You are on page 1of 121

Engine training course D 0834/36.

Euro 3/4

Common Rail EDC 7


AT 01b
Produced by Plank/Schier MAN Service Academy Steyr Status 06/2005

This document is intended to be used exclusively for training and is not covered by the ongoing update and amendment service.

2005 MAN Nutzfahrzeuge Aktiengesellschaft


Reprinting, copying, publishing, editing, translating, microfilming and storing and/or processing in electronic systems, including databases and online services, is not permitted without the written permission of MAN.

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 2

CONTENTS
CONTENTS...................................................................................................3 ENGINE SPECIFICATION.............................................................................5 ASSOCIATION OF POWER UNITS WITH RANGES AND VEHICLE TYPES.6 EXPLANATION OF ENGINE CODE ..............................................................7 ENGINE IDENTIFICATION NUMBER............................................................8 DESIGN AND PRINCIPLE OF OPERATION..................................................9 ENGINE SPECIFICATIONS ........................................................................ 10 CRANKCASE .............................................................................................. 22 CYLINDER LINERS..................................................................................... 24 CRANKSHAFT ............................................................................................ 26 CRANKSHAFT SEALING RINGS ................................................................ 28 TIMING GEAR HOUSING............................................................................ 30 CONNECTING ROD.................................................................................... 32 PISTONS .................................................................................................... 32 CAMSHAFT................................................................................................. 32 VALVE TIMINGS ......................................................................................... 32 ENGINE TIMING ......................................................................................... 32 ENGINE OIL CIRCULATION ....................................................................... 32 BELT DRIVE ............................................................................................... 32 CYLINDER HEAD........................................................................................ 32 CYLINDER HEAD FIXING ........................................................................... 32 CHECKING AND ADJUSTING VALVE CLEARANCES................................ 32 TIGHTENING INJECTOR ON CYLINDER HEAD......................................... 32 ROCKER MECHANISM............................................................................... 32 EXHAUST VALVE BRAKE.......................................................................... 32 EVB - SERVICE INFORMATION / EXHAUST BUTTERFLY VALVE UNCONTROLLED ...................................................................................... 32 INLET MANIFOLD ...................................................................................... 32 EXHAUST GAS RECIRCULATION ............................................................. 32 TURBOCHARGER...................................................................................... 32 TWO-STAGE CONTROL VALVE ................................................................ 32 CHARGE PRESSURE CHARACTERISTIC................................................. 32 TURBOCHARGER...................................................................................... 32 PREVENTION OF ACCIDENTS - COMMON RAIL CLEANLINESS............. 32 COMMON RAIL SYSTEM WITH EDC 7 ENGINE CONTROL UNIT............. 32 LOW-PRESSURE SECTION....................................................................... 32 HIGH-PRESSURE SECTION...................................................................... 32 CR HIGH-PRESSURE PUMP CP3.............................................................. 32 REMOVING/FITTING HIGH-PRESSURE PUMP ......................................... 32 RAIL ........................................................................................................... 32 INJECTOR .................................................................................................. 32 SPEED SENSORS ..................................................................................... 32 MAN CATS 2 ENGINE DATA...................................................................... 32 ACCELERATION TEST .............................................................................. 32 COMPRESSION TEST ............................................................................... 32 WATER PUMP............................................................................................ 32 COMPRESSOR .......................................................................................... 32 GLOW PLUG STARTING SYSTEM ............................................................ 32

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 3

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 4

ENGINE SPECIFICATION
New features of the Euro 4 engine compared with Euro 3 engines: Engine D 036 .. Common Rail Reinforced crankcase Reinforced crankshaft bearings Cylinder head (channel feed) Connecting rod Oil injection nozzles Optional turbocharger (2-stage) Enhanced exhaust gas recirculation AGR blocking valve with stepless control Engine oil for Euro 4 engine to MAN standard (M3477) Exhaust gas retreatment system: PM catalytic converter (with OBD sensors) Additional silencers Common Rail EDC 7 Pre-supply pump ZP 18 Fuel-lubricated high-pressure pump CP 3 Injection pipes / High-pressure pipes Star-type fuel filter Injectors with two-part armatures and 8 hole-type nozzles Injection system

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 5

ASSOCIATION OF POWER UNITS WITH RANGES AND VEHICLE TYPES


HGV / Bus engines D 0834 LFL 40 D 0834 LFL 41 D 0834 LFL 42 D 0836 LFL 40 D 0836 LFL 41 D 0836 LFL 44 D 0836 LOH 41 D 0836 LUH 41 D 0836 LOH 40 D 0836 LUH 40 D 0834 LFL 50 D 0834 LFL 51 D 0834 LFL 52 D 0836 LFL 51 Emissions class Euro 3 Euro 3 Euro 3 Euro 3 Euro 3 Euro 3 Euro 3 Euro 3 Euro 3 Euro 3 Euro 4 Euro 4 Euro 4 Euro 4 Vehicle type TGL/M TGL/M TGL/M TGL/M TGL/M T-GA, TGL/M BUS BUS BUS BUS TGL/M TGL/M TGL/M TGL/M Trade designation xx. 150 BHP (110KW) xx. 180 BHP (132KW) xx. 206 BHP (150KW) xx. 240 BHP (176KW) xx. 280 BHP (206KW) xx. 326 BHP (240KW) xx. 240 BHP (176KW) xx. 240 BHP (176KW) xx. 280 BHP (206KW) xx. 280 BHP (206KW) xx. 150 BHP (110KW) xx. 180 BHP (132KW) xx. 206 BHP (151KW) xx. 240 BHP (176KW) Chassis No. WMA WMA WMA WMAH WMAH WMAH WMA WMA WMA WMA WMAH WMAH WMAH WMAH
Page 6

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

EXPLANATION OF ENGINE CODE Engine nameplate Engine type designation D 0836 LF 43


D MAN - Werk Nrnberg Typ D0836 LF44 Motor- Nr. / Engine-no. 209 0062 5015 2 0 1 N I / N II P1 08 3 6 L F OH UH Fuel type (diesel) + 100 = Bore diameter e.g. 128 mm 3x10+100 is approximately equal to the stroke in mm = 125 Number of cylinders 6 = 6 cylinders, Charging type (turbocharger with charge air cooling) Engine orientation Bus rear-mounted, vertical engine Bus rear-mounted, horizontal engine Engine variant, particularly important for technical data and set-up values and procurement of spare parts I II P H S Dimensional variation 0.10 mm Dimensional variation 0.25 mm Big end bearing journal Main bearing journal Camshaft mushroom tappet (S1 0.25 mm oversize)

Block N I / N II

43

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 7

ENGINE IDENTIFICATION NUMBER Example: Engine number

A B C D E F G

209 0062 501 5 2 0 1

Engine type code Assembly date Order of assembly (progress number on day of assembly) Overview of flywheel Overview of injection pump/controller Overview of air compressor Special equipment such as engine-dependent auxiliary output drive

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 8

DESIGN AND PRINCIPLE OF OPERATION

The common rail engines are liquid-cooled, 4-stroke in-line engines with exhaust gas turbocharger and air/air charge air cooling.

In contrast to the other designs, the 240 kW / 326 BHP engine (LF44) has an external exhaust gas recirculation system. The exhaust gas is cooled by means of a heat exchanger supplied with cooling water.

The engine's omega-shaped combustion chamber is located in the centre of the piston and is supplied with fuel by a vertically arranged injector nozzle.

The amount of exhaust gas is determined by means of a non-return valve and a blocking valve pneumatically controlled by the engine characteristic. The other engine variants such as the LOH/LUH have internal exhaust gas recirculation, which is defined by the camshaft control times. .

