Volvo FL

The FL is a two-axle rigid chassis that the product guide of Volvo Trucks calls “the smallest member of the Volvo Trucks family”, and that Volvo’s global model page offers “for city deliveries, urban construction or even for rescue and recovery operations”. Volvo’s own summary is “Available in versions from 10 to 19 tonnes” with “five engine output alternatives between 210 and 320 hp”, in 4x2 or 4x4 drive.

Volvo presented a completely new FL on 22 May 2006, alongside the FE — “two completely new distribution trucks”, meeting Euro 4 and Euro 5. The letters are older than that generation: AB Volvo’s anniversary release of 13 April 2007 lists “the FL6, FL7 and FL10 truck series (1985)” among Volvo’s products of the 1980s. AB Volvo’s release of 14 May 2013 calls the trucks “the new Volvo FE and Volvo FL”, and uses the word launch — “in conjunction with the launch of the new Volvo FE and Volvo FL”. What it describes is an enhanced driver environment, ESP “now fitted as standard”, an FL “range is extended with a very competitive four-cylinder, 5-litre engine”, the six-cylinder D8 of 7.7 litres beside that compact D5 of 5.1 litres, and a new 12-tonner it calls “lighter, lower and more competitively priced than the current model”. Volvo’s releases give no date for the start of production of the 2006 generation. Volvo announced an upgraded 4x4 on 16 September 2025 with new front and rear axles and new axle ratios, and said then that “Production begins during November 2025”; that release names no output, ratio or weight. It names the vehicle’s applications as the construction segment, “rescue, firefighting, energy- and power supply companies, and defense applications”.

The engine, gearbox, rear-axle and chassis tables below are Volvo Trucks UK’s specification page. The weights, wheelbases, kerb weights and turning circles are seven of the 21 model-range data sheets that page links to — five 4x2 and two 4x4, all of them steel-suspension sheets — with three rear-air-suspension sheets opened for the combination and gross vehicle weights alone. Each of the ten is dated 17 February 2026, each carries “GBR” in its reference, and each is footnoted “Legal weights can differ from country to country”; like the UK specification page, they are Great Britain documents. Volvo’s product guide, the global model page and the four press releases are named separately where they are used, because none of them is a GB document.

Two engine families, four cylinders and six

The D5K is the four-cylinder, 5.1 litres, in two ratings: 210 hp (154 kW) and 240 hp (177 kW), both making maximum power at 2200 r/min, with 800 and 900 Nm. The D8K is the six-cylinder, 7.7 litres, in three: 250 hp (184 kW), 280 hp (206 kW) and 320 hp (235 kW), all at 2100 r/min, with 950, 1050 and 1200 Nm. Both share a bore of 110 mm, a stroke of 135 mm and a compression ratio of 17.5:1, and Volvo footnotes both power columns “Net output according to: EC 582/2011”, the net measurement basis explained in reading truck power figures.

Volvo’s product guide says which is for what: the D5K is “Ideal for smaller trucks like the Volvo FL 12-tonner”, while for heavier versions such as the 18-tonner it calls the D8K with either 250 or 280 hp “a perfect match”. That guide carries no printed date, and what dates it is inside it: its electric block reads “Sales start in 2019”, its gearbox table opens with the ATO1056, and the eight-speed automatic appears nowhere in it. The application advice above is therefore, on our reading of those three facts, older than the eight-speed, and is quoted as the guide’s, not as Volvo’s current word. No document opened for this page dates the 320 hp rating for the FL.

The 14 May 2013 release describes a 12-tonne FL with the 240 hp D5 as weighing 500 kg less than a corresponding truck with a six-cylinder engine.

Two ratings carry an asterisk: the 240 hp D5 and the 320 hp D8 are marked “available with B100, biodiesel”. The 320 hp appears on none of the diesel data sheets read here, which offer D5K210, D5K240, D8K250 and D8K280 and nothing else — and the product guide agrees with them rather than with the specification page, giving the range as “from 210 to 280 hp”, printing those same four ratings and capping the six-cylinder at “up to 1050 Nm”.

