Powertakeoffs E2018 v2.0 en

MAN GUIDELINES
TO FITTING BODIES TRUCK

Power take-offs
Edition 2018 V2.0
P U B L I S H E R
MAN Truck & Bus AG
(hereinafter referred to as MAN)
Engineering Vehicle Truck

Application Engineering
Dachauer Str. 667
D-80995 Munich
E-Mail: info.manted@man.eu
Fax: + 49 (0) 89 1580 4264
www.manted.de
This English version is a translation.

In case of doubt or conflict the valid German language original will govern.
We reserve the right to make technical modifications in the course of further development.
© 2018 MAN Truck & Bus AG
Not to be reprinted, duplicated by any means whatsoever or translated – in whole or in part – without the prior
written consent of MAN Truck & Bus AG. All rights, especially those deriving from copyright law, are expressly
reserved by MAN.
Trucknology® and MANTED® are registered trademarks of MAN Truck & Bus AG.
If names constitute trademarks, they are also recognised as protected by the relevant owner without use of
the appropriate symbols (® ™).
I Edition 2018 V2.0 MAN Guide to fitting bodies Power take-offs

Content
1.0 General principles.............................................................................. 3

1.1 Calculating power and torque............................................................ 6
1.2 Propshaft connection to power take-off............................................ 8
1.2.1. Connection to propshaft on the power take-off in MAN
gearboxes........................................................................................ 10
2.0 Regulating engine speed................................................................. 12

2.1 Regulating the engine speed using cruise-control controls............. 12
2.2 Engine speed regulation via the ISC interface................................. 14
2.3 Starting and stopping the engine from outside the cab.................. 15
2.4 Gear-shift inhibitor and neutral selection switch.............................. 16
2.5 Stationary and non-stationary operation......................................... 17
2.6 Diesel particulate filter (DPF) regeneration (DPF)............................. 17
3.0 Technical description of power take-offs......................................... 18

3.1 MAN power take-offs....................................................................... 18
3.1.1 V-belt pulley..................................................................................... 18
3.1.1.1 Mounting brackets........................................................................... 20
3.1.2 Power take-off on air compressor................................................... 21
3.1.3 Camshaft power take-off, flywheel-side power take-off.................. 23
3.1.4 Outrigger support for hydraulic pumps on the flywheel-side
power take-off.................................................................................. 37
3.1.5 Power take-off on transfer case....................................................... 41
3.2 Gearbox power take-off................................................................... 48
3.2.1 Differentiation................................................................................... 48
3.2.2 Clutch-dependent power take-off ................................................... 48
3.2.2.1 Clutch-dependent power take-off on the ZF gearbox..................... 48
3.2.2.2 Clutch-dependent power take-offs on the MAN gearbox............... 54
3.2.3 Engine-dependent power take-offs................................................. 59
3.2.4 Power take-offs on gearboxes with converter-clutch units............. 62
3.2.5 Power take-offs on ZF HP automatic gearboxes............................. 63
3.2.6 Power take-offs and Intarders.......................................................... 65
3.2.7 Power take-offs with MAN HydroDrive............................................ 66
3.2.8 Power take-offs on ZF gearboxes (technical specifications
and tables) ....................................................................................... 66
3.2.9 Power take-off on EATON gearbox (technical specifications
and tables)........................................................................................ 66
If not otherwise specified: all dimensions are in mm, all weights and loads are in kg.
MAN Guide to fitting bodies Power take-offs Edition 2018 V2.0 II

These Guidelines to fitting bodies aimed at professional bodybuilder. Therefore, in this guideline, background
knowledge is assumed.
It should be noted that some work may only be carried out by suitably qualified personnel in order to avoid the risk
of injury and to achieve the necessary quality for construction work.
Notational conventions
In this guideline the following notational conventions are used:
Information
This notice points out further information to you.
Important notice
This notice draws your attention to possible damage to the vehicle.
Environmental notice
An environmental notice provides you with tips for environmental protection.
Warning notice
A hazard warning notice points out possible risks of accident or injury to you and others.
2 Edition 2018 V2.0 MAN Guide to fitting bodies Power take-offs

1.0 General principles
Power take-offs connect the vehicle‘s engine with the units to be driven, for example compressors or hydraulic
pumps.
Careful selection of the power take-off and a study of the installation situation are essential for subsequent
trouble-free operation of the vehicle.
MAN (for address see “Publisher“ above) will be happy to provide advice in this regard.
The guidelines for power take-offs are not designed to replace the vehicles‘ operating instructions.
Information
Power take-offs not offered ex works for the respective vehicle are installed at the installer‘s risk.
Power take-offs can be installed at the following locations, in some cases at several of them at once:
• On the engine
- On the front end of the engine (e.g. on the front end of the crankshaft, using a twin-groove
V-belt pulley, as a pump directly connected to the air compressor)
- On the engine rear (e.g. camshaft power take-off, flywheel-side power take-off)
• On the gearbox
• On the transfer case.
When selecting a power take-off, the following factors must be taken into consideration:
• Permissible torques
• Direction of rotation
• Impact factors
• Service life
• Critical engine speed
• Maximum length of the propshaft
• The maximum deflection angle and installation space for the propshaft
• Transmission ratio
• Gearbox technology (OD/DD)
• Cooling (no trapped heat at power take-off)
• Assembly and access
• Pump attachment
• The instructions of the power take-off manufacturer
• The instructions of the pump manufacturer
• The instructions of the propshaft manufacturer
The manufacturers of power take-offs have issued their own publications, which provide detailed information on:
• Correct choice of power take-off

• Correct utilisation
• Avoidance and elimination of vibration.
The maximum torque allowed for the power take-off can only be utilised if it is operated without any impacts and
vibrations. This is rarely possible, which is why in practice impact factors must be taken into consideration when
selecting the power take-off. A jolt or impact is understood to be a rapid increase in torque that decreases again
rapidly after a very short period of time. The quotient of maximum and minimum torque is known as the impact
factor.
The dimensioning must be based on the maximum occurring torque including the impact factor.
MAN Guide to fitting bodies Power take-offs Edition 2018 V2.0 3

The reduction in torque value at the power take-off must not fall below the maximum torque value of the engine.
Engine diagrams which provide information about performance and torque value can be requested from MAN
(for address see “Publisher” above).
Power take-offs must be protected against overheating; if necessary, the fan wheel offered by MAN must be
installed. Besides the fan wheel, various other heat-exchanger solutions for cooling gearboxes and power take-offs
are available. These make it possible to achieve fatigue strength for certain types of power take-off. More detailed
information can be obtained from MAN (for address see “Publisher“ above).
The heat exchanger solutions offered by MAN are retrofittable. The service information no. 230803a for the TGL
and TGM series is also accessible via the MAN After Sales Portal. A retrofitting guide for the TGS and TGX series is
available on the MAN After Sales Portal via the VirtTruck® system.
If applicable, modifying the vehicle parameters is required.
If you have any questions about the heat exchanger solutions offered by MAN, please contact MAN (for address,
see above under “Editor”).
Important notice
Heat must not be trapped; inadequate heat dissipation will cause damage.
Important notice
Note on gearbox-oil temperature:
The gearbox and the power take-off‘s nominal oil temperature may not exceed 110°C during operation.
Peak temperatures of max. 130°C are still permissible for brief periods (a maximum of 30 minutes).
If a check reveals that the oil temperature reaches higher values, then some form of external cooling
(e.g. a fan wheel) must be provided.
If parts of the engine enclosure have to be removed in order to install power take-offs, they must be replaced by
suitable items provided by the installing company. It must be ensured that excessive noise is not emitted.
The instructions in the section of the series-editions, chapter III Chassis, 6.3 “Engine environment“ must be observed.
Power take-offs are not designed to accept radial bearing loads imposed by chains or V-belt drives.
For this reason, chain sprockets or V-belt pulleys may not to be connected directly to the power take-off.
If the equipment to be driven could overload the power take-off, some form of overload protection must be installed.
This also applies if only occasional peak torques beyond the permitted limit occur. MAN workshops can use the
standard interface to configure and provide wiring for speed and torque limiters for TG vehicles
More detailed descriptions of the interfaces, pin assignments and information on parameterisation can be found in
the series-editions, chapter III-Chassis, 8.3 “Interfaces on the vehicle, preparations for the body“.
As is customary in mechanical engineering, all directions of rotation are quoted “looking at the shaft journal“,
that is to say at the output point.

The rotational speed at the power take-off‘s output is calculated by multiplying the engine speed by the respective
PTO‘s speed factor.
Important notice
The following are not permitted:
• Engine speeds < 800/minute with the power take-off engaged and under load.
• Even-numbered transmission ratios such as 1:1, 1:2 etc., since vibration could occur as a result of resonance.
At engine speeds of < 800/minute, unfavourable relations in conjunction with drive shafts may lead to
the development of excessive noise and vibrations on the power take-offs.

1.1 Calculating power and torque
Before the correct power take-off can be selected, the following details of the equipment it is to drive must
be available:
• Power requirement, torque

• Direction of rotation
• Period of operation
• Speed
• Impact factors.
The output torque stated for clutch- and engine-dependent power take-offs connected to the gearbox is based on
a PTO output with a nominal speed of 1500 rpm. Output torque decreases at higher speeds.
As a constant, output power at 1500 rpm is used here.
Formula 01: Calculation of nominal output power
M [Nm] · nPTO [min-1]

P [kW]
= __________________
9552
P = Nominal output power in kilowatts

M = Permissible output torque according to data sheet
nPTO = Rotational speed of power take-off – here, the nominal speed of 1,500 rpm
Using this constant it is then possible to calculate the available output torque at higher speeds.
Formula 02: Calculation of the permissible output torque at power take-off speeds > 1,500 rpm
P [kW] · 9552
Mmax [Nm] = ____________
nPTO [min-1]
Mmax = Permissible output torque at a speed > 1,500 rpm

P = Nominal output power in kilowatts (ascertained in the previous step of the calculation)
nPTO = Rotational speed of power take-off – here, the actual rotational speed

Parallel use of two outputs
If both outputs are being used at the same time in a clutch-dependent power take-off with two outputs, the
countershaft of the gearbox must not be overloaded.
In this case, the transmission of the power take-off and the gearbox must be considered.
If, for example, the output torque of the top output is completely exhausted, there is residual torque for the bottom
output that is under its maximum permissible load capacity.
Formula 03: Calculation of the remaining residual torque at the countershaft
f
MVR = MV - __o ٠ Mo
fv
Mo = output torque at the top output

MV = maximum permissible output torque at the countershaft
MVR = remaining residual torque at the countershaft
fo = DN factor of the top output
fV = transmission of the countershaft
The maximum extractable output torque at the bottom output can be calculated using the remaining residual torque
on the countershaft.
Formula 04: Calculation of the permissible output torque at the second output
fu
Mu = MVR ٠ __
fv
Mu = maximum permissible output torque at the bottom output

MVR = remaining residual torque at the countershaft
fu = DN factor of the bottom output
fV = transmission of the countershaft
If the output torque at the bottom output is completely exhausted, the remaining maximum permissible output
torque at the top output must be determined in line with the formulas above.
The values required for this calculation can be found on www.manted.de in the power take-off on the gearbox
section.