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 9

ENGINE SPECIFICATIONS D0836 LFL 41 Euro 3


K value (m 1) CO (G/KWH) HC (g/KWh) NOX (G/KWH) Idle speed Max. cut-off speed rpm Valve clearance with engine cold EVB clearance with engine cold Compression pressure Permissible pressure diff. between ind. cylinders Coolant Oil quantity min/max. Fuel system Cold start capability with/without glow plug Weight (dry) 21/26 L Bosch Common Rail 15/-32C 598 kg 1.3 0.410 0.070 4.960 600 rpm 50 ca. 2640 IV 0.50/EV 0.50 mm 0.35 mm 26 - 30 bar max. 4 bar

Working principle

4-stroke turbodiesel with charge air cooler 6/vertical in line 7-jet direct injection left 4 108/125 6.871 18:1 160 206/280 at 2400 1-5-3-6-2-4 fan side 2400 1100 at 1200-1750

Number of cylinders/Design Combustion process

Direction of rotation viewed from flywheel end Number of valves per cylinder Bore/Stroke in mm Capacity in litres Compression Max. ignition pressure in bar Rated power kW/BHP at speed rpm Ignition sequence Position of cylinder 1 Rated speed rpm Max. torque Nm at rpm

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 10

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 11

D0836 LFL 44 EURO 3


K value (m 1) CO (G/KWH) HC (g/KWh) NOX (G/KWH) Idle speed Max. cut-off speed rpm Valve clearance with engine cold EVB clearance with engine cold Compression pressure Permissible pressure diff. between ind. cylinders Coolant Oil quantity min/max. Fuel system Cold start capability with/without glow plug Weight (dry) 21/26 L Bosch Common Rail 15/-32C 618 kg

Working principle Combustion process

4-stroke turbodiesel with charge air cooler 6/vertical in line 7-jet direct injection left 4 108/125 6.871 18:1 160 240/326 at 2400 1-5-3-6-2-4 fan side 2400 1200 Nm at 1200-1800

1.2 0.560 0.060 4.090 600 rpm 50 ca. 2640 IV 0.50/EV 0.50 mm 0.35 mm 26 - 30 bar max. 4 bar

Number of cylinders/Design

Direction of rotation viewed from flywheel end Number of valves per cylinder Bore/Stroke in mm Capacity in litres Compression Max. ignition pressure in bar Rated power kW/BHP at speed rpm Ignition sequence Position of cylinder 1 Rated speed rpm Max. torque Nm at rpm

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 12

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 13

D0836 LOH 41
K value (m 1) Working principle 4-stroke turbodiesel with charge air cooler 6/vertical in line 7-jet direct injection left 4 108/125 6.871 18:1 160 176/240 at 2400 1-5-3-6-2-4 fan side 2400 925 at 1200-1800 CO (G/KWH) HC (g/KWh) NOX (G/KWH) Idle speed Max. cut-off speed rpm Valve clearance with engine cold EVB clearance with engine cold Compression pressure Permissible pressure diff. between ind. cylinders Coolant Oil quantity min/max Fuel system Weight (dry) 21/26 L Bosch Common Rail ca. 595 kg 600 rpm 50 ca. 2640 IV 0.50/EV 0.50 mm 0.35 mm 26 - 30 bar max. 4 bar Number of cylinders/Design Combustion process Number of valves per cylinder Bore/Stroke in mm Capacity in litres Compression Max. ignition pressure in bar Rated power kW/BHP at speed rpm Ignition sequence Position of cylinder 1 Rated speed rpm Max. torque Nm at rpm

Direction of rotation viewed from flywheel end

Cold start capability with/without glow plug down to 15/-32C

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 14

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 15

D0836 LOH 40
K value (m 1) CO (G/KWH) HC (g/KWh) NOX (G/KWH) Idle speed Max. cut-off speed rpm Valve clearance with engine cold EVB clearance with engine cold Compression pressure Permissible pressure diff. between ind. cylinders Coolant Oil quantity min/max. Fuel system Weight (dry) 21/26 L Bosch Common Rail ca. 600 kg 600 rpm 50 ca. 2640 IV 0.50/EV 0.50 mm 0.35 mm 26 - 30 bar max. 4 bar

Working principle Combustion process

4-stroke turbodiesel with charge air cooler 6/vertical in line 7-jet direct injection left 4 108/125 6.871 18:1 160 206/280 at 2400 1-5-3-6-2-4 fan side 2400 1100 at 1200-1750

Number of cylinders/Design

Direction of rotation viewed from flywheel end Number of valves per cylinder Bore/Stroke in mm Capacity in litres Compression Max. ignition pressure in bar Rated power kW/BHP at speed rpm Ignition sequence Position of cylinder 1 Rated speed rpm Max. torque Nm at rpm

Cold start capability with/without glow plug down to 15/-32C

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 16

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 17

D0836 LUH 41
K value (m 1) CO (G/KWH) HC (g/KWh) NOX (G/KWH) Idle speed Max. cut-off speed rpm Valve clearance with engine cold EVB clearance with engine cold Compression pressure Permissible pressure diff. between ind. cylinders Coolant Oil quantity min/max Fuel system Weight (dry) 21/26 L Bosch Common Rail ca. 640 kg 600 rpm 50 ca. 2640 IV 0.50/EV 0.50 mm 0.35 mm 26 - 30 bar max. 4 bar

Working principle Combustion process

4-stroke turbodiesel with charge air cooler 6/vertical in line 7-jet direct injection left 4 108/125 6.871 18:1 160 176/240 at 2400 1-5-3-6-2-4 fan side 2400 925 at 1200-1800

Number of cylinders/Design

Direction of rotation viewed from flywheel end Number of valves per cylinder Bore/Stroke in mm Capacity in litres Compression Max. ignition pressure in bar Rated power kW/BHP at speed rpm Ignition sequence Position of cylinder 1 Rated speed rpm Max. torque Nm at rpm

Cold start capability with/without glow plug down to 15/-32C

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 18

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 19

D0836 LUH 40
K value (m 1) CO (G/KWH) HC (g/KWh) NOX (G/KWH) Idle speed Max. cut-off speed rpm Valve clearance with engine cold EVB clearance with engine cold Compression pressure Permissible pressure diff. between ind. cylinders Coolant Oil quantity min/max. Fuel system Weight (dry) 21/26 L Bosch Common Rail ca. 640 kg 600 rpm 50 ca. 2640 IV 0.50/EV 0.50 mm 0.35 mm 26 - 30 bar max. 4 bar

Working principle Combustion process

4-stroke turbodiesel with charge air cooler 6/vertical in line 7-jet direct injection left 4 108/125 6.871 18:1 160 206/280 at 2400 1-5-3-6-2-4 fan side 2400 1100 at 1200-1750

Number of cylinders/Design

Direction of rotation viewed from flywheel end Number of valves per cylinder Bore/Stroke in mm Capacity in litres Compression Max. ignition pressure in bar Rated power kW/BHP at speed rpm Ignition sequence Position of cylinder 1 Rated speed rpm Max. torque Nm at rpm

Cold start capability with/without glow plug down to 15/-32C

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 20

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 21

CRANKCASE
The new crankcase is cast in one piece together with the cylinder block from cast iron alloy. 6 cooling water channels drilled between the cylinders guarantee excellent heat dissipation and a uniform temperature distribution at the surface of the cylinders. High rigidity and lower noise emissions are achieved by providing appropriate ribs on the new aluminium intermediate plate. The crankcase ventilation is designed as a closed system, i.e. the blow-by is fed back to the engine combustion via a valve with integral oil mist separator. Re-machining the crankcase sealing surfaces: For all engines, three re-machining stages are intended for the cylinder head joint face. Normal dimension A = 321.97 - 322.01 mm Stage 1 = 321.77 - 321.80 mm Stage 2 = 321.57 - 321.60 mm Stage 3 = 321.37 - 321.40 mm 0.0 mm - 0.2 mm - 0.4 mm - 0.6 mm

Surface roughness of crankcase sealing surface 16 m Main bearing bolts 115 Nm + 90o+10 (do not reuse) Dry cylinder liner Flywheel bolts 100 Nm + 90o+10 (do not reuse)

B C D

The pistons run directly in the crankcase where optimum conditions with regard to resistance to wear and oil consumption are achieved due to the ceramic honing of the cylinder surfaces.

Note:
Version-dependent (with and without cylinder liners)

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 22

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 23

CYLINDER LINERS 1. Cylinder liners (slip fit)


"A" Normal size Rep. stage + 0.5 mm "B" "D" "E" Crankcase collar diameter Collar depth Normal size 1st Rep. stage "F" "G" Collar diameter Inside diameter Wear "H" Overall height 111.490 - 111.535 mm 111.995 - 112.035 mm 116.00 - 116.10 mm 4.040 - 4.060 mm 111.475 - 111.490 mm 111.975 111.990 mm 115.470 115.880 mm 108.000 108.022 mm 0.150 mm 216.700 - 217.000 mm

2. Fitting clearances
Clearance between crankcase bore and liners Outside diameter (A-E) 0.01 - 0.03 mm At the collar (B-F) 0.12 - 0.36 mm

3. Liner projection
Check amount by which liner projects from crankcase, (measure at 4 points with clock gauge) "D" "C" "I" Collar depth 4.04 - 4.06 mm Depth of collar recess Collar projection 4.00 - 4.03 mm 0.01 - 0.06 mm

Note:
Do not use grease or engine oil when fitting the lining. ONLY MOLYCODEPOWDER

NOTE:
The collar must sit solidly on the seat. Clean before fitting! The liner collar must not bear against the outside diameter.