So the 320 hp step is published on two of the Volvo documents opened for this page: the UK specification page, and the global model page quoted at the top of this article, whose own summary line reads “210 - 320 hp”. The 235 kW and the 1200 Nm at the top of the D8 row in the table above are the specification page’s alone. The 14 May 2013 release is not a third source for either. It is a joint FE and FL document; its sentence “The new 6-cylinder D8 engine has a displacement of 7.7 litres and is available with a choice of three power outputs: 320 hp, 280 hp and 250 hp” names no model, where the same release names the FL explicitly for the four-cylinder D5 and the FE explicitly for I-Shift; and it carries neither a kW nor a Nm figure anywhere in it. The 320 hp is listed on the specification page; it is on none of the GB data sheets opened for this page.

When the D5 and D8 arrived in May 2013, Volvo described the Euro 6 solution as “a combination of selective catalytic reduction (SCR) and variable turbo geometry, a cooled EGR system and a particulate filter”; the product guide calls its Euro 6 solution “a refinement of the selective catalytic reduction (SCR) technology”, with a water-cooled exhaust gas recirculation system and a diesel particulate filter added. No current Volvo document opened for this page restates either description for the current D5K and D8K — the specification page carries no aftertreatment entry at all. What that page does carry is the AdBlue tank: a 32-litre plastic unit in two variants, ADTP-R for vehicles with a right-hand fuel tank and ADTP-L for a left-hand one. Of the seven steel-suspension sheets, the FL514, FL816 4x2 and FL818 list the right-hand position as standard and the left-hand one as an option; the other four list the right-hand position alone.

Five gearboxes on the specification page, and two automated ones on the sheets

Three manuals: ZTO1006 six-speed at 1050 Nm, ZTO1109 nine-speed at 1200 Nm, STO8006 six-speed at 850 Nm. Two automatics: the AL306 six-speed, which the FL816 and FL818 4x2 sheets name “Allison AL306 6-speed automatic gearbox” and which is a torque-converter automatic, at 1600 Nm; and the 8AP1200 eight-speed at 1200 Nm.

Those torques, and the approvals below, are the current specification page’s. The product guide disagrees with it on all four gearboxes the two have in common, and on the AL306 twice over: the guide gives that gearbox 1500 Nm and a 32 t approval against the page’s 1600 Nm and 36 t, the ZTO1006 32 t against 32.5 t, the ZTO1109 36 t against 44 t and the STO8006 19 t against 24 t. The three manuals’ maximum torques are the one thing the two agree on. The current page is followed here, and the guide is the older document for the reason set out above.

No Volvo document opened for this page says who builds the 8AP1200. The specification page gives the code and no maker; the data sheets describe the incoming gearbox as “an 8 speed ZF powerline automatic” and give it no code. Taking the two to be one gearbox is this page’s identification across two documents, not a statement either of them makes.

All five steel-suspension 4x2 sheets read here still list the ATO1056 as an “Automated 6-speed I-sync overdrive”, footnoted “if the truck is built from week 47 an 8 speed ZF powerline automatic”, and the three D5 sheets (FL510, FL512 and FL514) list a second, the ATO8006, with the same description and the same footnote. The current specification page lists neither. Both are options on the sheets; the standard gearbox is the STO8006 manual on the D5 sheets and the ZTO1006 manual on the FL816 and FL818 4x2 sheets. Neither 4x4 sheet read here lists any automatic — only the ZTO1006 manual. On those documents, an automated manual gives way to an eight-speed automatic from a build week.

Volvo publishes a GCW approval against each gearbox — 32.5 t for the ZTO1006, 44 t for the ZTO1109, 24 t for the STO8006, 36 t for both automatics. Those are ratings of the gearbox, not of a vehicle: the FL818 steel-suspension sheet fits an RSS1132A drive axle it marks “Design GCW 32tonne” and gives the vehicle itself a design gross combination weight of 24,000 kg. No FL sheet read here plates a vehicle near 44 tonnes.

Rear axles and ratios

Four single-reduction hypoid axles are listed: RSS0819A at 950 Nm, 8.5 t axle load and a 19 t approval; RSS1125A at 1050 Nm, 11.5 t and 25 t; RSS1132A at 1050 Nm, 11.5 t and 32.5 t; RSS1344C at 2600 Nm, 13 t and 44 t. The fifth, RSH1140C, is hub reduction at 1200 Nm, 11 t and 40 t, and is offered only on the 4x4.

Volvo prints the published ratios from 3.31:1 to 6.66:1 across the five axles; how a final drive ratio works is set out separately.

Engine brakes and the retarder

Exhaust braking effect is 80 kW on the D5 and 120 kW on the D8, both at 2800 r/min, with an optional compression brake on the D8 rated at 170 kW at the same speed — published figures for the endurance braking of each engine.

