENTO PARA
4128 3773 EZ CONNETTORI NW6 CONNECTEURS NVV6 CONEXIONES NW6
114485 50-7499 (Harnstoff) (AD-BLUE)
(UREA) (UREE) (UREA)
INSERTO STAMPO EMPREINTE MOULE UTIL ESTAMPACION
5 9 94 69 16 49 Werkzeugeinsatz Aufnahme TOOLING INSERT COLLET ALLOGIAMENTO PER LOGEMENT ALOJAMIENTO PARA
4128 3774 EZ fr Verbinder NW10 FOR CONNECTOR NW CONNETTORI NW10 CONNECTEURS NW10 CONEXIONES NW10
50-7499 (Khlwasser) 10 (COOLING WATER) (AQUA DI (EAU DE (AGUA DE
114486 RAFFREDDAMENTO) REFROIDISSEMENT) REFRIGERACION)
5 9 94 71 56 00 MANDRIN A MANDRIL PARA

Aufweitdorn fr Rohr MLT WIDENING SPIKE FOR MANDRINO
4128 3775 EZ DUDGEONNER MLT AVELLANAR TUBOS MLT
8.8x1.4 TUBE MLT 8.8x1.4 ALLARGATUBI MLT 8.8x1.4
50-7499 8.8x1.4 8.8x1.4
114487
Klemmzange fr CLAMPING PLIERS FOR MORSETTO PER CLIP POUR COLLIER DE UTIL PARA
9 7 51 00 00 08
Einohrschelle CLIP RETAINER FASCETTA SERRAGE ABRAZADERAS
TRONCHESE PER TUBO IN TRICOISES POUR TUBE EN CORTADOR DE TUBO DE
5 9 94 84 72 00 Kunstoffrohr-Schneidezange NYLON TUBE SCISSORS
PLASTICA PLASTIQUE PLASTICO
Ersatzklinge fr LAMA DI RICAMBIO PER LAME DE RECHANGE DE CUCHILLA DE RECAMBIO
SPARE BLADE FOR
5 9 94 84 74 00 Kunstoffrohr-Schneidezange TRONCHESE PER TUBO IN TRICOISES POUR TUBE EN PARA CORTADOR DE
NYLON TUBE SCISSORS
(2 Stck) PLASTICA PLASTIQUE TUBO DE PLASTICO
Table 6.1 - (cont.) Components

VOSS/IVECO
Teil -Nr:
Part -No:
Codice:
5 0 99 11 64 00 CAPUCHON DE COBERTURA DE
PROTECTION CAP TANK CAPPA DI PROTEZIONE
4128 3761 EZ Schutzkappe Tank 0 PROTECTION RESERVOIR PROTECCION DEPOSITO
0 SERBATOIO 0
50-7499 0 0
114477
5 0 99 11 71 00 CAPUCHON DE COBERTURA DE
PROTECTION CAP TANK CAPPA DI PROTEZIONE
4128 3762 EZ Schutzkappe Tank 90 PROTECTION RESERVOIR PROTECCION DEPOSITO
90 SERBATOIO 90
50-7499 90 90
114488
5 4 66 09 30 00
CONVOLUTED RUBBER
4128 3763 EZ Faltenbalg SOFFIETTO SOUFFLET RESPIRADERO
GAITER
50-7499
114499
5 4 66 09 64 00 T-CONNECTOR FOR DISTRIBUTORE A T PER DISTRIBUIDOR EN T PARA

DISTRIBUTEUR EN T POUR
4128 3764 EZ T-Stck fr Wellrohr NW37 CORRUGATED HOSE TUBO CORRUGATO TUBO CORRUGADO
TUBE ANNELE NW37
50-7499 NW37 NW37 NW37
114508
5 3 49 03 21 00 PIASTRA DI COPERTURA PLAQUE DE

COVERPLATE SECTION CHAPA DE COBERTURA
4128 3765 EZ Deckplatte Trennstelle PUNTO DI COUVERTURE POINT DE
POINT PUNTO DE SEPARACION
50-7499 SEZIONAMENTO SECTIONNEMENT
114509
5 3 49 03 20 49
BASE PLATE SECTION PIASTRA DI BASE PUNTO PLAQUE DE BASE POINT CHAPA DE BASE PUNTO
4128 3766 EZ Grundplatte Trennstelle
POINT DI SEZIONAMENTO DE SECTIONNEMENT DE SEPARACION
50-7499
114510
- When working on the pipes, it is compulsory to work in a completely dust-free environment to prevent dust reaching the injector.
- Restore all the pipe insulation (water and Urea pipes) to prevent freezing.