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 24

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 25

CRANKSHAFT
The crankshaft with the counterweights is drop-forged in one piece. The main and big end bearing journals are induction hardened. They can be reground 4 times without re-hardening. The thrust bearing is situated between cylinders 3 and 4 in all cases . A vibration damper is fixed to the front end of the crankshaft. This reduces the torsional amplitude and thus the loading on the crankshaft due to rotational vibration. N1 and N2 designs Even in serial production there are two sizes for big end and crankshaft bearings and for tappet bores. Colour marking is used for any other machining stage; every other fitting stage must be indicated on the nameplate and on the crankshaft. N N1 P H S = Normal size = 0.1 mm dimensional variation = Crankshaft, big end bearing N1 = Crankshaft, main bearing N1 = Tappet bore N1 E F G I X . B D A Flywheel angle bolt. 100 Nm + 90o 150 Nm + 90o 0.60 1.60 mm 0.15 0.50 mm Crankshaft journal diameter Crankshaft - main bearing internal Radial play Crankshaft axial play STD 76.81 - 77.00 mm STD 77.04 77.08 mm 0.04 0.10mm 0.15 0.28 mm

determined by the axial thrust washers C fitted to the 4th main bearing (one repair stage possible)

(Note different lengths! No WVW) Vibration damper (no WVW) Main bearing spread (Miba) (Glyco)

V-belt pulley with vibration damper (vulcanised rubber insert) Loctite 574TB sealant for crankshaft gear Main bearing bolts 115 Nm + 90o

Sealing rings (PTFE). Fit in dry condition only. Fit axial discs with oil pockets facing the crankshaft

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 26

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 27

CRANKSHAFT SEALING RINGS


Front crankshaft sealing ring F Rear crankshaft sealing ring (flywheel side)

Assembly Fit new crankshaft sealing ring 7 with transport sleeve to adapter from special toolkit. Slide crankshaft sealing ring 7 onto adapter and remove transport sleeve. Slide press-on sleeve 8 over adapter and screw to threaded spindle 9. Press shaft sealing ring against front timing gear cover as far as the stop using the press-on sleeve. Press-on tool 80.99606-6030 Extractor 80.99606.6011

A Preliminary assembly Fit new crankshaft sealing ring 2 with transport sleeve to adapter 4 from special toolkit. Slide crankshaft sealing ring 1 onto adapter and remove transport sleeve. B Fit crankshaft sealing ring Slide press-on sleeve 5 over adapter and screw to threaded spindle 6. Press shaft sealing ring against flywheel cover as far as the stop using the press-on sleeve.

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 28

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 29

TIMING GEAR HOUSING Removing timing gear cover


Remove fixing bolts from timing gear housing. Remove timing gear cover fixing screws, remove timing gear cover, and remove front seal 3 from gear casing 4. Assembly is carried out in reverse order. Remove timing gear housing seal 1 from engine block.

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 30

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 31

CONNECTING ROD
The connecting rods are precision drop-forged and separated at the big end by CRACKING. The separation joint is produced by means of fracturing (cracking). The small end is trapezoidal in shape. The topmost of the two connecting rod bearing shells is made of highly wear-resistant sputter bearing metal. Measuring the connecting rod bearings The measuring instrument is used to measure the bearing hole for the big end bearing shells in the fitted state in directions 1, 2 and 3 and in measuring planes a and b. Bearing shells with bearing holes within the tolerance limits can be reused. If the dimensions are outside the tolerance limits, the bearings must be replaced. The connecting rod and the connecting rod cap are marked together NOTE: Top bearing shell is identified with TOP (B) or red coloured dot on the side. (Hardened supporting shell). at the side next to the break point. Note: Do not stand the connecting rod or the connecting rod cap on the break point. Damage (change) to the joint can cause damage to the connecting rod. Big end bearing journal (normal size) :.... 69.981 70.000 mm Big end bearing spread C(Miba): ....................... 74.5 76.0 mm Big end bearing radial play:............................ 0.026 0.088 mm Big end bearing axial play: ............................. 0.120 0.259 mm Hole spacing: ....................................................... 196 0.02 mm Gudgeon pin bearing (internal) :.....42mm +0.050 + 0.066 mm Connecting rod weight difference per engine set: max. 50g Tightening torque for connecting rod bolts: Md ....................................................... 50 Nm + 10 plus 90 +10 Connecting rod bolts M 11x1.5 x60 Torx E14 Connecting rod bolts must not be reused

Fitting dimensions

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 32

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 33

PISTONS
3-ring (cut back) pistons made from special cast aluminium are used with a cast-in ring carrier for the top piston ring. The combustion area is slightly drawn in, stepped and omega-shaped. Valve pockets are provided on the crown of the piston on the inlet and exhaust sides. To relieve the thermal stress, the pistons for the D0836 LF44 engine are manufactured with a cast-in cooling channel and cooled by means of a jet of oil from the oil spray nozzle. The flow cross-section of the oil spray nozzles has been matched to the new piston cooling channel. The oil spray nozzle is controlled by means of a pressure control valve in order to ensure adequate piston cooling. NOTE: Difference in piston weight per engine set max. 40 g. Note: G: Oil scraper ring bevelled ring F: Sealing ring taper-faced ring Height End clearance 2.50 2.52 mm 0.40 to 0.65 mm E: Compression ring double-sided trap. ring Height End clearance 4.00 mm 0.30 to 0.55 mm A: Piston diameter: ................................ 107.791 107.800 mm B: Measure piston diameter 17 mm above bottom of piston. C: Compression height (standard): ....................... 63.9 64 mm D: Piston projection / crankcase edge: .......... 0.093 0.391 mm

Piston ring height / end clearance

Height End clearance

2.97 3.00 mm 0.30 to 0.60 mm

Rings:
The sealing rings comprise a double-sided trapezoidal ring and a taper faced ring. The bevelled spring-loaded ring is used as an oil scraper ring.

Engine D0836 LF44 (326 BHP) with cooling channel pistons Engine D0836 LF41 (280 BHP) without cooling channel pistons

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 34

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 35

CAMSHAFT
The forged camshafts are arranged in the crankcase on the exhaust side. In the 6-cylinder engines, the camshaft is mounted in 7 leadbronze bushes. The camshafts for external and internal exhaust gas recirculation differ from one another with respect to the different valve timings. "4" Camshaft gear with 7 reference marks for EDC ECU The camshaft gear is designed with 7 reference marks, 2 of which are considerably closer together than the others. These are used by the EDC control unit to detect the first cylinder. "5" Collar screw, spectacle flange "7" Collar screw, camshaft gear 23 Nm 65 Nm "1" Camshaft (external or internal exhaust gas recirculation design) "2" Guide pin "3" Thrust washer

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 36

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 37

Checking camshaft axial play


NOTE: Check camshaft axial play with clock gauge. Camshaft axial play "C" .....................................0.14 0.27 mm Thickness of axial thrust washer "A" ..................4.83 4.86 mm The notch 1 on the camshaft bearing bush must point to the fan side. The oil holes 2 in bearings 1, 3, 5 must coincide with the oil feed holes in the housing. All other bearings are offset with respect to the holes (no oil feed).