1.2 Propshaft connection to power take-off
With regard to the propshaft connection, the fundamentals laid down in the “Propshaft” section of the
chapter 6.5 “Gearbox and propshafts” (in the booklet applicable to the respective model range) apply.
The following conditions apply to the deflection angle of both single-plane and three-dimensional shaft systems:
• Deflection angle ≤ 7°, a tolerance of +1° is permissible

• Absolute difference in angle of ≤ 1° between the two deflection angles of a shaft; 0° is to be aimed for.
Fig. 01: Geometry of a propshaft train for power take-offs
5
4
2 3
T_364_000007_0001_G
1) Gearbox
2) Unit
3+4) Flanges must be aligned parallel
5) Deflection angles of the propshaft

When specifying the length of the propshaft, the length of any flexible coupling that may have to be installed must
be taken into consideration.
The stated values apply to both single-plane and three-dimensional propshaft systems.
In the case of three-dimensional propshaft systems, the resultant three-dimensional deflection angle must
be taken into account. Exceptions to the stated values must be expressly approved by MAN
Propshafts close to where persons move or work must be encased or covered.

In certain cases it may be necessary to modify individual cross members in order to ensure a permissible angle for
the propshaft. MAN offers its own solutions for this.
On the TGL/TGM vehicle series, for example, a height-adjustable portal cross member can be installed. If one or
more PTOs are assembled to the gearbox ex works, then the first frame cross member (portal cross member) behind
the gearbox can be a height-adjustable design.
This allows the installation of propshafts on the PTO that take the maximum permissible deflection
angle of 7° (+1° tolerance) into account. In the standard position, the cross member, including the bolt head, extends
up to 100 mm above the top edge of the frame. The height-adjustable cross member can be retrofitted
(for example when a PTO is retrofitted).
If these solutions are inadequate, the planned measures must be approved by MAN beforehand
(for address see „Publisher“ above).
Fig. 02: Height-adjustable portal cross member for power take-off on gearbox
1
70
30 4x 4x 30
T_327_000003_0001_G
1) Driving direction

1.2.1. Connection to propshaft on the power take-off in MAN gearboxes
Unlike the gearboxes produced by ZF described in the previous chapter, the following modifications to the
clutch-dependent power take-offs on the MAN TipMatic 12+2 gearbox arise.
Evaluation of irregular rotational position
For the lowest possible vibrations during the operation of the propshaft line, the correct alignment of the universal
joints must be ensured.
Fig. 03: Propshafts
Correct rotational position of the prop shafts Twisted universal joints
The irregularity is evaluated with a simple formula, in which the prop shaft deflection angles α1 and α2 are used.
If the universal joints are correctly aligned, these are:
Irregularity = α12 - α22
If the universal joints are mounted in a twisted position, the following formula can be used:
Irregularity = α12 + α22
The irregularity must not be greater than +25 and not lower than -25, in order to avoid vibration problems.
The universal joint angles must be more than 1°, since smaller angles can cause pressure damage to the universal
joints, which results in a shortening of service life.
If α1 = α2, the angles are correctly set.

Deflection angles and permissible output torque
Too large prop shaft deflection angles limit the max. permissible output torque of the power take-off.
The max. permissible output torque must only be decreased if the prop shaft deflection angle is not greater than 7°.
In the case of larger prop shaft deflection angles, the max. permissible output torque reduces to the value specified
in the following diagram.
Fig. 04: Diagramm: highest possible torque of the power take-off
100% = highest possible torque of the power take-off.

T_391_000003_0001_D

2.0 Regulating engine speed
Whether the vehicle is being driven or used to operate power take-offs, the power required from the engine is not
normally constant. The fluctuation in power requirement at a constant speed of rotation has to be equalised by
varying the amount of injected fuel.
At a constant speed of rotation, the following therefore applies:
• Less power required - less fuel injected

• More power required - more fuel injected.
Depending on the vehicle’s body and its intended purpose, the power take-off and therefore the engine are required
to run either at a minimum, a constant or a maximum speed. In most cases more than one of these requirements
has to be fulfilled simultaneously. All MAN diesel engines regulate speed and load by means of EDC
(EDC= Electronic Diesel Control). Interventions by the bodybuilder are made via the ISC (Intermediate Speed
Control) interface.
The ISC can also be actuated via the CSM (customer-specific control module).
The set speeds are maintained at a constant level even when the load varies; the accuracy of this system is always
greater than that of a mechanical system.
Lower speeds when operating the power take-off do not necessarily result in lower consumption or less noise.
The engines are optimised for certain operating situations that ensure economical and quiet operation.
2.1 Regulating the engine speed using cruise-control controls
MAN trucks and tractor units are fitted with a cruise control lever to regulate the vehicle’s speed. Alternatively, the
cruise-control function can also be controlled by means of the function keys on the multifunction steering wheel.
At road speeds ≤ 20 km/h this allows the engine speed to be regulated even without intervention in
the ZDR interface.
The memory button (Fig. 05 Pos. 1 / Fig. 06 Pos. 1) allows a constant speed to be set, with the + and - buttons
setting a working speed between an upper and lower limit. This then remains constant until the off button
(Fig. 05 Pos. 2 / Fig. 06 Pos. 2) is pressed or another switch-off condition (e.g. operating the brakes) occurs.
The engine-speed value can be permanently saved by pressing the memory button (depress Button 1 in Fig. 05, Pos. 1
for two seconds) and called up again by briefly pressing the memory button (Fig. 05 / Pos. 1), even after the engine
has been turned off and/or the vehicle has been driven in the interim.

Fig. 05: Layout and function of cruise control lever
T_255_000001_0001_G
1 2
1) Memory button
2) Off button
Fig. 06: Layout and function of the multifunction steering wheel
T_464_000003_0001_G
1) Memory button
2) Off button

2.2 Engine speed regulation via the ISC interface
The EDC control unit can be programmed to obtain suitable engine speed settings when power take-offs are to be
used.
The following can be set:
• Speeds (i.e. reduced top speed when power take-off is in use)

• Intermediate speeds
• Speed limits if intermediate speed control is required (e.g. for protection of the unit)
• Regulating behaviour and characteristic
• Switching preconditions.
The body-mounted equipment control system intervenes (e.g. by a switching signal to run up to a predetermined
intermediate speed) and registers the operating status (e.g. parking brake, gearbox in neutral, power take-off switch
setting) via the ISC interface. In order for these programmable options to be used, the following information
is required:
• ISC interface (for the 2000 model ranges L2000, M2000 and F2000)
• Interface for intermediate speed control at the vehicle management computer ISC at VMC
(standard equipment on all vehicles in the TG ranges).
• Customer-specific control module (optional, standard equipment on all vehicles in the TG ranges).
Information
A detailed description of the VMC and CSM interfaces with examples of use and current documentation on
the hard and software can be found in the series-editions, chapter III-chassis, 8.3 “Interfaces on the vehicle,
preparations for the body“ booklet. Please note that only the interface is offered ex works but none of the wiring.
Industry-specific parameters can already be programmed at the factory if the desired values are provided in good
time to the MAN salesperson by the bodybuilder. Changes can be made at a later date using the MAN-cats
diagnostic system.

2.3 Starting and stopping the engine from outside the cab
Certain body-side equipment requires that the vehicle’s engine can be started or stopped from outside the cab.
MAN offers a „preparation for engine start/stop facility at frame end“ independent of intermediate engine speeds
control (see chapter 2.2 “Engine speed regulation via the ISC interface”) .
The following always apply when this package is fitted.
• Gearbox neutral selection switch; the engine can be started only if neutral has been selected, i.e. if no
gear is engaged.
• Parking brake signal recognition; the engine can be started only if the parking brake has been applied.
• Start inhibit relay; the engine cannot be started again if it is already running.
Retrofitting the interface is possible but requires detailed knowledge of electrical/electronic systems and the
MAN on-board network. We therefore advise ordering it from the factory.
The connecting cable is rolled up at the frame end. If the vehicle must not be moved during power take-off
operation, we advise the additional fitting of a gear-shift inhibitor (see next section 2.4, „Gear-shift inhibitor and
neutral selection switch“).
In the currently available TGL/TGM and TGS/TGX model ranges, in addition to the preparation at the frame end an
engine start/stop facility beneath the front flap is also offered. The scope of functions is identical with that of the
preparation at the frame end. However, no wiring harness is routed to the frame end.
Start/stop facilities developed by bodybuilders themselves must comply with the instructions as set down in
the separate interface booklets.