Base - July 2007 Print 603.93.731
6.5.3 Altering the supply module position
If the supply module requires repositioning, scrupulously observe the instructions in Figure 6.15.
The module must be installed horizontally and on a rigid mount.
Figure 6.15
117474
1. AdBlue reservoir - 2. Pumping module - 3. Dosing module - 4. Siphon compulsory

Print 603.93.731 Base - July 2007
6.5.4 Operations on the dosing module
When the dosing module requires repositioning, note some important precautions.
Figure 6.16
114743
STRUCTURE OF THE MEASURING MODULE

1. Heatshield - 2. Temperature sensor - 3. Valve holder - 4. AdBlue connectors - 5. Dosing valve - 6. Cooling adapter -
7. Insulation
Figure 6.17
117475
- As regards the AdBlue piping connecting the tank (1), the supply module and the dosing module, ensure that:

Base - July 2007 Print 603.93.731
Figure 6.18
114745
1. Exhaust gas pipe tract involved by the injection of the AdBlue solution - 2. Dosing Module position: -45 / 180 - Exhaust
pipe low in at catalyst
The supply module:

- must not be fitted too near to the turbine to prevent it overheating;
- must not be fitted too near the catalytic converter input to prevent the build-up of carbon deposits.
NOTE If the dosing module is moved, the pipes and electrical wiring must be modified.
6.5.5 Operations on exhaust pipes
NOTE The exhaust pipe layout cannot be changed without the approval of IVECO.
The exhaust pipe can be modified paying attention to the following warnings:
- type approved (homologated) counter-pressures must be respected when determining the exhaust pipe route. Form bends with
angles greater than 90 and radius of curvature greater than 2.5 times the pipe diameter. Keep the exhaust pipe far enough
away from rubber or plastic parts and fit heat shields if necessary.
- It is not permitted to use pipes with diameters, thicknesses and materials other than those used for the original equipment.
- It is permitted to use hoses with limited lengths.
Electrical wiring
- It is only possible to lengthen cables for the temperature sensors.
- It is not possible to alter the length of the Nox sensor cable.

Print 603.93.731 Base - July 2007

Base - July 2007 Print 603.93.731

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TRAKKER Euro 4/5 POWER TAKE-OFFS 4-1

4.1 General Specifications 4-3

4.2 Power Take-off from Gearbox 4-5

4.3 Power Take-off from Transfer Box 4-8

4.4 Power Take-off from Drive line 4-9

4.5 Power Take-off from Engine 4-10

4.6 PTO management 4-17

4.6.1 General Specifications 4-18

4.6.2 PTO 0 mode (run mode) 4-18

4.6.3 Configurable PTO 1, 2, 3 modes 4-19

4.6.4 Intermediate rpm regulator 4-23

4.6.5 Standard configurations 4-24

4.6.7 Engaging the power take off 4-25

4.6.8 With Allison Gearbox 4-25

4.6.9 Use of the power take-off with vehicle in motion 4-25

4.7 EM (Expansion Module) 4-28

4.7.1 Connections 4-29

4.7.2 PTO activation/deactivation conditions: 4-30

4.7.3 No PTO installed or provisions for PTO: 4-30

4.7.4 PTO Multipower 4-30

4.7.5 PTO manual gearbox with electric engagement 4-31

4.7.6 PTO FOCSA 4-32

4.7.7 Engine PTO 4-32

4.7.8 PTO Eurotronic 2 transmission 4-33

4.7.9 PTO TRANSFER BOX 4-33

4.1 General Specifications

Both occasional and continuous use should be considered.

Transmission PTO data

Power Take---off from Gearbox

4.2 Power Take-off from Gearbox

Direct Application of Pumps

Power Take-off from Gearbox

Table 4.1 - PTO types provided by ZF and Hydrocar

Power Take-off from Gearbox

Table 4.1 - (continued) PTO types provided by ZF and Hydrocar

Power Take-off from Gearbox

Power Take---off from Transfer Box

4.3 Power Take-off from Transfer Box

For further information contact IVECO S.p.A., Technical Application,

Power Take-off from Transfer Box

Power Take---off from Drive line

4.4 Power Take-off from Drive line

Power Take-off from Drive line

Power Take---off from Engine

4.5 Power Take-off from Engine

Table 4.3 - Power take-off from front of engine

Max. rpm Max. take-off values

Power Take-off from Engine

4.5.2 Power take off from the rear of the engine

a) Power takeoff from engine flywheel

Power Take-off from Engine

Output rpm/engine rpm ratio 1.29

b) Power take-off from the timing gears at rear of engine

Direct pump application

Connection with coupling shaft

Power Take-off from Engine

Pump connection Flange connection (EuroTronic and

(Traditional transmissions only, not EuroTronic)

position on the vehicle