Camshaft bushes .................................. 51.000 51.030 mm Camshaft bearing diameter ........................ 50.910 50.940 mm Radial play ..................................................... 0.060 0.120 mm

"B" Camshaft flange bolts M10x38x1.25...........................65Nm

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 38

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 39

VALVE TIMINGS
The valve timings are checked with the specified valve clearance. "A": Valve timings: Engine D 0836 external exhaust gas recirculation "A": Valve timings: Engine D 0834 external exhaust gas recirculation Inlet opens D 0834 6 32 63 13 before TDC after BDC before BDC after TDC

Inlet closes D 0834 Exhaust opens D 0834 D 0834

Inlet opens

D 0836 D 0836 D 0836

18 32 63 29

before TDC after BDC before BDC after TDC

Exhaust closes

Inlet closes D 0836 Exhaust opens Exhaust closes

"B": Valve timings: Engine D 0834 internal exhaust gas recirculation Exhaust closes D 0834 59 after TDC

"B": Valve timings: Engine D 0836 internal exhaust gas recirculation

Inlet opens

D 0836

18 32 63 1

before TDC after BDC before BDC before TDC

Inlet closes D 0836 Exhaust opens Exhaust closes D 0836 D 0836

Example: Timing diagram 1 Direction of engine rotation 2 Inlet opens 3 Exhaust closes 4 Inlet opening time 5 Centre of inlet cam 6 Exhaust opens 7 Exhaust closes 8 Exhaust opening time 9 Centre of exhaust cam

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 40

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 41

ENGINE TIMING
On assembly, the mark on crankshaft gear "A" must coincide with the mark on crankshaft gear "B" identified by " - - ". Tightening torques: A B C D E F G H Note: Intermediate gear "D" is mounted with the VP 44 radial injection pump as on engine D0834/36. Crankshaft gear..........................Z = 32 ..... 150 Nm + 90 Camshaft gear............................Z = 64 ................ 65 Nm Compressor drive gear...............Z = 27 ........................... Intermediate gear ....................... Z =40................ 115 Nm Intermediate gear .......................Z = 31 ................. 22Nm CR high-pressure pump .............Z = 24 Oil pump drive gear .................... Z =18.................. 30 Nm Water pump fitting

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 42

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 43

ENGINE OIL CIRCULATION Forced feed lubrication:


The forced feed lubrication system feeds the crankshaft, big end and camshaft bearings. The valve drive, intermediate gear, air

Engine oil pressure


Idle speed 600 rpm .......................................................> 1.0 bar Rated speed 2400 rpm..................................................> 4.0 bar

compressor and exhaust gas turbocharger are supplied with lubricating oil. The gear oil pump sits in the spur gear housing. The gears are fitted in the pump housing and in the spur gear housing. The oil pressure control valve sits in the main channel and serves to relieve the load on the oil pump after a cold start at low ambient temperatures. The oil filter and plate oil cooler are physically combined in the oil module. Recyclable paper filters enable the oil filter to be disposed of in a maintenance friendly and environmentally friendly manner. The piston crown is cooled by the valve-controlled oil spray nozzle, which sprays into the piston ring channel or onto the piston crown. "C" Oil filter bottom valve (drainage protection) Opening pressure........................ 0.2 0.1 bar Oil pressure switch B 104: Wire (0.75mm2) Wire (0.75mm ) Wire (0.75mm )
2 2

The oil pressure must be checked when the engine is warm. "A" Oil pressure control valve Opening pressure........................ 5.0 6.0 bar

"B"

Oil filter bypass valve Opening pressure........................ 2.5 0.5 bar

Engine oil M 3477 Euro 4 M 3277 Euro 3


The only engine oils that are approved are those, which have been tested to and comply with works standard M 3477/3277.

60155 Pin 1 to EDC A40 60158 Pin 2 to EDC A37 60137 Pin 3 to EDC A20

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 44

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 45

Oil pump:

1 2 3 4 5 6 7 8 9 10

FIXING NUT DRIVE GEAR OIL PUMP GEAR OIL PUMP GEAR OIL PUMP HOUSING FIXING BOLT M24X1.5 60NM SEALING RING COMPRESSION SPRING PISTON INTERMEDIATE PLATE

NOTE: Slide oil pump drive gear "4" (internal taper free from grease) onto grease-free taper of drive gear. Oil pump gears must not be fitted dry (indicated by a note on gears 3/4)

Tightening torques: Oil pump drive gear nut "1" M12x1.5..................................... 30 Nm Checking the gap: Gap = Housing depth minus Gear height

ENGINE OIL PRESSURE CONTROL VALVE: WITH 9 PISTON - 8 SPRING 7 SEALING RING

Measure gear height at different positions Measure housing depth: Housing depth 25.000 25.033 mm

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 46

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 47

Oil filter module


The oil module 6 combines the oil filter 4 and oil cooler in one housing. The filter is designed as a recyclable paper filter. The heated engine oil is cooled in a heat exchanger 9 by approximately 15 C. Tightening torque, filter cover 2 .........................................25 Nm Fixing bolts to engine ........................................................22 Nm Oil pressure switch 5 .........................................................50 Nm
0

Oil filter bypass valve .............................................. 2.5 0.5 bar Oil filter bottom valve (drainage protection)............. 0.2 0.1 bar Oil return blocking valve............................................................ 7

Oil filter cover spanner 1 ..................................... 80.99606.0581 Oil module seal 8 Replace sealing rings 3/10 when changing filter

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 48

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 49

Oil spray nozzle for piston crown cooling:

NOTE: Ensure that the adjusting ball in the body of the oil spray nozzle locates in the hole provided.

Oil spray nozzle pressure valve:

Valve remains closed until.................................... 1.5 + 0.1 bar Valve fully open .................................................... 2.0 + 0.1 bar

Bent oil spray nozzles must not be straightened! 2 Checking oil spray nozzles 3 Check whether the valve spring still pushes the valve piston onto the valve seat, otherwise change oil spray nozzle valve. Tightening torques: Oil spray nozzle pressure valve M12 ........................................ 40 Nm Oil pressure valve fully open................................... 1.9 2.1 bar Oil pressure valve begins to open .......................... 1.4 1.6 bar

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 50

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 51

BELT DRIVE
The V-belt is no longer driven from the belt pulley on the crankshaft vibration damper but via the belt drive shaft, which is connected to the compressor drive gear. The belt drive (E) is connected to the compressor drive gear (D) by means of the cross-shaped disc (G) and does not require adjustment. The belt pulley is fixed to the drive shaft by means of a screw (A) with a left-hand thread. The V-belt tensioner (1, 2) works automatically and needs no adjustment. To loosen the belt, turn hexagonal bolt (1) anticlockwise and remove belt. Note: The central bolt (A) for the belt pulley (B) has a left-hand thread. F ..........O-ring G .........Cross-shaped disc H .........Belt tensioner for alternator and water pump I ...........Belt tensioner for optional extras, e.g. air-conditioning C .........Fixing bolt M10x35-8.8 D .........Compressor gear E..........Drive housing 45 Nm A .........Left-hand threaded bolt M16x1.5x45-8.8LH 100 Nm+90 B .........Belt pulley

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 52

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 53

CYLINDER HEAD
The channelling in the cylinder head of the D 0836 Euro 4 engine is different from that of the Euro 3 engine. In order to withstand the high peak combustion pressures, the engines have just one continuous cylinder head for all cylinders. "2" Valve seat angle The cylinder head is made from cast iron alloy with cast-in inlet and exhaust channels. The cylinder head is fixed with 4 equally distributed angle bolts per cylinder. (24 in total). The exhaust and inlet valve seating rings are shrunk in place, and the valve guides are pressed in. The valve star is slightly offset. The sealing surface of the cylinder head "A" can be re-machined (maximum 0.5 mm) A thicker copper washer must then be used for the injector (51.98701.0093). "4" Valve guides Exhaust valve guide recess .... 22.70 23.10 -(-0.40 mm) Inlet valve guide recess ............20.70 21.10 (-0.40 mm) "3" Valve recess distance Exhaust "A" .............................................. 0.60 0.90 mm Inlet "B" .................................................... 0.30 0.60 mm Exhaust valve ................................................................ 90o Inlet valve .................................................................... 120o "1" Height of cylinder head Overall height "A"............................. 109.85 110.15 mm Minimum size.................................... 109.35 110.05 mm

The core hole closures are fitted with Loctite 648.