2.4 Gear-shift inhibitor and neutral selection switch
On certain vehicles/types of body it is necessary to ensure that the power take-off can be engaged only if the vehicle
is not in gear. This function is enabled by a neutral selection switch. A gear-shift inhibitor also covers the reverse
situation, in that it prevents a gear being selected if the power take-off is already operating.
The MAN gear-shift inhibitor has the effect of an „exclusive OR“ switch, i.e. either a gear or the power take-off can
be selected but not both at the same time.
In the case of vehicles with manual gearboxes, gear shift is mechanically inhibited, while in the case of vehicles with
automatic gearboxes (TipMatic), gear shift is inhibited by means of software parameters.
Warning notice
We advise fitting a gear-shift inhibitor if engine speed is to be regulated and/or the engine is to be started from
outside the cab and the vehicle cannot or must not be moved.
Fig. 07: Gear-shift inhibitor on manual gearbox
T_327_000001_0001_G
1) Gear-shift inhibitor
If a mechanical gear shift blocker is subsequently installed, the function must be tested in accordance with the
following procedure before starting up the vehicle:
• Gearbox remains in neutral

• Supply air must be in contact with the blocking valve when the power take-off is activated.
• Moving-off gears check
- Engage gear 1 → if the gear cannot be engaged, function OK.
- Engage R-gear → if the gear cannot be engaged, function OK.
• If a gear can be engaged, function not ok.
Important notice
The implementing workshop is responsible for proper and professional installation, as well as for the functional
test of the gear shift blocker.

2.5 Stationary and non-stationary operation
Warning notice
We advise fitting a gear-shift inhibitor if engine speed is to be regulated and/or the engine is to be started from
outside the cab and the vehicle cannot or must not be moved..
As standard, power take-offs at the ends of gearboxes are designed for non-stationary operation, i.e. the power
take-off can also be used while the vehicle is in motion in a moving-off gear. If gear-shift inhibition has been
selected, the power take-off is switched to stationary operation. It can then only be operated when the vehicle is not
moving. If more than one power take-off is installed, each one can be configured as either a stationary or a
non-stationary power take-off.
If a power take-off configured as stationary is in operation, it is then not possible to engage gear, irrespective of
whether a power take-off configured as non-stationary is present or in operation.
If only power take-offs configured as non-stationary are in operation, a moving-off gear can be engaged and the
vehicle can be set in motion. Engaging gear and changing gear are possible only while the vehicle is not in motion.
2.6 Diesel particulate filter (DPF) regeneration (DPF)
Depending on the use of the vehicle, a regeneration of the diesel particulate filter is necessary at certain intervals.
The diesel particulate filter (DPF) collects the particulate and converts it into CO2. This process is known as
regeneration. For this purpose, a high exhaust gas temperature is required prior to the DPF. Regeneration usually
takes place automatically during driving operation and is not noticed.
For special applications, e.g. rental of vehicles with skylifters, the possibility of initiating DPF regeneration, even if
this is not yet required, may be useful. For this purpose, MAN offers a retrofitting solution for vehicles in the TGL
and TGM series. The relevant procedure and additional information is described in the Service Information 6109TA.
For vehicles that are predominantly operated in stationary conditions and are operated outside the cab, there is the
option to display the information for a necessary regeneration of the DPF as a transmitted message via the CAN
body on the control unit. Exact information can be found in the electrical interface description of the
customer-specific control module from step 2.

3.0 Technical description of power take-offs
Information
We wish to point out that the power take-off variants described in the guidelines to fitting bodies are possibly not
available ex works. The power take-offs available as standard can be found in our currently applicable sales
documents.
With regard to a change in the intended purpose of a vehicle and/or increasing its resale value, it is recommended
that the vehicle be equipped with the necessary electrical preparation for retrofitting a power take-off.
3.1 MAN power take-offs
MAN manufactures the following power take-offs itself:
• V-belt pulley, engine-dependent; for description see Section 3.1.1

• Power take-off at the air compressor, engine-dependent; see Section 3.1.2
• Camshaft or flywheel-side power take-off, engine-dependent; for description see Section 3.1.3
• Power take-off on transfer case; depending on switch position, engine-, gearbox- or distance-dependent;
for description see Section 3.1.4.
3.1.1 V-belt pulley
It is possible to fit a V-belt pulley with an effective diameter dw = Ø 242 mm with two grooves at the front end of
the crankshaft on the D08 engine.
This V-belt pulley is installed at the factory in conjunction with a hydraulic pump, on the right-hand side in the
direction of travel. In addition, a poly-V belt pulley with a diameter dw = Ø 224.8 mm is fitted to the crankshaft on
vehicles fitted with air conditioning in order to drive the air-conditioning compressor.
• L2000 / M2000: If air conditioning is fitted, this output point is occupied by the air-conditioning compressor.
• TGL/TGM: Air conditioning and power take-off can be combined.
Narrow V-belts as per DIN 7753 (air-conditioning compressor) or internationally ISO 2790 are to be used as
the transmission element. When calculating the power rating, proceed in accordance with DIN 7753 Part 2 or in
accordance with the information provided by the belt manufacturer.
MAN can supply ex works various units driven by V-belts or poly V-belts, in particular hydraulic pumps.
The current range of products available for delivery can be found in the sales systems.

Fig. 08: Hydraulic pump on D08 engine
T_327_000002_0001_G
1) Hydraulic pump
Table 01: Technical specifications of hydraulic pumps driven by V-belt pulleys
Engine Volume per Pressure during constant

Speed factor Hydraulic pump
model revolution in cm³ operation in bar:
19 190
Hydraulic pump
16 230
D08 1,175
14 + 5,5 200
Dual hydraulic pump
16 + 8 250
Hydraulic pumps fitted at the factory are fastened to the crankcase yoke.
Other units may also be mounted here if they do not weigh more than 11 kg.

3.1.1.1 Mounting brackets
A mounting bracket is available as a works solution for engines of the type D08 for subsequent installation of units
that are driven by a V-belt on the front side of the engine. Retrofitting is possible.
D08 engines with emission standard EURO 5, EEV and EURO 6 (without SCR only technology)
MAN part numbers and installation instructions for retrofitting are shown in drawing 51.19100-8000. This drawing is
available from MAN (for address, see above under “Publisher”).
D08 engines with emission standard EURO 6 with SCR only technology
MAN part numbers and installation instructions for retrofitting are shown in drawing 51.19100-8041. This drawing is
available from MAN (for address, see above under “Publisher”).
Retrofitting for engines with emission standard EURO 6 with SCR only technology is more complex as it is nec-
essary to replace the oil sump. It is therefore recommended to purchase this equipment option directly ex-works.
The following conditions apply to both versions:
• Max. perm. power rating: 10 kW

• Max. unit weight (incl. intermediate plate): 40 kg
• Refer to the specified drawings for further information
Fig. 09: Mounting bracket D08 SCR only
T_026_000001_0001_G

3.1.2 Power take-off on air compressor
It is possible to flange hydraulic pumps directly onto the front ends of the two-cylinder air compressors on
six-cylinder D28 engines (vehicles in the model ranges F2000, E2000 and TGA built up to 2003).
Fig. 10: Illustration on left: Output point on front end of two-cylinder air compressor on D28 Euro 3
engine
Illustration on right: Examples of hydraulic pumps on front end of two-cylinder
air compressor on D28 Euro 3 engine
4 5
1 3
2
6
7
T_327_000004_0001_G T_327_000005_0001_G
1) Alternator
2) Refrigerant compressor for cab air conditioning
3) Output at the two-cylinder air compressor
4) Single pump
5) Pump for hydraulic power steering
6) Tandem pump
7) Pump for hydraulic power steering
MAN can fit different hydraulic pumps ex works to the front end of the air compressor. Information on the sales
program of the respective country can be obtained from the MAN salesperson or branch responsible. Drawings are
available from MAN (for address see “Publisher” above).
Table 02: Technical specifications of hydraulic pumps for assembly on the air compressors
of D28 engines
Pressure during
Engine Volume per revolution
Speed factor Hydraulic pump constant operation
model in cm³
in bar:
Hydraulic pump 32 210
D28 1,15
Dual hydraulic pump 25 + 11 210
For 6-cylinder engines of the D20/D26 series (vehicle series TGA, TGS and TGX) with one and two-cylinder air com-
pressors, it is possible to flange hydraulic pumps directly to the front end of the air compressor.
An air compressor with a second output shaft is required for this purpose. The air compressor cannot subsequently
be equipped with a second output shaft. Retrofitting requires replacement of the air compressor.

Preparation for retrofitting pumps on air compressors is available and can be ordered ex works. Before hydraulic
pumps not provided and released ex works are attached, the installation space must be checked by the body
manufacturer. 3D models for checking installation space are available from MAN (for address, see “Publisher”
above).
MAN can fit different hydraulic pumps ex works to the front end of the air compressor. Information on the sales
program of the respective country can be obtained from the MAN salesperson or branch responsible. Drawings are
available from MAN (for address see “Publisher” above).
Table 03: Technical specifications of hydraulic pumps for assembly on the air compressors of
D20/26 engines
Pressure during
Volume per revolution
Engine model Speed factor Hydraulic pump constant operation
in cm³
in bar:
32 250
D20 Hydraulic pump 22,5 230
and 1,194 11 280
D26 22,5 + 32 230
Dual hydraulic pump
11 + 22,5 230
The single-cylinder air compressor is able to deliver the following torque:
• Lower power take-off: max. 180 Nm
Table 04: Technical data for hydraulic pumps for assembly on the two-cylinder air compressor for
engines D20/D26
Volume per revolution Pressure during cons-

Engine model Speed factor Hydraulic pump
in cm³ tant operation in bar:
32 250
D20
Hydraulic pump 22,5 230
and 1,194
11 280
D26
Dual hydraulic pump 11 + 22,5 230
The two-cylinder air compressor is able to deliver the following torque:
• Lower power take-off: max. 180 Nm
Information
Hydraulic pumps cannot be fitted to the air compressors of six-cylinder engines in the D38 model range.
Please note that the hydraulic pumps on the air compressor are not connected with the air compressor output shaft
when the vehicle is delivered. In order to do this, the clutch drive plates located in the vehicle interior first have to
be inserted. This prevents the pumps running while dry and possibly being damaged.
Optionally, a dual-circuit hydraulic system (e.g. for operating a snowplough and a gritter) can be delivered ex works.
On vehicles equipped with MAN HydroDrive the supply pump for the hydrostatic drive is attached to the lower
output shaft. In this case it is not possible to attach an additional hydraulic pump.
On vehicles equipped with Air Pressure Management (APM) - that is, with an air compressor that switches off
automatically - it is currently not possible to attach power take offs to the air compressor.
Any possible changes can be found in the sales systems.