The same page gives a hydraulic retarder for AL306 gearboxes a maximum effect of 400 kW and, further down, a gearbox-mounted compact retarder a maximum effect of 440 kW, without saying whether the two entries describe the same unit.

Safety, driver assistance and equipment

The product guide gives a chapter each to what it calls active and passive safety. Electronic Stability Control brakes each wheel individually to reduce “the risk of skidding and rollovers”. The radar-based Adaptive Cruise Control “keeps a safe distance to the vehicle in front by controlling the accelerator and all available brakes” and, “if an impact is imminent”, triggers an automatic emergency brake; Lane Keeping Support “tracks the road markings with a camera, and alerts you if you should unintentionally cross them”; an adjustable road speed limiter is offered for driving past schools. Behind these the guide names a Lane Position and Object Sensor (“detects vehicles, other objects and lines on the road surface”), a Front Looking Sensor (“a radar sensor that detects vehicles and objects”), and a Driver Assistance Control Unit it calls “the brain in the Volvo FL’s different driver support systems”. On passive safety, the guide says “the entire cab has been reinforced” — doors, rear wall, roof and floor — and that the cab “has passed all Volvo’s collision and crash tests which are tougher than any stipulated legal demands”; seatbelts are integrated into the seats, and Front, Rear and Side Underrun Protection are named as separate systems that keep smaller vehicles from becoming wedged under the truck in a collision. Braking carries an Electronically Controlled Brake System, which “incorporates an anti-locking system and delivers fast braking response and reduced brake wear” — the guide’s own description of the same EBS (Electronically controlled Brake System) that the specification page details below. The guide does not say which of these are standard and which are optional; it does say that “extra safety equipment” — warning vests, fire extinguishers and first-aid kits — “can always” be specified in addition.

The specification page gives that EBS its own section: an anti-locking disc-brake system with ABS, a differential lock and Brake Blending, which “exploits the vehicle’s various brakes for more uniform brake application” and reduces wear on the wheel brakes and tyres. It is offered in two packages: an EBS Standard, and an EBS Medium that adds an EBS Status Control (status monitoring through the vehicle electronics and Volvo Tech Tool), a Hill Start Aid that releases the brakes only once there is enough engine torque to move the vehicle forward, a Lining Wear Analysis that calculates remaining mileage on disc brakes, and an Automatic Parking Brake Release.

The engine-mounted power take-offs — PTER-DIN, PTER-1400 and PTER-100 — carry a torque output of “up to 600 Nm” at a 1:1 ratio “both when driving and standing still”, per the specification page; the page lists no torque figure for the gearbox-mounted PTR-HF/FH/ZF or PTR-HP/PH/ZF units. Separately, the product guide mentions an extra power take-off “either from the engine or the transmission” in its waste-and-recycling section, without a torque number, and its gearbox tables note that a power take-off can be specified on the automated, manual and automatic gearboxes alike. The same guide says the chassis can be “factory prepared for a sweeper and waste recycling superstructure” for public-service bodies.

The specification page also gives the diesel fuel tank a range of 80 to 300 litres, in plastic, steel or aluminium, with a two-tank combination of two 215-litre tanks available for a total of 430 litres — the same page that gives the 32-litre AdBlue tank above.

Configurations, wheelbases and weights

The FL is built as a 4x2 and a 4x4; the axle configuration notation is explained separately. The wheelbase ladders are per sheet, not per model, and they do not line up: the FL510, FL512, FL514 and FL816 4x2 sheets each list twelve from 3,250 to 6,500 mm — the 16-tonner starts as short as the 10-tonner — the FL818 lists twelve of its own from 3,500 to 6,800 mm, and the two 4x4 sheets read here list four from 3,350 to 4,100 mm. Those are the seven steel-suspension sheets opened for the ladders out of the 21 the page links. Chassis height runs from approximately 810 to 1,175 mm, the tallest reserved for the 4x4, and maximum front axle load from 4.0 t to 7.5 t according to that height and to whether the suspension is leaf or air.