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 54

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 55

CYLINDER HEAD FIXING TIGHTENING/CHECKING CYLINDER HEAD BOLTS:


NOTE: Engine cylinder head bolts must not be reused once they have been loosened. When repairs are carried out, as a basic principle all cylinder head bolts M 14 x 2 (E18) must be replaced. NOTE: The combustion chamber is sealed by means of multi-layer steel gaskets with enhanced sealing quality, and re-tightening is not necessary. Smear contact surface of the cylinder head bolts with Optimol White T and oil the thread. No further re-tightening of the cylinder head bolts is required. Tightening sequence following a repair: Align, and pre-tighten to 10 Nm 1st tightening stage 2nd tightening stage 3rd tightening stage 4th tightening stage 5th final tightening stage 80 Nm 150 Nm 90 90 90

Tightening torques and torsion angle:

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 56

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 57

CHECKING AND ADJUSTING VALVE CLEARANCES

VALVE ADJUSTMENT: IGNITION SEQUENCE: D 0834 1 - 3 4 2 IGNITION SEQUENCE: D 0836 1 - 5 3 6 2 4 1 2 Valve adjustment screw, inlet valve Feeler gauge 0.50 mm Valve bridge, inlet valve Valve bridge, exhaust valve Adjusting nut, exhaust valve Adjusting screw, exhaust valve Adjusting screw EVB Lock nut EVB Feeler gauge 0.35 mm

Overlap Adjustment

= =

624153 153624
0.50 mm 0.50 mm 0.35 mm

3 4 5 6 7 8 9

A B C

Valve clearance, inlet valve Valve clearance, exhaust valve Clearance, rocker braking device

Fixing bolt (cylinder head bolt) Fixing bolt, bottom cable shaft M6x1 (8.8) Lock nut, valve adjustment screw M10x1 (8.8)

9 Nm 9 Nm 40 Nm

The valve clearances are adjusted with the engine cold (T < 500)

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 58

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 59

Removing an injector: Note:

Fitting an injector:
1 Do not remove the injector from the box until immediately

Before removing the injector, always remove the appropriate pressure pipe support first.

before fitting. 2 Remove protective cover from injector hole in cylinder head. 3 Always fit injector together with pressure flange. (Pressure flange cannot be fitted retrospectively). 4 Fit new O-ring and new Cu gasket to injector. 5 Slide pressure flange onto injector. 6 Fit injector together with gasket and pressure flange into cylinder head. 7 Push injector with pressure flange completely into cylinder head. 8 Align pressure pipe connection hole in injector channel pressure pipe support in cylinder head. Tighten fixing screw and spherical washer slightly to allow for later adjustment.

Only remove one injector at a time. Remove injector with pressure flange and seal. Immediately seal injector hole in cylinder head with a protective cover.

Immediately seal injector nozzle with a protective cover. Remove injector O-ring from above and place the injector in a box for safe keeping.

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 60

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 61

TIGHTENING INJECTOR ON CYLINDER HEAD


1. 2. 3. 4. 5. 6. 7. 8. 9. 10. High-pressure pipe Connector Sleeve nut Leakage oil channel Pressure pipe with filter and anti-rotation locking device Copper washer O-ring Electrical connection Injector Anti-rotation locking device for sword connector A B C D E F Pre-tighten Allen screw to 2 Nm Pre-tighten pressure screw to 10 Nm Tighten Allen screw finally to 30 Nm Tighten pressure screw finally to 55 Nm High-pressure pipe sleeve nut 10 Nm + 300 Tighten electrical connector to 1.5 Nm

Injector tightening procedure:

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 62

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 63

ROCKER MECHANISM

1 2 3 4 5 6 7 8 9 10 11

Rocker, exhaust valve Valve adjustment screw Thrust washer Compression spring Thrust washer Valve adjustment screw Rocker, inlet valve Retaining screw, rocker shaft Rocker shaft Rocker block Adjusting screw EVB

Technical data: Fixing bolts (cylinder head cover) Retaining screw, rocker shaft (8) M8x50-8.8 Fixing screw, rocker mechanism M8x85-8.8 9 Nm 22 Nm 22 Nm

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 64

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 65

EXHAUST VALVE BRAKE


All D 0836LF engines are fitted with the conventional EVB. The braking effect is increased by ca. 60% compared with a conventional engine brake. If the exhaust brake valve is closed, pressure waves build up in the exhaust manifold, which briefly re-open the exhaust valve, i.e. the exhaust valve is opened again briefly every time it closes.

A hydraulic piston, to which engine oil pressure is applied, is located in the exhaust valve bridge. The oil pressure can dissipate again due to a relief hole. A counter-support is located above the valve bridge with an adjustment screw, which seals the relief hole when the exhaust valve is closed. When the camshaft opens the valve, the relief hole is opened and the oil pressure in front of the piston can dissipate.

As the piston is under oil pressure, it is pushed in the same direction as the briefly opening valve, but cannot return, as the countersupport closes the relief hole and the non-return valve closes the oil feed hole. The exhaust valve therefore remains slightly open during the compression stroke and the subsequent expansion cycle. This negates the compression work of the piston, which would otherwise have driven the crankshaft. The braking power of the engine increases.

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 66

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 67

EVB - SERVICE INFORMATION / EXHAUST BUTTERFLY VALVE UNCONTROLLED


Inside the exhaust butterfly valve is a torsion bar spring to control the exhaust counterpressure. It is therefore important that the engine braking valve is always closed with the specified initial tension. If the initial tension is too large (gap too large), the exhaust valves will be too highly stressed thermally and may overheat or burn out. If the initial tension is too small (gap too small), a corresponding loss of engine braking power may occur. Gap:

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 68

Adjusting the engine braking valve gap:


The gap is checked and adjusted with the actuating cylinder removed.

Measure the gap with the actuating cylinder removed after closing the engine braking valve by hand.

If the gap is too large, reduce the initial tension of the torsion bar spring. Open the valve by hand, and push the torsion bar spring carefully against the "open" stop.

If the gap is too small, increase the initial tension of the torsion bar spring. Place an object between the "closed" stop and the valve lever, close the valve by hand, and push the torsion bar spring carefully against the stop.

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 69

INLET MANIFOLD Inlet manifold with return pipe:


The return pipe for the injectors is integrated within the inlet manifold, and the two channels (inlet, return) are sealed with a steel gasket. The gaskets are discontinuous between the individual channels. See repair manual A 20 Page 6,105 A B Inlet manifold with integral injector return pipe Common return connector Inlet manifold gasket: C D E Intake air Discharge opening in the event of leaks Injector fuel return

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 70

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 71

EXHAUST GAS RECIRCULATION


In order to obtain favourable economy, high utilisation of energy and low fuel consumption in the Euro 3/4 Common Rail engines, the D0836.. engines are equipped with an internal or external controlled exhaust gas recirculation system (EGR). The hot exhaust gases are fed to the EGR module by means of the EGR valve connecting pipes. The exhaust gases flow through the double-flow stainless steel heat exchanger in the EGR module. The exhaust gas is cooled in the EGR module from ca. 700C to less than 200C (in the Euro 3) by means of cooling water (the temperatures With exhaust gas recirculation, some of the burned gases are fed back to the cylinder (ca. 10% Euro 3 and up to ca. 20% Euro 4 ). This results in lower combustion temperatures and thus lower NOx emissions. in the Euro 4 are even lower). The EGR butterfly valve on the hot side is actuated by a compressed air cylinder. The solenoid valve and a reed switch are integrated within the compressed air cylinder. A Air filter Charge air cooler Engine inlet manifold EGR cooler Peak pressure valves 1 Inlet 2 Exhaust gas outlet 3 Waste gate bypass 6 Engine 8 Timing valve B/5 C D E F/4 G/7

Internal EGR:
The internal exhaust gas recirculation is controlled by the valve timings. A residual amount of exhaust gas amounting to

approximately 10% remains in the cylinder as a result of closing the exhaust valve early.

Electropneumatically controlled blocking valve Exhaust butterfly valve PM Kat (Euro 4 engine) (1) from turbocharger (3) to waste gate b (2) to atmosphere d Electrical connector 9 Low-pressure stage

External EGR:
With external exhaust gas recirculation, the exhaust gas is extracted from the exhaust manifold and cooled in the EGR module.