3.1.3 Camshaft power take-off, flywheel-side power take-off
The output point is at the rear end of the engine. These power take-offs are not switchable but are permanently
engaged. However, the bodybuilder many install an electromagnetic coupling in the propshaft train.
The camshaft power take-off is available for engines with the D28 designation (vehicles in the model ranges F2000,
E2000 and TGA built up to 2003).
The flywheel-side PTO can be delivered for 6-cylinder engines with the designation D38 (vehicle series TGX),
D20/D26 (vehicle series TGA, TGS/TGX) and D08 (vehicle series TGL and TGM).
It is not possible to retrofit the flywheel-side PTO. For the engines D38/D20/D26, a preparation for the flywheel-side
PTO is available. The respective adaptors for the drive shaft connection or for direct pump attachment can then be
easily retrofitted.
With regard to the variants for the direct fitting of a pump, the following must be observed:
When fitting units (e.g. hydraulic pumps) to the flywheel-side PTO the respective maximum moment of weight must
not be exceeded.
In calculating the moment of weight, the weight of
• the pump,
• the fittings,
• the hoses and
• the respective hydraulic fluid
must be considered.
Units with a higher gravity torque must be supported correspondingly. Notes on outrigger support for hydraulic
pumps on the flywheel-side power take-off are given in chapter 3.1.4.
Important notice
Prior to assembly of the pump, the shaft/hub connection must be adequately greased with a high-temperature
grease as per MAN works standard MAN 284 Li-H2. No pastes containing metal (copper, aluminium, etc.) must
be used.

Important!
The surface of the flange for connecting the pump is treated with preserving wax. Prior to installation of the pump,
this surface must be cleaned using commercially available cleaning agents containing solvents, for example
naphtha. The various country-specific regulations concerning disposal must be observed.
MAN works standards can be obtained from www.ptd.man.eu - registration is required.
With regard to the variants with output flange, the following must be observed.
It is essential to comply with the maximum permissible propshaft deflection angle of 7° (see also the section entitled
“Propshaft connection to power take-off”) and to ensure low-impact and low-vibration operation. In certain cases
it may be necessary to modify individual cross members in order to ensure a permissible angle for the propshaft.
MAN offers its own solutions for this. If these are inadequate, the planned measures must be approved by MAN
beforehand (for address see “Publisher” above).
Flexible double-flange couplings to fit the respective flywheel-side power take-offs are available ex works. It is
mandatory to install them when driving units with an impact factor of Mmax / Mmin ≥ 2. They are also recommended
for all other bodies in order to prevent noise / resonance and protect against overloading. Double-flange couplings
are to be fitted between the power take-off and the unit to be driven (on the unit side).
Flywheel-side power take-off data for D38 engine:
Variant for direct fitting of pump as per SAE-B (2-hole) delivering 300 Nm max. output torque in continuous
operation (see Fig. 11)
• Pump connection, toothed hub profile as per ANSI B92.1, 15T, 16/32 DP
• Speed = 1.42 x engine speed
• Direction of rotation same as engine, anticlockwise as seen in direction of travel.
• Engine speed ≥ 800 rpm with load on flywheel-side power take-off.
• While speed is still building up, speeds of < 800 rpm are temporarily possible. Care must be taken to ensure
that the maximum permissible torque is not exceeded due to torsional vibrations.
• Maximum rated torque ≤ 300 Nm in continuous operation.
• Maximum peak torque ≤ 420 Nm for short-term operation (“short-term operation” is defined as max.
three minutes per operating hour).
Fig. 11: Flywheel-side PTO for D38 engine for direct fitting of pump
121,5
146 ± 0,15
G8
Ø 101,6
365
69
T_327_000030_0001_G
1
1) Center of crankshaft

Variant for direct fitting of pump as per DIN ISO 14 delivering 400 Nm max. output torque in continuous operation
(see Fig. 12)
• Pump connection, splined hub profile DIN ISO 14 –8x32x36

• Speed = 1,42 x engine speed
• Permissible gravity torque max. 30 Nm (pump with valves, e.g. hydraulic hoses, hydraulic oil, etc.)
• Direction of rotation same as engine’s rotation direction, on the left in the direction of travel
• Engine speed ≥ 800 rpm with flywheel-side PTO under load
• During speed build-up, temporary engine speeds of < 800 rpm are possible, whereby it must be ensured
that the maximum permissible weight balance is not exceeded due to torsional vibrations.
• Maximum rated torque ≤ 400 Nm in continuous operation
• Maximum peak torque ≤ 570 Nm for short-term operation (“short-term operation” is defined as
max. three minutes per operating hour).
Fig. 12: Flywheel-side PTO with engine D38 for direct pump attachment (DIN ISO 14)
80 (153)
(40.7)
B
80
A
A
365
69
T_327_000041_0001_G

Camshaft power take-off data for the D28 engine (see Fig. 13):
• Flange Ø 100 6-hole 8 mm

• Engine speed ≥ 800 rpm with load on camshaft power take-off.
Fig. 13: Camshaft power take-off on D28 engine
15
T_327_000006_0001_G
1
Flywheel-side power take-off data for D20 and D26 engines
Variant delivering 650 Nm max. output torque in continuous operation (see Fig. 13)

that the maximum permissible torque is not exceeded due to torsional vibrations. In applications with
an impact factor > 2, it is necessary to install the flexible flange coupling offered ex works on the unit.


that the maximum permissible torque is not exceeded due to torsional vibrations. It is mandatory to install
the flexible flange coupling offered ex works on the unit.
Fig. 14: Flywheel-side power take-off on D20 and D26 engines with output flange
60
336
78,7
1
T_327_000007_0001_G

Variant for direct fitting of pump as per DIN ISO 14 delivering 400 Nm max. output torque in continuous operation
(see Fig. 15):
• Pump connection, splined hub profile as per DIN ISO 14 - 8 x 32 x 36

• Permissible moment of weight of hydraulic pump max. 30 Nm (pump with fitting, e.g. hydraulic hoses,
hydraulic oil and so on).
Fig. 15: Flywheel-side PTO for D20 and D26 engines for direct fitting of pump
80
121,5
80
336
60
T_327_000031_0001_G

Variant for direct fitting of pump as per SAE-A (2-hole) delivering 100 Nm max. output torque in continuous opera-
tion (see Fig. 16):
• Direction of rotation same as engine, anticlockwise as seen in direction of travel
Fig. 16: Flywheel-side PTO for D20 and D26 engines for direct fitting of pump (SAE-A)
±0.15
106.4
121.5
G8
15 °
Ø 82.6
336
60
T_327_000032_0001_G
1

Variant for direct fitting of pump as per SAE-B (2-hole) delivering 300 Nm max. output torque in continuous opera-
tion (see Fig. 17):
Fig. 17: Flywheel-side PTO for D20 and D26 engines for direct fitting of pump (SAE-B)
121,5
146 ±0,15
G8
Ø 101,6
336
60
T_327_000033_0001_G

SSNA PTO data for engine D15:
• Flange dia. 100 6-hole 8 mm

• Engine speed ≥ 800 rpm with load on flywheel-side PTO
• During speed build-up, temporary speeds of < 800 rpm are possible, whereby it must be ensured that the
maximum permissible torque is not exceeded due to torsional vibrations. Unit-side installation of the flexible
flange coupling offered ex-works is mandatory.
• Maximum permitted rotational acceleration 800 (rpm)/s
• Maximum peak torque ≤ 1000 Nm for short-term operation (“short-term operation” is defined as max. three
minutes per operating hour).
Fig. 18: Flywheel-side PTO for engine D15 with output flange (51.38500-8018)
169
88,3
342
1) Centre of crankshaft
T_327_000047_0001_G
Variant for direct pump mounting as per SAE-A (2-hole) delivering 100 Nm max. output torque in continuous oper-
ation (see Fig. 19):
• Pump connection, toothed hub profile ANSI B92.1, 9 T, 16/32 DP

• Permissible weight balance max. 30 Nm (pump with fittings, e.g. hydraulic hoses, hydraulic oil, etc.)
maximum permissible torque is not exceeded due to torsional vibrations.

Fig. 19: Flywheel-side PTO for engine D15 for direct pump mounting (SAE-A)( 51.38500-8019)
169
71,5
342
1
T_327_000048_0001_G
Variant for direct pump mounting as per SAE-B (2-hole) delivering 300 Nm max. output torque in continuous oper-
ation (see Fig. 20)
• Pump connection, toothed hub profile ANSI B92.1, 13 T, 16/32 DP

• Permissible weight balance max. 30 Nm (pump with fittings, e.g. hydraulic hoses, hydraulic oil, etc.)
maximum permissible torque is not exceeded due to torsional vibrations.

