Mud apron

Mud flaps limit the projection of water, mud, stone chips and road salt behind the rear wheels of trucks and vans. They not only protect following traffic, but also reduce contamination of rear lights, number plates, underspoilers, air tanks, brake components and chassis wiring. On MAN TGL, TGM, TGA, TGS, TGX and TG3, as well as Mercedes Atego, Axor, Actros, Arocs and Econic, mud flaps are matched to the specific mudguard design, axle configuration and chassis width. Different versions are also available for MAN TGE, Mercedes Sprinter, Vito and Vario. Therefore, always select mud flaps based on the chassis number; visual comparison or selection based solely on the model name is never sufficient.

Professional mud flaps are generally made from flexible rubber, reinforced rubber fabric, thermoplastic elastomer (TPE) or impact-resistant polyethylene (PE). Rubber versions offer high tear resistance and remain sufficiently flexible at low temperatures, while plastic versions combine lower weight with good resistance to moisture and chemicals. Wide, flat rear mud flaps are commonly used on tractor-trailer combinations; distribution trucks and vans more often use moulded parts that fit the wheel arch or bumper corner.

In addition to the chassis number, check the fitting side, overall width, length below the mudguard edge, hole pattern, centre-to-centre distance between mounting holes and the position in relation to the tyres and twin wheels. A flap that is too short will not sufficiently limit spray. A version that is too long may come into contact with a kerb, tail lift or tyre during full suspension compression, axle articulation or reversing. On vehicles with air suspension, clearance must be checked both at driving height and with the chassis fully raised and fully lowered.

Common defects include torn mounting holes, ripped edges, hardened rubber sections, deformation caused by tyre contact and missing retaining strips. Sticky mud, stone chips and reversing manoeuvres cause particularly high mechanical loads in construction transport. Road salt and moisture also accelerate corrosion of steel clamping profiles, bolts and body brackets. A loose-hanging mud flap can strike the tyre, produce noise and eventually damage the tread or sidewall.

Park the vehicle on level ground, secure it against rolling away and inspect both sides at normal driving height. Then measure the distance between the mud flap and tyre at several points, including the tyre sidewall and tread blocks. Check for shiny spots or wear marks indicating tyre contact. Assess the mounting bracket for bending and measure the hole pattern using a vernier caliper or tape measure. Check not only the flap, but also the mounting rail, body screws, washers and any plastic spacer bushes. Where holes are torn, fitting a new flap alone is insufficient if the clamping strip has sharp edges or the bracket is distorted.

Replace mud flaps when tears extend into the load-bearing mounting area, when the material has become brittle or when the lower edge is noticeably worn down. Install new parts without tension: do not force mounting holes with self-tapping screws or bolts that are too small. Use corrosion-resistant fasteners, sufficiently wide body washers and, where specified, the original clamping or mounting profiles. Tighten bolted connections evenly so that the material is not locally compressed and subsequently tears out.

After installation, the mud flap must hang straight, without folds, and remain sufficiently clear of tyres, brake lines, air springs and rear light brackets. Check for vibrations during a test drive and recheck the fixings after several working days, especially on vehicles used in construction or waste transport. A correctly fitting mud flap protects the rear vehicle structure and helps reduce unplanned downtime caused by contaminated or damaged underlying systems. Braem can assist with parts offering the correct fit and technical compatibility with the vehicle chassis.