PM a c

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 72

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 73

Components of the exhaust gas recirculation system:

A B C D E F G H I J

Fixing bolt M 8x55-8.8

23 Nm

Euro 4 control with infinitely variable adjustment 1 Blocking valve with integral position sensor for feedback of EGR valve position 2 Proportional valve for control of compressed air in Euro 4 with stepless adjustment

Connecting pipe, inlet manifold - EGR module Cover Peak pressure valves Water outlet EGR cooler EGR module Water inlet EGR cooler Exhaust gas connecting pipe - blocking valve and EGR cooler Exhaust gas inlet to EGR module Blocking valve EGR module

Tightening torques:
Charge air temperature sensor .................. .......................... 45 Nm Cover for peak pressure valves......... M8x60-8.8 .................. 22 Nm Cable shaft on EGR module.............. M6x18-8.8 .................... 9 Nm Note: The EGR module must not be dismantled. It is forbidden to open the rear manifold. Adjusting the EGR cylinder: Note that the exhaust gas recirculation cylinder is pre-stressed to ca. 4 mm

EGR control: Euro 3 control (black, white) Compressed air cylinder for EGR valve electrically actuated by the EDC ECU Reed contact switch for feedback of EGR valve position to EDC control unit, Euro 3 Compressed air connection from circuit 4 (10 bar)

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 74

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 75

TURBOCHARGER

Maintenance-free exhaust gas turbocharger, 1-stage charging with waste gate Waste gate opening starts at Waste gate stroke A B C D Turbocharger, single-stage design Seal for oil return pipe Fixing bolt Fixing bolt 1.52 bar 1.1 2.6mm

With two-stage charging, the exhaust gas first flows through a small turbocharger (high-pressure stage) and then through a larger turbocharger (low-pressure stage). As two turbochargers are available for the whole speed-load range, the HP (high-pressure) turbine can be made very small. It is therefore easier for the HP compressor to quickly provide the required amount of air during acceleration. When there is a high mass flow of exhaust gas, the high-pressure turbine is partially bypassed. This keeps the unburned carbon during acceleration low and avoids overloading the HP turbine.

2-stage charging, via timing valve controlled exhaust gas turbocharger in the D0834 LFL42 151 kW 4-cylinder engine

The advantages of two-stage charging can be clearly seen in dynamic operation. Along with the increased amount of air available, the main factor here is the improved response.

1 2 3 4

Charge air outlet Exhaust gas inlet Engine oil connector Intake air inlet Note: The actual charge pressure can be interrogated with MAN_CATS 2. The charge pressures are pressures, which are measured after the charge air cooler, and are not equal to the waste gate valve opening pressure.

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 76

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 77

TWO-STAGE CONTROL VALVE


Design 3/2 control valve (PWM controlled timing valve) 24 Volt 1 A B Mark-space ratio in % Pressure at connector 3 to waste gate pe(kPa) 2 3 4 From turbocharger To atmosphere To waste gate Electrical connector (PWM signal EDC 7) ca. 91 Ohm

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 78 of 121

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 79

CHARGE PRESSURE CHARACTERISTIC

A B C D E

Charge pressure (m bar) Engine speed (rpm) Torque (Nm) Engine torque curve Example of uncontrolled charge pressure.

Example of charge pressure with uncontrolled waste gate.

Charge pressure, controlled waste gate with timing valve.

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 80 of 121

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 81

TURBOCHARGER Operation of the PM-Kat system (PM = Particulate Matter):


1. 2. The PM-Kat is integrated within the normal exhaust housing The exhaust gas flows through the two identical individual modules (A, B) inside the unit 3. In the first stage, nitrogen monoxide NO is oxidised to form nitrogen dioxide NO2 in the upstream section of the catalytic converter (Platinum converter A) (2NO +O2 = 2NO2) PM KAT 4. In the second stage (B), unburned carbon particles are separated in a sintered metal fleece by the specific formation of turbulence. (Separator) 5. The trapped carbon particles are burned with the NO2 formed in the first stage, and thus converted to gaseous carbon dioxide CO2. 6. In this way, the smallest particles are removed and eliminated from the exhaust gases.(D) Temperature sensor before the PM Kat Temperature sensor after the PM Kat Differential pressure sensor Components:

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 82

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 83

PREVENTION OF ACCIDENTS - COMMON RAIL CLEANLINESS

CAUTION Risk of injury Jets of fuel can penetrate the skin. Vaporisation of fuel presents a fire risk.

You should wait for at least one minute before undoing the bolts until the rail pressure has dissipated. Check the pressure reduction in the rail with MAN-cats 2 if necessary.

Never undo the bolts on the high-pressure fuel side of the common rail system with the engine running (injection pipe from the highpressure pump to the rail, on the rail, and on the cylinder head to the injector). Caution: Risk of injury! When the engine is running, the pipes are continuously under high fuel pressure up to 1,600 bar. Caution: Do not touch live parts on the injector electrical connector when the engine is running.

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 84

Working on the CR system:

Cleanliness:
Modern diesel injection components are today made from highprecision parts, which are subjected to extreme loads. Because of this high-precision engineering, extreme cleanliness must be observed when carrying out any work on the fuel system. Dirt particles of more than 0.2 mm can lead to component failure. It is therefore essential that the measures described below are observed before starting work: Do not use the steam jet to spray directly onto electrical components, alternatively fit covers Position the vehicle in a clean part of the workshop where no work, which could generate dust, is being carried out. (Grinding, welding, brake repairs, brake and power tests etc.) Avoid air movements (possible generation of dust by starting engines, workshop ventilation/heating, draughts etc.). The area around the still sealed fuel system must be cleaned and dried with compressed air.

Before starting work


Risk of damage due to contamination! The engine and engine compartment must be cleaned before working on the clean side of the fuel system (steam jets). When doing so, the fuel system must be sealed.

Protective sleeve set


Set of protective sleeves for fuel connections Complete set Et. No. Protective tube for injector Et. No. Protective tube for pressure pipe Et. No. 81.96002-6005 09.81020-1000 09.81020-1001

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 85

During work
RISK OF DAMAGE DUE TO CONTAMINATION! The use of compressed air for cleaning is not permitted after opening the clean side fuel system. Loose dirt must be removed during the assembly work by means of a suitable suction device (industrial vacuum cleaner). This sealing material must be kept packed in a dustproof container until it is used, and must be disposed of after a single use. The components are then to be stored carefully in a clean, closed Only undamaged tools may be used (scratched chrome plating). Materials such as cloths, cardboard or wood may not be used when removing and fitting components, as these may shed particles and fibres. If paint should become chipped when undoing connections (possibly due to excess painting), then these chips of paint must be carefully removed before finally removing the bolt. For these components, never use cleaning or test liquids that have already been used. New parts must not be taken out of their original packing until immediately before use. container. The connecting openings of all removed parts of the clean-side fuel system must be sealed immediately with suitable sealing caps.

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 86

Bus engine
NOTE: Risk of damage due to contamination! Remove injectors:

Before opening the clean-side fuel system: Clean the parts of the engine around pressure connectors, injection pipes, rail and valve cover with compressed air.

After removal: Flush out the injectors with the high-pressure connection hole pointing downwards using a cleaning fluid

Removed the valve cover and then clean the parts of the engine around the pressure connectors, injection pipes and rail once more. Next slacken only the pressure pipe connectors: Slacken the sleeve nuts on the pressure pipe connectors and unscrew by 4 turns.

Remove pressure pipe connectors: Unscrew pressure pipe connector sleeve nuts, remove pressure pipe connectors and clean injector hole in cylinder head. Assembly is carried out in exactly the reverse order.

Lift

the

pressure

pipe

connectors

using

special

tool.

Reason: do not remove the pressure pipe connectors completely until the injectors have been removed so that no dirt can fall into the injectors from above.

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 87

COMMON RAIL SYSTEM WITH EDC 7 ENGINE CONTROL UNIT


The CR injection system consists of a quantity-controlled highpressure pump, which can apply very high fuel pressure to a "rail" storage volume (max. 1600 bar). The rail transmits this pressure to the "injector" to enable it to inject a fine vapour. A High-pressure The main feature of the CR system is therefore the decoupling of pressure generation and injection from the rail. This pressure-timecontrolled injection system thus overcomes the typical limitation of conventional cam-controlled systems. The increased average injection pressure and the timing of the injection can be selected within wide limits independently of the engine operating point. M Injector Q Input signals This is the basis of a combustion process, which achieves excellent values for exhaust emissions and noise. The hydraulic components of the injection system are monitored by the control unit, the sensors of which continuously gather data related to the engine and vehicle operation. So, for example, the rail pressure sensor, the control unit and the pressure-controlled highpressure pump form a control loop for producing the required rail Note: CR engines are not approved for use with RME (biodiesel) for the time being O Camshaft sensor R Output signals P Crankshaft sensor G Pre-supply pump J Rail H FSC I Pressure limiting valve L High-pressure line K Rail pressure sensor D Suction line B Low-pressure section E High-pressure pump C Fuel tank F Pressure line pressure. Other sensors, such as coolant temperature sensor, charge air temperature sensor or atmospheric pressure sensor help the engine to adjust optimally to changing ambient conditions.