Fig. 20: Flywheel-side PTO for engine D15 for direct pump mounting (SAE-B) ( 51.38500-8020)
169
78,5
1 342
T_327_000049_0001_G

Flywheel-side power take-off data for D08 engine:
A flywheel-side power take-off on vehicles in the TGL/TGM model ranges is possible only in conjunction with
C or crew cabs. The flywheel side PTO is available independently of the cab for vehicles complying with exhaust
standard Euro 6.
Variant up to Euro 4 (see Fig. 21):

Variant up to Euro 5 (see Fig. 21)

• Engine speed ≥ 800 rpm with load on flywheel-side power take-off
that the maximum permissible torque is not exceeded due to torsional vibrations. In applications with an
impact factor > 2, it is necessary to install the flexible flange coupling offered ex works on the unit.
Fig. 21: Flywheel-side power take-off data for six-cylinder D08 engine
Ø84 ±0.1 +0.15
Ø8,1 0
60°
328
87.4
16
T_327_000024_0002_G
1

Variant from Euro 6 on:
Variant with output flange (see Fig. 21)

that the maximum permissible torque is not exceeded due to torsional vibrations. In applications with an
impact factor > 2, it is necessary to install the flexible flange coupling offered ex works on the unit.
Variant for direct fitting of pump as per SAE-B (2-hole) (see Fig. 22):
• Pump connection, toothed-hub profile as per ANSI B92.1 (hub diameter optionally 7/8” or 1”, see Fig. 19
and Table 05)
• While speed is still building up, speeds of < 800 rpm are temporarily possible. Care must taken to ensure
• Maximum permissible acceleration at pump’s center of gravity 20 g.
• Maximal permissible support torque on the intermediate section: 50 Nm.
• Maximum centroidal distance of connecting flange: 160 mm.
• Maximum torque ≤ 320 Nm in continuous operation.
Fig. 22: Variant for direct connection of pump as per SAE-B for the six-cylinder D08 engine
l max = 160mm
146
. .
m
328
16
T_327_000034_0001_G

Fig. 23: Overview of hub profiles
A ISO
30 °
4
Ø8
T_327_000035_0001_G
Table 05: Hub profiles
Nominal size Pitch (module) P Pressure angle No. of teeth Z

7/8” 16/32 30° 13
1” 13/32 30° 15

3.1.4 Outrigger support for hydraulic pumps on the flywheel-side power take-off
Support for hydraulic pumps fitted directly to the flywheel-side PTO on the gearbox is permissible under the following
conditions and only for vehicles in the TGS and TGX ranges with D20, D26 or D38 engines.
Important notice
The gravity torque of the hydraulic pump (incl. oil, hoses and valves) may not exceed 50 Nm, even with support.
The maximum permissible output torque remains unchanged at 400 Nm during continuous operation (570 Nm for
short-time operation; maximum 3 minutes per operating hour).
Notes:
• Only approved attachment points may be used for mounting the outrigger.
• The structural design of the outrigger is incumbent upon the body manufacturer.
• The outrigger must be implemented on both sides. A retainer which e.g. only supports the pump on
the left-hand side is not permissible.
• It must be ensured that no collision between the outrigger with other, partly moveable vehicle parts
can occur.
• The pump must be held in an exactly horizontal position by the outrigger. Distortion-free attachment must
be ensured. Axial transmission of force in the power take-off is not permissible.
• The length of the screws and the thread for fixing the outrigger to the gearbox must be selected so that
no damage to the gearbox occurs
Threaded holes on the manual gearbox (ZF 16S Ecosplit)

Threaded holes on the clutch case (to be used in preference)
Requirements for the screw connection
Requirement Value
Screw depth max. 34 mm
Tightening torque max. 240 Nm
Thread (item 1) M16 x 1,5 1
• Screws with sufficient strength should be used. 1

Threaded holes on the manual gearbox (ZF 16S Ecosplit)
Threaded holes on the gearbox housing (optional)
Requirements for the screw connection 1
Requirement Value 2
Screw depth See drawing

see drawing
(1) M8, 18 mm
Thread (items 1-3)
(2) M8, 22 mm
(3) M12, 22 mm
• Screws with sufficient strength should be used.
Threaded holes on the semi-automatic TipMatic gearbox (ZF 12AS AS Tronic)

Threaded holes on the clutch case (on the right in the direction of travel)
Requirement Value
Thread (item 1) M16 x 1,5

Threaded holes on the clutch case (on the left in the direction of travel)
Requirement Value
Thread (item 1) M16 x 1,5

Screw connection on the clutch case (optional)
Requirements for the screw connection
Requirement Value 1
Tightening torque 50 Nm
Thread (item 1) M10
• The screws must be longer than the standard

screws, due to the thickness of the retainer
material.
• Screw quality as for standard screws
• The retainer may only be supported within
the screw contact surface area.
• The gearbox must be inspected for oil
tightness at the screw connection.

Threaded holes on the automatic TipMatic gearbox (ZF 12TX TraXon)
Bolted connection on the gearbox
Requirements for the bolt connection
Requirement Value 1
Depth of engagement max. 25 mm
Thread M16 x 1.5
• Bolts of sufficient strength must be used.
Threaded holes on the semi-automatic TipMatic gearbox (ZF 12TX TraXon)

Bolted connection on the clutch case
Requirements for the bolt connection
Requirement Value
Thread M12 x 1.5 1
• The bracket must be made from steel

- max. material thickness ≤ 4mm
- Painting with layer thickness ≤ 30 µ
- No alternative cataphoretic dip-priming
(due to decrease in torques)
- Alternative zinc/nickel coating
• A maximum of two screws of the bolt connection can be used

• The loosened screws DIN960 M12 x 1.5 x 95 Z1 300HV 10.9 MAN183 B1
(with integrated washer) must be replaced with two screws DIN960 M12 x 1.5 x 95 10.9 MAN183 B1
(without washer).

3.1.5 Power take-off on transfer case
On the two-gear version of the transfer case (in each case with driver-engaged off-road ratio) a flange for a
power take-off can be installed in addition to the output points for the front and rear axles. Transfer cases enabling
a power take-off are listed in Table 08+Table 09. The output point is at the rear of the transfer case (see Fig. 24+
Fig. 25).
The power take-off can be engaged and disengaged independently of gear changes or the additional off-road
transmission ratio in the transfer case. The transfer-case power take-off can also be used when the vehicle is
stationary. For this purpose, a gear must be engaged and the transfer case placed in neutral.
Vehicles with automated TipMatic gearbox
ZF TipMatic (12 AS gearbox)
On vehicles with a 480 hp EURO 6 engine (D2676LF45) and automated gearbox (ZF AS Tronic), MAN Service can
implement stationary operation of a power take-off on the transfer case. This requires parameterisation of the
vehicle and installation of a modified DNR switch.
Further information on this can be requested from MAN (for address see “Publisher” above).
We recommend installing the oil/water heat exchanger available ex works for cooling the gearbox oil.
ZF TipMatic (12 TX gearbox)
On vehicles of all emission classes produced from March 2018 on, both stationary and non-stationary operation
of a transfer case PTO can be realised (for non-stationary operation, further conditions, for example engine-speed
request, must be taken into consideration and checked). Gearboxes with older software statuses can under certain
circumstances be updated. Information on this can be requested from MAN (for address see “Publisher” above).

For new vehicles equipped with transfer cases as standard, a PTO on the transfer case with neutral position switch
can be ordered as a customer special request (CSR).
For existing vehicles that are to be retrofitted with a transfer case PTO, the corresponding cable harness can be
retrofitted and parametrisation can be carried out.
We recommend installing the oil/water heat exchanger available ex works for cooling the gearbox oil.
The transfer case PTO is activated via the PTO 1 interface. As a result, only one additional clutch-dependent PTO
fitted to the end of the gearbox can be used.
Process for switching-on transfer case PTO
• Set the DNR switch to neutral (N).

• The signal ‘Transfer case in neutral position’ is required.
• Activate PTO I
• If the engine is idling and the signal “PTO 1 active” is present, direct gear (12th gear in DD, 11th gear in OD) is
engaged in the gearbox.
• The driving clutch is automatically engaged.
Both stationary and non-stationary operation can be parametrised. In the case of stationary parametrisation, the
PTO can only be activated when the parking brake is engaged.
Switching off the transfer case PTO
There are two ways of switching off the transfer case PTO:
• Switch off PTO I (clutch disengages, gearbox shifts to neutral)
• Actuate the brake pedal (threshold value is 65% brake-pedal actuation, clutch disengages, gearbox shifts
to neutral
Engine start/stop function when the transfer case PTO is being used
• Engine stop
• Engine switches off
• Clutch disengages
• Gearbox shifts to neutra
Engine start
• Engine starts
• Check whether conditions for switching on are met
• If the conditions for switching on are met, the direct gear is engaged and the clutch is engaged.
Interface description for retrofitting a transfer case with PTO function in conjunction with a TX gearbox
Below you will find the electrical interface description for retrofitting a transfer case with PTO function in conjunction
with a TX gearbox.
The scope described here is not included in the vehicle’s standard scope of delivery and must be completely
retrofitted. For purposes of preparation we recommend also ordering Sales Code 308CB (Electrical preparation for
retrofitting a PTO) and adapting it in accordance with the example circuit below. The functionality described can be
installed in all-wheel-drive and non-all-wheel-drive vehicles. Parametrisation and cabling of the vehicle electrical
system must always be carried out by an MAN service outlet.

Important notice
Simultaneous operation of the PTO on the MAN transfer case or a third-party transfer case and clutch-dependent
PTOs at the end of the gearbox (MAN TipMatic/ZF TraXon) is possibly only subject to restrictions. The possible
combinations are listed in the following table.
The table must be read in rows. All listed options must be checked successively in order to check the feasibility of
the desired variant.
Table 06: Check matrix for POT on transfer case for Man TipMatic / ZF TraXon gearbox
Clutch-dependent PTO
wood cutter operation

PTO on transfer case
PTO on transfer case
gearbox constant K1
gearbox constant K2
Parallel operation of
Flywheel-side PTO
at end of gearbox
PTO operation on
PTO operation on
transfer case via
transfer case via
and PTO at end

MAN TipMatic /
Permitted for
not possible*
ZF TraXon)
of gearbox
(gearbox
possible
* The PTO on the transfer case must be protected against parallel operation with the clutch-dependent PTOs at the
end of the gearbox
Operation of PTO on transfer case via gearbox constant K1

• Even gear for OD gearboxes (gear 12)
• Odd gear for DD gearboxes (gear 11)
• Standard software, can be ordered via customer special request
Operation of PTO on transfer case via gearbox constant K2

• Odd gear for OD gearboxes (gear 11, direct gear)
• Even gear for DD gearboxes (gear 12, direct gear)
• Software available only through after-sales service
Fig. 20 shows an example of a circuit for the cabling on a non-all-wheel-drive vehicle. The cabling on all-wheel-drive
vehicles must be carried out in accordance with the CSR documentation of the respective type. This can be
requested from MAN (for address see “Publisher” above).

Fig. 24: Example of a circuit for non-all-wheel-drive vehicles
T_991_000032_0001_Z
A1124 PTM (Power Train Manager) 1 Feedback / PTO status

S237 Switch, transfer case on PTO 2 Transfer case on PTO
K1 Relay, status of transfer case PTO 3 Neutral position switch, transfer case
K2 Relay, neutral position switch 4 Switching valve, PTO
K3 Relay transfer case PTO 5 Transfer case with PTO and neutral position switch
V1 Diode
The switch for the transfer case PTO (S237) is item number 81.25505-6982 and the contacts for the PTM are item
number 07.91201-6015..