Every GB sheet read here prints two columns, plated and design, and they are not always the same number: the FL510 is 10,000 kg gross vehicle on both, the FL512 12,000 on both, the FL514 12,960 plated against 14,000 design, the FL816 14,440 against 16,000, the FL818 18,000 on both. The sheet titled “FL812 4x4 Rigid 12 tonne” plates the vehicle at 13,000 kg, its 5,600 kg front and 7,400 kg rear axle plates adding to exactly that figure — our addition, not a Volvo statement — while the FL816 4x4 is 16,000 on both columns.

For the gross combination weight, every sheet read here prints 0 in the plated column against a design figure alongside, and on the seven steel-suspension sheets those are 15,500 kg on the FL510 and FL512, 19,500 on the FL514 and the FL816 4x2, 24,000 on the FL818, 16,500 on both 4x4s. Volvo publishes a rear-air-suspension sheet of the same date for the same 4x2 designations, and there the FL514 and the FL816 read 21,000 kg instead of 19,500, while the FL818’s rear-air-suspension sheet reads 24,000, the same as its steel one. The gross vehicle weights do not move that way — the air sheets repeat 12,960 / 14,000, 14,440 / 16,000 and 18,000 / 18,000. So on these sheets the design combination figure changes with the designation on steel suspension, and with the suspension on the FL514 and FL816 but not on the FL818; the sheets give no reason for either. The design figure is Volvo’s. The combination figure in the table above is the FL818 steel-suspension sheet’s design figure — one variant’s.

At the same 3,500 mm wheelbase and the same 16-tonne designation, the 4x2 FL816 has a kerb weight of 4,485 kg and the 4x4 5,495 kg. The difference of 1,010 kg is our subtraction from two documents dated the same day; the sheets do not break it down, and each footnotes that “Kerb weight can vary ± 3%”.

Three cabs are offered — day, short sleeper and crew — all with an interior height of 1,605 mm. Volvo’s documents differ on how many the crew cab seats. The product guide presents the cab choice as “depending on your need for loading space or number of passengers”.

What the FL sheets add is a sheet per variant, with a kerb weight and a payload figure “(including body, driver, fuel, etc.)” for each wheelbase; each also says that “Kerb weight can vary ± 3%”, refers detailed weights to Volvo’s Weight Information system, and reads “Do NOT use this drawing for bodybuilding”.