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 88

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 89

Injection lines:
The injection lines (A) have an outside diameter of 6 mm and are hydraulically pre-stressed and matched in length due to the high line pressures. They are fixed to the engine using anti-vibration fittings. Note: The same CR cleanliness specifications apply when changing the filter. CR injector and injection nozzles: The CR injectors vertically mounted in the cylinder head are clamped from above by means of a bracket with high-elasticity bolts. 7-jet The fuel feed line from the injection line to the CR injector is in the form of a pressure pipe, which is clamped from the outside by means of a clamping nut. An edge-type filter is integrated within the pressure pipe. The pressure pipe is arranged at one side of the cylinder head. This avoids the necessity of opening the fuel side when servicing the valve drive. The CR injector leakage fuel is fed to a common pipe outside the pressure pipe. blind-hole nozzles with an opening pressure of 300 bar are fitted. The CR injector is sealed at the bottom by means of a Cu ring, and at the top with an O-ring. A Fuel tank B High-pressure pump CP3 fuel distributor C Fuel pump D Fuel filter E Pre-filter manual pump engine oil filling F Proportional valve H Glow plug I Pressure limiting valve J Rail K Rail pressure sensor L Injector M Leakage oil return (overflow valve 1.2 1.3 bar on Euro3 only)

Fuel feed line to CR injector:

Fuel Service Centre (FSC):


The FSC, which has been redesigned for the CR engines, is mounted on the air distribution pipe and comprises externally mounted hand pump G, pre-cleaner, main filter, permanent ventilation and filter heating in one module.

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 90

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 91

Fuel system:
A new Fuel Service Centre (FSC) is used in the D08 CR engines. The FSC combines the pre-cleaner with the manual pump, main filter, permanent ventilation and heating element in one unit. A fuel pressure probe for monitoring the fuel filter is also provided between the fuel pump and the FSC. The pre-filter is washable. Compared with conventional versions, common rail fuel filters are very much finer. The filter inserts are fully recyclable. Note: When changing the filter, do not suck out deposited dirt but allow it to run out through the drain screw. Note: The system is bled by slackening and operating the hand pump. A B C D E F H J Drain screw Sealing ring, heating element Fuel filter for high-pressure pump Fuel filter seal Pre-filter Sealing ring Filter cover Electrical connector - filter heater and fuel temperature The conventional glow plug starting system, albeit with a new solenoid valve, is provided as an aid to cold starting. The gear pump sucks the fuel from the tank and pumps it through the fuel filter to the high-pressure pump.

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 92

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 93

LOW-PRESSURE SECTION Components:


Fuel transfer pump: The gear transfer pump sucks the fuel from the tank and pumps it through the FSC to the high-pressure pump. All fixed engine fuel lines are designed as PA pipes with easy-to-fit Raymond plug connectors. 1 BYPASS VALVE OPENS AT CA. 10-11 BAR 2 NON-RETURN VALVE FOR BLEEDING THE SYSTEM 3 GEAR PUMP 4 HAND PUMP The fuel pump must not be dismantled or removed from the highpressure pump.

A FROM FUEL TANK B TO FUEL SERVICE CENTRE

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 94

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 95

HIGH-PRESSURE SECTION
The high-pressure section has the task of producing the high pressure required for injection and pumping an adequate quantity of fuel under all operating conditions. The fuel is pumped from the transfer pump (3) via the fuel lines to the FSC, and via the metering unit (1) into the suction chamber of the high-pressure pump. The metering unit is an actuator for controlling the fuel pressure in the high-pressure reservoir of the rail and controls the input pressure in the high-pressure pump. A High-pressure pump CP 3.4: The high-pressure pump must be filled with engine oil (0.04 l) when the pump is changed or a new one fitted. Tighten the oil filler screw to 18 Nm. New fuel-lubricated version. Grease the taper of the drive gear when assembling the gear. The drive gear is fitted to the drive shaft without grease and tightened to 110 Nm. Tighten M10 flange bolts (2) to 45 Nm. C D E Max. fuel quantity Min. fuel quantity Trapezoidal slot Mark-space ratio 100% No pumping min. input pressure Mark-space ratio 0% Maximum pumping max. input pressure B Metering unit (M-Prop.): (Fuel quantity proportional valve) CP 3.4 The metering unit (M-Prop.) is bolted to the suction side of the high-pressure pump housing. The metering unit is controlled by means of a PWM signal (pulse width modulated signal).

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 96

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 97

CR HIGH-PRESSURE PUMP CP3


Unlike conventional diesel engines, the installation of the CR highpressure pump requires no adjustments. The CR pump is driven by the camshaft gear with a ratio of 1:1.67 to the crankshaft. 1 2 3 4 5 6 When the engine is started, the signals from the speed sensor on the camshaft drive gear and the flywheel speed sensor are synchronised. After a few revolutions, the CR high-pressure pump receives the signal (reference mark signal 1st cylinder) and the engine runs. A B C High-pressure section Low-pressure section Engine oil 7 8 Fuel feed from fuel filter To rail To tank To filter Return to tank From filter To rail Proportional valve

NOTE: The starting process takes somewhat longer with CR engines than with conventional diesel engines (finding TDC mark).

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 98

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 99

REMOVING/FITTING HIGH-PRESSURE PUMP Removing the high-pressure pump:


Remove fuel lines and seal all connectors including high-pressure pump with plastic plugs. Note: Unscrew only one line at a time and immediately seal the connectors with clean plastic plugs. Fit special tool (A) to the high-pressure pump (B). Unscrew fixing bolts and remove high-pressure pump. Withdraw the high-pressure pump by tilting and turning between the oil module and the timing gear housing.

Fitting the high-pressure pump:


Insert the high-pressure pump with the new O-rings (one O-ring for the lubricating oil feed hole and one O-ring for the housing seal) between the oil module (E) and the timing gear housing, and by turning and tilting (F) align it with the flange on the timing gear housing, insert and fit. Note: Version 1 Fill high-pressure pump with engine oil (0.04 l). The engine oil can be added by means of a pipette (C).

Version 2 The latest version of the CP3 high-pressure pump is now fuellubricated.

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 100

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 101

RAIL
The high-pressure reservoir (rail) has the task of storing the fuel at high-pressure. At the same time, pressure oscillations that occur due to the pumping and injection actions, are damped by the storage volume. The pressure in the rail is maintained at an almost constant value even when using large quantities of fuel. This ensures that the injection pressure remains constant when the injector is opened. If the pressure limiting valve does not open quickly enough when the rail pressure is too high, it is forced open. To force open the pressure limiting valve, the fuel metering unit is opened and the removal of fuel for injecting is blocked. The rail pressure increases rapidly until the opening pressure of the pressure limiting valve is reached. If this forcing action is not successful, e.g. due to a mechanically sticking pressure limiting valve, the engine is shut down.

A Two-stage pressure limiting valve: B Rail pressure sensor


The two-stage pressure limiting valve is mounted on the rail and has the function of an overpressure valve and a pressure limiter. If the pressure is too high, a drain hole is opened. Under normal operating conditions, a spring pushes a piston tightly into the valve seat so that the rail remains closed. Only when the maximum system pressure is exceeded is the piston pushed open against the spring by the pressure in the rail. If the rail pressure is too high (1800 bar), the first piston moves and opens part of the cross-section permanently. The rail pressure is then held constant at ca. 700-800 bar. The two-stage pressure limiting valve does not close again until the engine is stopped. Once the pressure limiting valve has opened, the second stage remains open as long as the engine is running. Pin 1 (60160) A 61 Rail pressure ground Pin 2 (60162) A 80 Rail pressure input (1.01-1.60 Volt) Pin 3 (60161) A 43 Rail pressure (4.75-5.25 Volt) Approximately 30 cm3 of fuel is available in the rail. Note: Rail tightening torque 45 Nm

C High-pressure line connector

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 102

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 103

INJECTOR
The CR injectors vertically mounted in the cylinder are clamped from above by means of a bracket. 7-jet blind-hole nozzles with an opening pressure of 300 bar are fitted. Components: 1 3 5 The EDC 7 control unit determines the injection duration (control of the injector coil for pre-injection, main injection and secondary injection) and the injection pressure. 7 9 Jet needle Coil Electrical connector Feed throttle Drain valve ball 2 4 6 8 High-pressure connector Valve ball Fuel return Drain throttle

In the Euro 4 engines, the injectors are designed with two-stage armatures.