Table 07: Cables and plugs
Connector Cable Number Function

PTO-1 request, e.g. for request from body
X1996/3 40354
No load may be connected here.
PTO-1 status/feedback (necessary for PTO display in vehicle
X1996/4 40197
and air-suspension lowering, if fitted)
40187 Neutral position, transfer case
40150 Check lamp, PTO
60028 Power supply, terminal 15
40546 Switch, PTO
Connection of solenoid valve (actuation of PTO)
40329
maximum load 2 A
Notes on operating the transfer case PTO
Operating the transfer-case power take-off in reverse gear while the vehicle is stationary is not permitted.
The transfer-case oil pump supplies oil only during operation in the forward gears.
To ensure that the oil pressure required for lubrication builds up, the transfer case must be operated for 1 minute
at 1000 rpm without load before load operation. In order to guarantee sufficient lubrication during load operation,
the rotational speed on the power take-off must be at least 800 rpm.
At low temperatures, the driveline must be warmed up before operation by moving with the vehicle. Operation of
the transfer case is permitted up to an ambient temperature of -40 °C.
Important notice
If the power take-off is operated while reverse gear is engaged, the oil supply is not ensured. This will result in
damage to the transfer case.
Currently, whenever a transfer-case power take-off is selected a cooling package for cooling the transfer-case oil is
automatically also installed.Regardless of the nature of power take-off operation, the following apply:
• The power take-off rotates only when a gear has been selected.
• The direction of power take-off rotation in forward gear is in anticlockwise rotation (looking in the direction
of travel)
Table 08: Transfer-case power take-off data for discontinued model ranges
Speed Permissible
Installation Transmission Transmission
Transfer Model factor torque Flange Ø
drawing ratio ratio
case range power power take- [mm]
Transfer-case on-road off-road
take-off off [Nm]
L2000,
G1000-2 81.37000.8132 1,061 1,607
M2000L/M
X-serration
F2000,
G1700-2 81.37000.8118 Ø 155
E2000 1,007 1,652
G173 81.37000.8170 1,0 ≤ 8000 4-hole
/ TGA
M12x1,
F2000, 5x45
G2500-2 81.37000.8124
E2000 0,981 1,583
G253 81.37000.8170
/ TGA

Fig. 25: Transfer-case power take-off
1 2 4 5
T_327_000008_0001_G
9 8
1) Power take-off indicator switch, normally open (power take-off engaged = contact closed)
2) Air pressure connection IV M12x1.5/16
3) Steering pump
4) Neutral indicator switch, normally open (contact closed in neutral)
5) Off-road ratio indicator switch, normally closed (contact opened in off-road ratio)
6) Power take-off
7) Speedometer drive connection (Renk)
8) Oil drain plug, 22 mm across
9) Oil filler and oil level check, 22 mm across flats
Table 09: Transfer-case power take-off data for current model ranges
Permissible
Speed
Installation Transmission Transmission torque
Transfer Model factor Flange Ø
drawing ratio ratio power
case range power [mm]
Transfer-case on-road off-road take-off
take-off
[Nm]
G173 TGS 81.37000.8163 1,007 1,652 X-serration
Ø 155
1,0 ≤ 8000 4-hole
G253 TGS 81.3700.8168 0,981 1,583 M12x1,
5x45

Fig. 26: Transfer-case power take-off
1 2
3 4
T_327_000009_0001_G
1) Transfer case input
2) Power take-off
3) Output to front axle
4) Output to rear axle
The MAN power take-off on the transfer case is:
• Gearbox dependent
• Distance dependent
1. Gearbox-dependent operation
If the transfer-case power take-off is required while the vehicle is stationary, the transfer case must be set to neutral.
The required power take-off drive ratio with the vehicle stationary is obtained by selecting any gear at the main
gearbox. The power take-off ratio with the vehicle stationary is thus equivalent to the corresponding main gearbox
ratio.
2. Distance-dependent operation
Attached implements required to perform a given number of rotations for a given road distance must be driven by
a distance-dependent power take-off. Since the transfer case output is governed by both the on-road and off-road
ratio groups, two different ratios can be selected for distance-dependent operation.
Distance-dependent operation of the power take-off depends on:
• the transfer case ratio (the selected on- or off-road gear),

• the final drive ratio at the driven axle(s) and
• the tyre size.
As a parameter for the ratio, the number of power take-off revolutions per metre of distance covered can be stated,
or alternatively the reciprocal value, that is to say the distance covered in metres per revolution of the power take-
off. In the distance-dependent mode, the main gearbox ratio and the engine speed are not the fundamental factors
governing the power take-off ratio.

3.2 Gearbox power take-off
3.2.1 Differentiation
Power take-offs can be differentiated on the basis of the following criteria.
• The duration of operation

- Brief operation < 30 minutes
- Brief operation < 60 minutes
- Continuous operation >= 60 minutes
• The power flow on which they are dependent

- Clutch-dependent power take-off
- Engine-dependent power take-off
3.2.2 Clutch-dependent power take-off
3.2.2.1 Clutch-dependent power take-off on the ZF gearbox

In the gearbox, one pair of gears is driven via the main shaft (also the gearbox input shaft) when the engine is running
and the clutch is engaged. This causes the countershaft to rotate as well. When the clutch is operated, internal
resistance to rotation in the gear train causes the countershaft to come to a standstill. In this operating condition
the power take-off can be engaged.
If the vehicle is delivered ex works fitted with two clutch-dependent power take-offs, the upper output point is
assigned to PTO 1. PTO 2 is assigned the lower output point.
Fig. 27: Assignment of output points
T_327_000042_0001_G
1) PTO I → always TOP

2) PTO II → always BOTTOM

The drive ratio between engine and gearbox is determined by the ratio of the gear pair between the main shaft and
the countershaft.
If identical power take-offs are fitted to different gearboxes, their speed factors (f) will vary according to the basic
gearbox ratio.
If appropriate electrical preparation has been installed, clutch-dependent power take-offs can be retroﬁtted to the
end of the gearbox. Without the electrical preparation, the effort involved in retrofitting wiring is considerably greater.
For more precise information on effort and costs, please contact your MAN Service outlet. If you have any questions
regarding power take-off design, please contact MAN (for address see “Publisher” above).
Fig. 28: Example: Schematic gearbox diagram of clutch-dependent ZF power take-off
4
2
3
T_327_000010_0001_G
1) Engine
2) Gearbox
3) Main output flange
4) Pump
5) PTO NH/1

Engagement:
The power take-off is engaged pneumatically via a switching valve and a pneumatic cylinder, located inside the PTO
housing, which is pressurised on one side.
Fig. 29: Engaging the ZF power take-off
I 1
O I O
6
5
2
7
3
4 T_327_000011_0001_G
1) Sensor „I/O“
2) Air pressure connection
4) Air reservoir
5) Shift valve
6) OFF – Reset by spring force
7) ON - actuation through compressed air
Operation:
It is possible to operate the power take-off both when the vehicle is stationary and when it is in motion.
However, the power take-off may be turned on and off only when the vehicle is stationary.
If clutch-dependent power take-offs are operated whilst the vehicle is in motion then there may be no gear changes.
On vehicles fitted with a TipMatic gearbox, the gears listed in the table below are available when the power take-off
is turned on. Gear change is only possible when the vehicle is stationary. Changing gear while driving is not possible.
Table 10: Gears available on TipMatic and TraXon gearboxes with power take-off active
Direction of travel
Gearbox type Forwards Reverse
For DD gearboxes (direct drive) 1, 3, 5 1
For OD gearboxes (overdrive) 2, 4 2

In the case of TraXon OD gearboxes, power take-off NH/4c may optionally be ordered in a variant especially
designed for tipper operation by means of a sales code.
Here, the low speed factor is activated as soon as the DNR switch is used to change to manual mode and a
moving-off gear is engaged. This enables the selection of first gear for moving off, which simplifies the dispersal
of gravel, for example.
This function can also be parametrised retroactively.
Table 11: Gears available on TraXon gearboxes with active power take-off NH/4 with tipper option
Direction of travel
Gearbox type Forwards Reverse
Tipper option for TraXon OD
gearbox (overdrive) 1, 3, 5 1
The following safety notes must be observed.
• The power take-off may only be turned on or off with the clutch disengaged manual gearbox) or with
the DNR switch in the neutral position (TipMatic gearbox)!
• The engine must be at idling speed when disengaging.
• Only turn the power take-off on when the countershaft is stationary. Grating will occur if the power take-off
is turned on with the countershaft still rotating.
Coast-down times are different depending upon the operating conditions and may be shortened by brief
asynchronisation, preferably with first gear, when a manual gearbox is fitted. When a TipMatic gearbox is fitted, due
to the nature of the system it may take a few seconds for the power take-off to become active subsequent to
the request.
Caution: When the vehicle is at rest the pressure in the system slowly drops. This causes the claw-type coupling
located above the pressure spring in the shift cylinder to disengage. As soon as the air pressure in the system
increases once more (as a result of the engine being started), it will engage again automatically. With the engine
running, this causes damage to the switching-gear teeth and leads to premature failure of the power take-off.
For this reason, if the vehicle is to be switched off for any length of time (e.g. overnight) the power take-off must be
turned off.

Power take-off designations:
The last letter in the power take-off designation, that is to say the letter “b” or “c”, defines the type of connection.
One must distinguish between two versions.
• Version “b”
This is the basic version for driving propshafts and is fitted with a flange as per DIN ISO 7646.
• Version “c”
This is the simplest and most commonly-used type for the direct connection of pumps.
The pump connection is implemented as per ISO 7653 or BNA NF, R17-102 (e.g. Meiller axial piston pump).
Depending on the design of the power take-off, Version “c” can be converted to Version “b” and vice versa.
Information on feasibility and the effort involved can be requested from MAN (for address see “Publisher” above).
Fig. 30: Connection variants for power take-offs
017517
023827 a
017518
023827 b T_327_000012_0001_G
When connecting pumps directly to a Version “c” PTO, the body manufacturer must ensure that the maximum per-
missible weight balance is not exceeded by the hydraulic pump (with its fittings, for example hydraulic hoses, hy-
draulic oil, etc.). For weight balances, please see Section 3.2.8, “Power take-offs on ZF gearboxes” and/or Section
3.2.9, “Power take-offs on EATON gearboxes”.
Sealing between pump and power take-off must be implemented by means of two radial shaft seals (D1 + D2) with
a breather (E1) between them (see Fig. 31).
The seal on the power take-off side (D1) must prevent any oil released by the MAN / ZF gearbox escaping.
The seal on the pump side (D2) must prevent any hydraulic oil escaping from the pump.
It must be ensured that the vent bore always functions, i.e. it must not be painted over, closed up or soiled.