Source notes

Five diesel ratings, from the specification page: D5 210 hp (154 kW) at 2200 r/min with 800 Nm at 1100-1700 r/min; D5 240 hp (177 kW) at 2200 r/min with 900 Nm; D8 250 hp (184 kW) at 2100 r/min with 950 Nm at 900-1700 r/min; D8 280 hp (206 kW) at 2100 r/min with 1050 Nm at 950-1700 r/min; D8 320 hp (235 kW) at 2100 r/min with 1200 Nm at 1050-1600 r/min. Volvo marks the 240 hp and the 320 hp ratings “available with B100, biodiesel”; the 320 hp rating appears on none of the ten GB data sheets opened, which offer only D5K210, D5K240, D8K250 and D8K280. The product guide agrees with the sheets rather than with the specification page: it gives the range as “from 210 to 280 hp”, prints those same four ratings and no others, and caps the six-cylinder at “up to 1050 Nm”. The 320 hp step is published on two of the Volvo documents opened for this record: the UK specification page, and the global model page, whose own summary line reads “210 - 320 hp”. The 235 kW and the 1200 Nm are the UK specification page’s alone. The 14 May 2013 release is not a source for either. It is a joint Volvo FE / Volvo FL document; its sentence “The new 6-cylinder D8 engine has a displacement of 7.7 litres and is available with a choice of three power outputs: 320 hp, 280 hp and 250 hp” names no model, where the release names the FL explicitly for the four-cylinder D5 and names the FE explicitly for I-Shift; and it carries no kW and no Nm figure anywhere. The powerKw and torqueNm ranges above are the specification page’s spans, and their top ends are that step. Both engines are quoted with a bore of 110 mm, a stroke of 135 mm and a compression ratio of 17.5:1; economy revs are 1100-1800 r/min on the D5 and 1000-1700 on the D8; oil change interval up to 100,000 km or two years with VDS5. Exhaust braking effect 80 kW on the D5 and 120 kW on the D8, both at 2800 r/min, with an optional compression brake of 170 kW at 2800 r/min on the D8; the data sheets code these EBR-EPG and EBR-CEB. The same page gives a hydraulic retarder for AL306 gearboxes a maximum effect of 400 kW and, further down, a gearbox-mounted compact retarder a maximum effect of 440 kW, without reconciling the two. Gearbox table, with maximum torque and Volvo’s own GCW approval: ZTO1006 manual 6-speed 1050 Nm 32.5 t, ZTO1109 manual 9-speed 1200 Nm 44 t, STO8006 manual 6-speed 850 Nm 24 t, AL306 automatic 6-speed 1600 Nm 36 t, 8AP1200 automatic 8-speed 1200 Nm 36 t. Those are approvals of the gearbox, not weights any FL sheet opened plates a vehicle at: the FL818 steel-suspension sheet marks its RSS1132A drive axle “Design GCW 32tonne” and gives the vehicle a design GCW of 24000 kg. The FL816 and FL818 4x2 sheets name the AL306 “Allison AL306 6-speed automatic gearbox”; all five steel-suspension 4x2 sheets opened list the automated 6-speed I-Sync ATO1056 and footnote it “if the truck is built from week 47 an 8 speed ZF powerline automatic”, and the FL510, FL512 and FL514 sheets list a second automated 6-speed I-Sync, ATO8006, with the same description and footnote; the current specification page lists neither. Both are options on those sheets, whose standard gearbox is the STO8006 manual (D5 sheets) or the ZTO1006 manual (FL816 and FL818 4x2). Neither 4x4 sheet opened lists any automatic — only the ZTO1006 manual. Note that the sheets give that incoming 8-speed no type code and the specification page’s 8AP1200 entry names no maker: taking the two to be the same gearbox is this site’s identification across two documents, not a statement either one makes. Rear axles, with maximum torque, maximum axle load and GCW approval: RSS0819A 950 Nm 8.5 t 19 t; RSS1125A 1050 Nm 11.5 t 25 t; RSS1132A 1050 Nm 11.5 t 32.5 t; RSS1344C 2600 Nm 13 t 44 t; and the hub-reduction RSH1140C, 1200 Nm 11 t 40 t, offered only on the 4x4. Published ratios run from 3.31:1 to 6.66:1. Chassis heights approx 810-830 mm (Low), 860 (Med), 950 (High), 960 (X-High) and 1175 (XX-High, 4x4 only); maximum front axle load 4.0 t to 7.5 t depending on height and on leaf or air suspension. Fuel tanks from 80 to 300 litres, with a two-tank combination of 215 litres each giving 430; AdBlue tank 32 litres, in two variants, ADTP-R for a right-hand and ADTP-L for a left-hand fuel tank; ADTP-L is an option on the FL514, FL816 4x2 and FL818 sheets and absent from the other four steel-suspension sheets. Day, short sleeper and crew cab, all with an interior height of 1605 mm. No crew-cab seat count is published here, because Volvo’s own documents give two: the specification page says “up to 7 persons”, the product guide “ample space for up to 7 persons, including the driver”, six of the seven steel-suspension sheets opened code the cab FL-CREW2, “Cab - Four door six person crew cab”, and the 16 September 2025 press release describes “a crew cab with room for six people”. The data sheets base their weights and dimensions on 17.5-inch tyres (FL510, FL512), 19.5-inch (FL514, FL816 4x2) and 22.5-inch (FL818 and both 4x4s); the FL812 4x4 sheet also offers off-road single tyres, 365/85R20, as an option. GB plated weights, in kilograms, plated then design, all from the steel-suspension rigid sheets: FL510 4x2 10000 / 10000 gross vehicle and 0 / 15500 gross combination; FL512 12000 / 12000 and 0 / 15500; FL514 12960 / 14000 