A Small ring surface

B Large surface

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 104

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 105

Combustion pressure characteristic:

A B F

Pre-injection Main injection Secondary injection

The advantages of pre-injection:

The pressure rises uniformly and, as a result, the combustion noise is reduced and the engine runs more smoothly.

PRE, MAIN, and SECONDARY INJECTION take place across the whole characteristic. Exception: The 326 BHP D0836 LF44 engine has no pre-injection at higher speeds and loads as the injector loading would be too high. Advantages of secondary injection: The TURBULENT charge movements are slower More energy due to shorter injection Unburned carbon burns off better Has no effect on NOX Note: Better particle reduction is achieved by the use of secondary injection (F). The particle discharge is strongly dependent on the fuel-air mixture.

or better cleaning of individual cylinders.

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 106

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 107

SPEED SENSORS Crankshaft speed sensor (3):


This sensor (3) is used to calculate the crank angle of the crankshaft and is responsible for the correct timing of the injectors in the individual cylinders. The Flywheel (A) has 60 divisions with 58 holes (two holes are missing), which are spaced by 60 and with a gap of 180 (4). This gap is used to determine the angular position (3600 crankshaft) of the engine and, in addition, to detect the crankshaft position of the 1st or 6th cylinder. (TDC Instant of injection) C D Speed sensor signal from flywheel Camshaft speed sensor signal The phase marks are distributed over the segment gear at equal intervals. The synchronising mark (1) is an additional mark and is close to the phase mark for the first cylinder to identify the 1st cylinder. It is used to determine the angle of the engine within 720.

Camshaft speed sensor (2)


The camshaft rotates at half the speed of the crankshaft. Its position determines whether a piston is on the compression or exhaust cycle. The segment gear (B) on the camshaft is known as the phasing gear. It has one phase mark per cylinder (altogether 6 marks and one synchronising mark 1).

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 108

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 109

MAN CATS 2 ENGINE DATA Smooth running control:


The smooth running control is intended to achieve even running of the engine, particularly at idle speeds. In a six-cylinder engine, each cylinder accelerates the engine for 120 in its working cycle. The control unit evaluates the running of the engine every 120 and drives the injectors of the "slowest" cylinders for longer and those of the "fastest" cylinders for less time, as a result of which the injection quantity varies. The fuel correction amount is the deviation from the desired amount. The ignition sequence 153624 must be taken into account when carrying out the evaluation. Evaluation example: (always in ignition sequence) If the 6th cylinder has poor performance, the correction amount on injector 6 is increased. If the engine still does not run evenly after this, the quantity for the 2nd cylinder injector is also increased. However, after this, the quantity for all other cylinders is reduced so that the engine does not run too fast. It is therefore possible to detect a group in which two injectors have an increased amount (+) and the other injectors have a reduced amount (-). In this + + - group, the first cylinder is the one with the worst power output.

In order to obtain an overview of the condition of the engine, when carrying out comparative monitoring of the cylinders, the speed and the (calculated) injection quantity should also be displayed.

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 110

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 111

ACCELERATION TEST
Prerequisites: Engine at operating temperature > 750 C Drive vehicle until warm, do not leave running The acceleration test can only be evaluated in conjunction with the compression test. This acceleration test only compares cylinders with one another. The result must be consistent with the correction To determine whether all injectors are injecting evenly, the speed that the engine is able to reach with a defined injection quantity in a certain time is measured in the acceleration test. Rule of thumb: The average value, total of all cylinders, which lie at roughly the In the first acceleration test, all injectors are controlled and the speed reached is determined. In the second acceleration test, the engine is accelerated again but with injector 1 disconnected. The third acceleration test is carried out without injector 2, the fourth to seventh acceleration tests without injector 3 to 6. Value too high (no pre-injection or amount too low, engine If the engine now reaches almost the same speed as in the first acceleration test in spite of the disconnected injector, then this cylinder is not working well in motoring mode. (Check the engine mechanics). knocks) Value too low (quantity too large, engine knocks) Rate of change of speed: same level A deviation of about +- 25 from this average value is still acceptable amount.

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 112

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 113

COMPRESSION TEST

Procedure: 1 Battery 100% charged 2 Engine at operating temperature > 750 C 3 Drive vehicle until warm, do not leave running 4 Follow the MAN-CATS 2 instructions quickly (otherwise no evaluation) A Minimum speed (rpm) Measurement on the compression cycle from ca. 8 before to 8 after TDC (maximum difference 3 rpm between the individual cylinders) During the compression test, the engine is turned by the starter. The control unit suppresses injection (engine does not start) and measures how strongly the starter is braked on each cylinder during the compression cycle. C B Maximum speed (rpm) Measurement at ca. 70 before TDC (maximum difference 3 rpm between the individual cylinders) Difference (rpm) Maximum difference 5 rpm between the individual cylinders Strong braking, i.e. a low speed before TDC, indicates relatively good compression.

To do this, the starter must be activated by means of the ignition key until the control unit has measured the speeds at TDC and shortly before BDC for all cylinders.

Remedies: Adjust valves, valve damage, piston ring damage etc.

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 114

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 115

WATER PUMP

1 2 3 4 5 6 7 8 9 10 11

Coolant pump fixing bolts 23 Nm Coolant pump Coolant pump gasket Sliding seal Impeller Coolant pump bearing Circlip Coolant pump hub Fixing bolts Coolant pump housing Gasket

Note: Smear sliding seal and coolant pump shaft with coolant according to MAN standard 324 Type N before fitting. Press bearing (6) into the coolant pump as far as the stop with a suitable fitting tool. (Do not touch the sliding seal with your fingers).

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 116

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 117

COMPRESSOR
1 A single-cylinder air compressor with optionally 238 cm3 or 350 cm3 is used in the TG1. 2 3 4 The air preparation system consists of a water-cooled single-cylinder air compressor. It is located on the right-hand side of the engine and is driven by a spur gear on the camshaft. The system is designed for an effective pressure of 12.5 bar. The steering pump (impeller pump) with a flow volume of 20 cm /min, 16.6 cm /min or 14 cm /min is mounted on the rear face of the air compressor.
3 3 3

Air compressor with resonance reservoir O-ring, air compressor oil hole (Vaseline 09.15014-0001) Fixing bolt 23 Nm O-ring, air compressor housing (techn. Vaseline 09.150140001)

5 6 7 8 9

Steering pump driving disc O-ring, steering pump (techn. Vaseline 09.15014-0001) Steering pump with 20/16.6/14 cm3/min Fixing bolt, steering pump 23 Nm Overpressure valve, opening pressure 17 bar +- 2 bar (200 Nm)

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 118

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 119

GLOW PLUG STARTING SYSTEM


1 2 3 /5 4 6 Manual pump FSC Fuel pipe Solenoid valve Y100 (17300 12mm) BERU glow plug R 100 (17301 62mm) A The central on-board computer controls the glow plug starting system. B The glow plug starting system is only actuated at a coolant temperature of < + 10 degrees C.

Ready to start
Terminal 15 on Flame start relay clocked at f= 1 Hz at a voltage of > 21.5V The flame start relay is continuously energised at a voltage of < 21.5 Volt. Flame start indicator LED flashes via I CAN at f= 1 Hz, 50% TEXT: Start ENGINE There is no voltage on flame start solenoid valve If the engine is not started, at the end of the ready-to-start period (15 sec) the system starts to measure the dwell time before restarting (dependent on the battery voltage)

Pre-heating time
Indicator LED (pre-heating) continuously controlled via I-CAN The start relay K 102 is clocked with a voltage of > 24 V. If the voltage is < 24 V, the relay is permanently energised. There is no voltage on the solenoid valve. When the voltage is 22 - 23 V, the pre-heating time is ca. 33 - 35 sec.

TEXT: NEW PRE-HEATING

Terminal 50 on during ready ready-to-start


Flame start indicator lamp clocked via I CAN as flame start relay, TEXT: START ENGINE in the display Flame start solenoid valve switches on

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 120

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc

Page 121