Important notice
The seals must withstand temperatures up to 120°C.
The breather is to ensure that no gearbox oil is drawn off and that there is no ingress of hydraulic oil to the gearbox.
In the event of oil leaking at (E1) the complete system must be checked without delay.
Fig. 31: Seal between pump and power take-off
D2
D1
E1 T_327_000013_0001_G
D1 = seal on the PTO side

D2 = seal on the pump side
E1 = vent bore
Fig. 32: Maximum moment of weight of directly-connected pump
a [m]
FG [N]
T_327_000014_0001_G
1) Balance point
Formula 05: Maximum moment of weight acting on power take-off
MG = a • FG
Where:
MG = Maximum moment of weight of directly-connected pump [Nm]

a = Distance between center of gravity of pump and face of pump flange [m]
FG = Weight of pump including all attached fittings (e.g. hydraulic hoses, hydraulic oil,
etc.) in [N]

3.2.2.2 Clutch-dependent power take-offs on the MAN gearbox
In the gearbox, one pair of gears is driven via the main shaft (also the gearbox input shaft) when the engine is running
and the clutch is engaged. This causes the countershaft to rotate as well. When the clutch is operated, internal
resistance to rotation in the gear train causes the countershaft to come to a standstill. In this operating condition
the power take-off can be engaged.
The gear ratio between the engine and the gearbox is determined by the ratio of the pair of wheels on the main shaft
and the countershaft, as well as the installed power take-off module. Depending on which type of power take-off
was ordered, either the fast or the slow power take-off module is installed.
The power take-off module consists of the drive wheel and the drive shaft. Both these items are shown on the
following diagram.
On MAN power take-offs, two DN factors are available. The slower DN factor is always set as the default by the
factory. The faster DN factor can be set retroactively by modifying the vehicle parameters. Free switching of the DN
factors by the operator - e.g. by a switch - is not possible. On power take-offs with two outputs, both are switched
to the faster DN factor.
Fig. 33: Example: Gearbox map for clutch-dependent MAN power take-offs
1
5 2
Flux of force in slow splitter box 1
5 2
4
T_327_000043_0001_G
Flux of force in fast splitter box
1) Main shaft
2) Countershaft
3) PTO drive wheel
4) PTO drive shaft
5) Power take-off

If identical power take-offs are fitted on different gearboxes, the different basic gear ratios of the gearboxes mean
they have different DN factors (f).
The clutch-dependent power take-offs fitted on the end of the gearbox can be retrofitted. It is advisable to order
power take-offs and electrical preparations for power take-offs ex works. Without the electrical preparation, it is
much more difficult to wire up afterwards.
For more precise information on effort and costs, please contact your MAN Service outlet.
Detailed instructions for retrofitting clutch-dependent PTOs to MAN TipMatic 12+2 gearboxes are available on the
MAN After Sales Portal in the VirtTruck system.
If you have any questions regarding power take-off design, please contact MAN (for address see “Publisher” above).
Change in direction of rotation:
The direction of rotation of the bottom output (flange) can be converted from right-turning to left-turning in
MAN 670PF power take-offs.
In order to do so, the bottom housing part must be removed, turned 180° and reattached. It must be noted that, by
doing so, the position of the flange shifts further downwards and further in the direction of the centre of the vehicle.
Fig. 34: Change in direction of rotation
T_327_000044_0001_G

Engagement:
The power take-off is engaged pneumatically via a switching valve and a pneumatic cylinder, located inside the PTO
housing, which is pressurised on one side.
Fig. 35: Engaging the ZF power take-off
I
O 1
I O
6
5
2
7
3
4
T_327_000011_0001_G
1) Sensor „I/O“
2) Air pressure connection
4) Air reservoir
5) Shift valve
6) OFF – Reset by spring force
7) ON - actuation through compressed air
Operation:
It is possible to operate the power take-off both when the vehicle is stationary and when it is in motion.
However, the power take-off may be turned on and off only when the vehicle is stationary.
If clutch-dependent power take-offs are operated whilst the vehicle is in motion then there may be no gear changes.

Power take-off designation:
The last letter in the power take-off designation, that is to say the letter „P“ or „F“, defines the type of connection.
One must distinguish between:
• Version “F”
Basic version for cardan shaft drive with flange.
Example: PTO MAN 660F
• Version “P”
Simplest and most common version for direct installation of pumps.
Example: PTO MAN 650P
The pump is connected as per ISO 7653 or BNA NF, R17-102 (e.g. Meiller axial piston pump).
Depending on the type of power take-off, version “P” can be converted to version “F” and vice-versa.
Information on feasibility and the effort involved can be requested from MAN (for address see “Publisher” above).
Fig. 36: Connection variants for power take-offs
017517
023827 a
017518
023827 b T_327_000012_0001_G
If pumps are attached directly (Version “P”), the body manufacturer must ensure that the maximum permissible
weight balance of a directly attached pump with attachments (e.g. hydraulic hoses, hydraulic fluid) is not exceeded.
For weight balances see Chapter 3.2.10 “Power take-offs on the MAN gearbox”.

Fig. 37: Maximum moment of weight of directly-connected pump
a [m]
FG [N]
T_327_000014_0001_G
1) Balance point
Formula 06: Maximum moment of weight acting on power take-off
MG = a • FG
Where:
MG = Maximum moment of weight of directly-connected pump [Nm]

a = Distance between center of gravity of pump and face of pump flange [m]
FG = Weight of pump including all attached fittings (e.g. hydraulic hoses, hydraulic oil,
etc.) in [N]

3.2.3 Engine-dependent power take-offs
The engine-dependent PTOs are those models with the designation “NMV”. These PTOs are connected directly
to the engine’s crankshaft, see Fig. 38. They are rated for continuous operation and high output. Engagement is
achieved using an internal, hydraulically actuated multiple-disc clutch and the output point of the engine-dependent
PTO can therefore be engaged and disengaged under load.
Heavy impact loads can result in damage to the NMV’s multiple-disc clutch and the vehicle’s clutch, extending as far
as the destruction of the power take-off! Although operation of the NMV is in principle independent of the vehicle’s
clutch, impacts are transmitted through the driveline and have an effect on the clutch when it is engaged.
Damage can thus also be caused here.
If the body is operated while stationary (gearbox in neutral) for more than 10% of its overall operating time, damage
to the pre-damper unit of the vehicle’s clutch may result. Only vehicles whose bodies are driven by the NMV are
affected, for example suction excavators, concrete pumps, wood cutters. In the event of such damage occurring, it
is possible to install a clutch drive plate without pre-damper unit. This clutch drive plate without pre-damper unit is
available on new vehicles as special equipment. You can obtain information from MAN (for address see “Publisher”
above).
The given output torques are guideline values for degree of uniformity 1, i.e. for operation free of impact and
vibration.
In the case of critical applications, for example wood cutters, consultation with MAN is necessary
If there is a risk of overloading power take-off due to excessive power being taken off, it is possible to limit engine
torque by means of a parameter.
Due to the existing drag torque of the multiple-disc clutch, the output flange of the engine-dependent PTO also
rotates when not engaged. At an engine speed of 1,300 rpm and an operating temperature of 40°C, this residual
torque is approximately 10 Nm. It can only be ensured that the output flange is stationary when the counter-torque
of the unit to be driven is > 10 Nm. This must be taken into consideration especially with regard to driving easy-run-
ning units, for example the centrifugal pumps employed by fire brigades.
Currently, selection of the NMV automatically includes installation of a heat exchanger that uses engine coolant to
cool the gearbox oil.
For heavy operation and continually high power take off, an external cooling system with a separate heat exchanger
for cooling the gearbox oil is available.

Fig. 38: Schematic gearbox diagram of engine-dependent ZF power take-off
1
4
2
T_327_000015_0001_G
1) Engine
2) Clutch
3) Gearbox
4) PTO output
• The engine-dependent power take-off can be operated when the vehicle is moving and when it is stationary.
• The engine-dependent power take-off is ready for operation as soon as the engine is running but may
be subjected to load only at engine speeds greater than 800 rpm.
• The transmission of force to the power take-off is fully independent of the vehicle‘s clutch.
There are two basic types: NMV130E with the ZF-Ecomid gearbox 16S109 (M2000L/M vehicle series) and NMV221
with the ZF-Ecosplit gearbox 16S 252 OD.
Both of these can alternatively be supplied with two different ratios:
NMV130E:
Speed factor f = 1.03 • nmot, with a maximum torque of 1400 Nm

NMV221

Important notice
Important operating instruction with regard to the minimum speed during operation:
A power take-off under load requires a minimum engine speed of 800 rpm. If oil pressure is too low the clutch may
slip and be damaged as a result of the ensuing heat.
An operating speed of 800 to 1,200 rpm requires a unit with a mass moment of inertia at the PTO of > 0.4 kgm2.
If the mass moment of inertia of its equipment is unknown to the body manufacturer, then an operating speed
of > 1,200 rpm should be selected at the PTO in order to remain above the resonant speed. Ideally, operation should
be within the decoupling limit range or above it (see Fig. 39).