and 0 / 19500; FL816 14440 / 16000 and 0 / 19500; FL818 18000 / 18000 and 0 / 24000; FL812 4x4 13000 / 13000 and 0 / 16500; FL816 4x4 16000 / 16000 and 0 / 16500. Volvo publishes a rear-air-suspension sheet of the same 2026-02-17 date for the same 4x2 designations, and on those the FL514 and the FL816 read 0 / 21000 rather than 0 / 19500 — FL 42 R 514A and FL 42 R 816A, both opened for this figure alone; the FL818’s rear-air-suspension sheet, FL 42 R 818A, reads 0 / 24000, the same as its steel sheet, so the gcwT above is unaffected. The gross vehicle weights do not move with the suspension: the air sheets repeat 12960 / 14000, 14440 / 16000 and 18000 / 18000. On these sheets the design combination weight thus varies with the designation on steel suspension, and with the suspension on the FL514 and FL816 but not on the FL818; the sheets give no reason. 24000 kg is the highest gross combination weight in the plated-weights tables of the GB sheets opened; the “Design GCW” figures printed against drive-axle entries belong to those entries. Axle plates: FL816 4x2 5000 / 5800 front and 9440 / 10900 rear; FL818 7100 / 7500 front and 11500 / 11500 rear; FL812 4x4 5600 front and 7400 rear, which sum to its 13000 kg gross vehicle weight. Kerb weights across the sheets run from 3895 kg (FL510, shortest wheelbase) to 5550 kg (FL816 4x4, longest); at the same 3500 mm wheelbase the 4x2 FL816 is 4485 kg and the 4x4 FL816 5495 kg, a difference of 1010 kg that is this site’s subtraction and not a Volvo statement. Wheelbases are per sheet and the ladders differ: twelve from 3250 to 6500 mm on the FL510, FL512, FL514 and FL816 4x2 sheets, twelve from 3500 to 6800 mm on the FL818, and four from 3350 to 4100 mm on both 4x4 sheets. Overall chassis length 6545 to 12030 mm; turning circle kerb to kerb 11600 to 23400 mm. Drawing heights are given per variant and run right across the seven sheets: 2694 mm on the FL510, 2695 on the FL512, 2748 on the FL514, 2761 on the FL816 4x2, 2836 on the FL818 and 3027 on both 4x4 sheets, 333 mm above the FL510 by this site’s subtraction. The sheets add “Height can vary ± 20 mm for leaf and ± 10 mm for air suspension”; the only width on any of the nine drawings is “Cab 2282”. Each sheet footnotes “Kerb weight can vary ± 3%”, refers detailed weights to Volvo’s Weight Information system and reads “Do NOT use this drawing for bodybuilding”. The 14 May 2013 release describes a 12-tonne version weighing 500 kg less than a corresponding truck with a six-cylinder engine, and calls that truck “lighter, lower and more competitively priced than the current model”; the same release calls the trucks “the new Volvo FE and Volvo FL” and uses the word “launch”, in “In conjunction with the launch of the new Volvo FE and Volvo FL”. The 22 May 2006 release is where Volvo presents the FL as new, and it gives no output, weight or dimension: its only technical statement is that both models meet “the environmental requirements according to Euro 4 and Euro 5”. Volvo’s global model page describes the range as “Available in versions from 10 to 19 tonnes” with “five engine output alternatives between 210 and 320 hp”. The upgraded 4x4 announced on 16 September 2025 is described with new front and rear axles, new axle ratios and Volvo’s 8-litre engine, and the release said “Production begins during November 2025”; no output, ratio or weight is given for it. Safety and driver assistance, from the product guide: Electronic Stability Control braking each wheel individually; radar-based Adaptive Cruise Control with automatic emergency braking; camera-based Lane Keeping Support; an adjustable road speed limiter; a Lane Position and Object Sensor, a Front Looking Sensor (radar) and a Driver Assistance Control Unit; an Electronically Controlled Brake System (anti-lock, reduced brake wear); Front, Rear and Side Underrun Protection; a cab reinforced through the doors, rear wall, roof and floor and stated as crash-tested; integrated seatbelts. The guide states none of these as standard or optional, but separately says extra safety equipment (warning vests, fire extinguishers, first-aid kits) can always be specified in addition. The specification page details that same EBS: an anti-locking disc-brake system with ABS, a differential lock and Brake Blending, offered as an EBS Standard package and an EBS Medium package that adds EBS Status Control, a Hill Start Aid, a Lining Wear Analysis (disc brakes only) and an Automatic Parking Brake Release. The engine-mounted power take-offs (PTER-DIN, PTER-1400, PTER-100) carry “up to 600 Nm” torque output at a 1:1 ratio, both driving and standing still, per the specification page, which gives no torque figure for the gearbox-mounted PTR-HF/FH/ZF or PTR-HP/PH/ZF units. The product guide separately mentions an extra power take-off “either from the engine or the transmission” in its waste-and-recycling section, with no torque figure, and notes that a power take-off can be specified on the automated, manual and automatic gearboxes alike; the same guide describes factory preparation for a sweeper or waste-recycling superstructure. The specification page also gives diesel fuel tanks of 80 to 300 litres in plastic, steel or aluminium, with a two-tank combination of two 215-litre tanks giving 430 litres.