Fig. 39: ZF power take-off NMV 221: influence of the equipment‘s mass moment of inertia on
resonance speed
The resonance range must always be avoided!
1600
1400 N = 0,98 x Nmot

1200
Resonant speed [ 1/min ]
1000
800
600
400 Resonant speed
200
J > 0,3 kgm2, Standard application
0
0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8
Total moment of inertia [ kgm ] 2
1600
1400 N = 1,55 x Nmot

1200
Resonant speed [ 1/min ]
1000
800
600
400
Resonant speed
200
J > 0,3 kgm2, Standard application
0
0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8
Total moment of inertia [ kgm ] 2
Resonant speed Decoupling limit
T_327_000029_0001_G

Fig. 40: ZF power take-off NMV engagement speed above mass moment of inertia on output flange
NMV 130E NMV 221

Max. permissible breaking energy approx. 28000Nm Max. permissible breaking energy approx. 60000Nm
Permissible engagement speed at max. 3 Permissible engagement speed at max. 3
engagements/min engagements/min
max. 2000
max. 1800 1800
Permissible engine speeds [ min-1 ]

Permissible engine speeds [ min-1 ]
1600 1600
1400 1400
nAb = 1,03 nAb = 0,98
1200 1200
1000 1000
800 800
nAb = 1,45 nAb = 1,55
600 600
0 2 4 6 8 10 max 0 2 4 6 8 10 12 14
Mass moment of inertia Mass moment of inertia
J [kgm2] J [kgm ]2
at the output flange at the output flange
T_327_000027_0001_G
3.2.4 Power take-offs on gearboxes with converter-clutch units

The use of a converter-clutch unit enables smooth pulling away and precise manoeuvring even with heavy train
weights under conditions of almost no wear. The hydrodynamic torque converter makes it easy to pull away with
heavy loads. After pulling away, the torque converter lock-up clutch forms a direct, mechanical connection between
input and output sides, thus increasing driveline efficiency.
Use of a converter-clutch unit does not change the installation situation for power take-offs at the end of the gear-
box. However, the broader size of the converter-clutch unit means that the installation location is moved backwards,
towards the frame end.
Clutch-dependent power take-offs attached to gearboxes with converter-clutch units differ in their function,
operation and effect from those attached to gearboxes without.
Up to a speed of approx. 1000 rpm, the converter is “open”, i.e. there is no mechanical connection between the
input and output sides. If a clutch-dependent power take-off is mounted on a gearbox with converter-clutch unit,
it is essential to take into account that because of the operation in conversion range, a constant drive ratio is not
always maintained. Resulting from the operating principle of the hydrodynamic torque converter, at a constant
engine speed the output speed at the power take-off may vary quite extensively due to slip in the converter.
Theoretically the speed at the power take-off could drop as far as zero if the load on the power take-off is large
enough to cause so much slip in the converter that power can no longer be transmitted.
For stationary operation of the power take-off, this effect can be avoided by installing a so-called bridging circuit.
This engages the lock-up clutch automatically when the power take-off is engaged.
As a result, a mechanical link is formed between the engine and the power take-off and the gear ratio is constant.
The bridging circuit is offered only in conjunction with a gear-shift inhibitor, which prevents a gear being selected
accidentally when the power take-off is engaged.
In non-stationary operation of the power take-off, converter slip and the resulting fluctuation of speed and output
torque must be taken in consideration.

3.2.5 Power take-offs on ZF HP automatic gearboxes
The ZF HP 500, ZF HP 590 and ZF HP 600 automatic gearboxes with torque converter can be supplied with up to
two engine-dependent PTOs.
Power take-off variants D01, D02 and D05 can be fitted either left or right of the main output flange. Variant D05 with
spur pinion can also be rotated and fitted at a positioning angle alpha of 60°, 120° and 300°.
The direction of rotation depends on the installation location (on the left or right of the gearbox main shaft).
Please note that power take-offs D01 and D02 installed to the left of the main output flange (eleven o’clock) rotate
clockwise, while power take-offs D01 and D02 installed to the right of the main output flange (one o’clock) rotate
anticlockwise.
Fig. 41: Power take-offs D01 and D02: installation locations and directions of rotation
A B
T_327_000018_0001_G
A “11 H“ position
B “1 H“ position
Power take-off D05 is equipped with a spur pinion. This means that the power take-off fitted to the left of the main
output flange rotates anticlockwise and the power take-off fitted to the right of the main output flange rotates
clockwise.
Fig. 42: Power take-off D05 with spur pinion
T_327_000019_0001_G

For this reason the installed position is stated together with the power take-off designation, for example,
“D02c links” (left) is for installation to the left of the main shaft.
Information
Important!
“Links” (left) and “rechts” (right) here refer to the installation location on the gearbox and not to the direction of
rotation.
The power take-offs on the HP gearbox can be engaged under load and can be used independently of the shift
position of the gearbox. The power take-offs can be engaged and operated both when the vehicle is stationary and
when it is in motion.
The permissible engine speeds must be observed when the power take-offs are engaged.
Fig. 43: Permissible engine speeds for max. three engagements per minute
1600
1400
Permissible engine speeds [min -l]
1200 D01/02
nAb = 0,97 x nMot
1000
800
D05.4 D05.3
nAb = 2,12 x nMot nAb = 1,43 x nMot
600
0 1 2 3 4 5 T_327_000028_0001_G
Mass moment of inertia
at the output flange J [kg - m2]
It is possible to retrofit the power take-offs on all HP gearboxes installed by MAN.

3.2.6 Power take-offs and Intarders
The ZF Intarder is the gearbox housing is an integrated secondary retarder (a hydrodynamic auxiliary brake).
The Intarder is available for 12AS... and 16S... gearboxes and does not impair the operation of any power take-offs
fitted to the end of the gearbox.
Fig. 44: TipMatic gearbox with Intarder (IT3)

3
4
T_327_000021_0001_G
1) Control unit for Intarder 3

2) Intarder 3
3) Gearbox TipMatic
4) Heat exchanger (stainless steel)
Some power take-offs that can be fitted in conjunction with the Intarder require an adapter kit or are special power
take-offs. In addition to this, an adapter plate with item number 81.38105-0051 must be attached for all MAN
TipMatic gearboxes with intarder 2 or intarder 3 if a type NH/4c power take-off has been retrofitted.
Fig. 45: Power take-off variant N221/10 with and without Intarder
N221/10 (without Intarder) N221/10 (with Intarder)
T_327_000022_0001_G

3.2.7 Power take-offs with MAN HydroDrive
The combinations of MAN HydroDrive and power take-offs currently possible can be found in the current sales
systems.
Information
The combination of MAN HydroDrive and a power take-off fitted to the air compressor is not possible because
the output point on the air compressor is occupied by the supply pump for the HydroDrive system.
3.2.8 Power take-offs on ZF gearboxes (technical specifications and tables)
The documents can be downloaded from www.manted.de
3.2.9 Power take-off on EATON gearbox (technical specifications and tables)
The documents can be downloaded from www.manted.de

MAN Truck & Bus AG
Engineering Vehicle Truck
Application Engineering
Dachauer Straße 667
80995 Munich
E-Mail: info.manted@man.eu
www.manted.de www.man.eu
We reserve the right to make changes in the course of technical development.
MAN Truck & Bus – a member of the MAN Group

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MAN GUIDELINES

TO FITTING BODIES TRUCK

Engineering Vehicle Truck

Fax: + 49 (0) 89 1580 4264

This English version is a translation.

© 2018 MAN Truck & Bus AG

I Edition 2018 V2.0 MAN Guide to fitting bodies Power take-offs

1.0 General principles.............................................................................. 3

2.0 Regulating engine speed................................................................. 12

3.0 Technical description of power take-offs......................................... 18

MAN Guide to fitting bodies Power take-offs Edition 2018 V2.0 II

2 Edition 2018 V2.0 MAN Guide to fitting bodies Power take-offs

• Correct choice of power take-off

MAN Guide to fitting bodies Power take-offs Edition 2018 V2.0 3

4 Edition 2018 V2.0 MAN Guide to fitting bodies Power take-offs

MAN Guide to fitting bodies Power take-offs Edition 2018 V2.0 5

• Power requirement, torque

As a constant, output power at 1500 rpm is used here.

Formula 01: Calculation of nominal output power

M [Nm] · nPTO [min-1]

P = Nominal output power in kilowatts

Mmax = Permissible output torque at a speed > 1,500 rpm

6 Edition 2018 V2.0 MAN Guide to fitting bodies Power take-offs

Formula 03: Calculation of the remaining residual torque at the countershaft

Mo = output torque at the top output

Mu = maximum permissible output torque at the bottom output

MAN Guide to fitting bodies Power take-offs Edition 2018 V2.0 7

• Deflection angle ≤ 7°, a tolerance of +1° is permissible

Fig. 01: Geometry of a propshaft train for power take-offs

8 Edition 2018 V2.0 MAN Guide to fitting bodies Power take-offs

Propshafts close to where persons move or work must be encased or covered.

MAN Guide to fitting bodies Power take-offs Edition 2018 V2.0 9

Evaluation of irregular rotational position

Fig. 03: Propshafts

Correct rotational position of the prop shafts Twisted universal joints

Irregularity = α12 + α22

If α1 = α2, the angles are correctly set.

10 Edition 2018 V2.0 MAN Guide to fitting bodies Power take-offs

Fig. 04: Diagramm: highest possible torque of the power take-off

100% = highest possible torque of the power take-off.

MAN Guide to fitting bodies Power take-offs Edition 2018 V2.0 11

At a constant speed of rotation, the following therefore applies:

• Less power required - less fuel injected

2.1 Regulating the engine speed using cruise-control controls

12 Edition 2018 V2.0 MAN Guide to fitting bodies Power take-offs

Fig. 06: Layout and function of the multifunction steering wheel

MAN Guide to fitting bodies Power take-offs Edition 2018 V2.0 13

The following can be set:

• Speeds (i.e. reduced top speed when power take-off is in use)

14 Edition 2018 V2.0 MAN Guide to fitting bodies Power take-offs

The following always apply when this package is fitted.

MAN Guide to fitting bodies Power take-offs Edition 2018 V2.0 15

Fig. 07: Gear-shift inhibitor on manual gearbox

• Gearbox remains in neutral

16 Edition 2018 V2.0 MAN Guide to fitting bodies Power take-offs

2.6 Diesel particulate filter (DPF) regeneration (DPF)

MAN Guide to fitting bodies Power take-offs Edition 2018 V2.0 17

3.1 MAN power take-offs