MAN D0836 CR en PDF

Engine training
course
D 0834/36.
Euro 3/4
Common Rail
EDC 7
Produced by
Plank/Schier
AT 01b 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\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc Page 2

CONTENTS
CONTENTS...................................................................................................3 EXHAUST VALVE BRAKE.......................................................................... 32

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

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

Additional silencers

ASSOCIATION OF POWER UNITS WITH RANGES AND VEHICLE TYPES
HGV / Bus engines Emissions class Vehicle type Trade designation Chassis No.
D 0834 LFL 40 Euro 3 TGL/M xx. 150 BHP (110KW) WMA
D 0836 LFL 40 Euro 3 TGL/M xx. 240 BHP (176KW) WMAH
D 0836 LFL 44 Euro 3 T-GA, TGL/M xx. 326 BHP (240KW) WMAH
D 0836 LOH 41 Euro 3 BUS xx. 240 BHP (176KW) WMA
D 0836 LUH 41 Euro 3 BUS xx. 240 BHP (176KW) WMA
D 0836 LOH 40 Euro 3 BUS xx. 280 BHP (206KW) WMA
D 0836 LUH 40 Euro 3 BUS xx. 280 BHP (206KW) WMA

EXPLANATION OF ENGINE CODE
Engine nameplate Engine type designation
D 0836 LF 43
D Fuel type (diesel)

MAN - Werk Nürnberg 08 + 100 = Bore diameter e.g. 128 mm 
Typ D0836 LF44 3 3x10+100 is approximately equal to the stroke in mm = 125
Motor- Nr. / Engine-no. N I / N II 6 Number of cylinders 6 = 6 cylinders,
L Charging type (turbocharger with charge air cooling)
209 0062 5015 2 0 1 P1
F Engine orientation
OH Bus rear-mounted, vertical engine
UH Bus rear-mounted, horizontal engine
Block N I / N II 43 Engine variant, particularly important for technical data
and set-up values and procurement of spare parts
I Dimensional variation 0.10 mm
II Dimensional variation 0.25 mm
P Big end bearing journal
H Main bearing journal
S Camshaft mushroom tappet (S1 0.25 mm oversize)

ENGINE IDENTIFICATION NUMBER
Example: Engine number
A 209 Engine type code

B 0062 Assembly date
C 501 Order of assembly (progress number on day of assembly)
D 5 Overview of flywheel
E 2 Overview of injection pump/controller
F 0 Overview of air compressor
G 1 Special equipment such as engine-dependent auxiliary output drive

DESIGN AND PRINCIPLE OF OPERATION
The common rail engines are liquid-cooled, 4-stroke in-line engines In contrast to the other designs, the 240 kW / 326 BHP engine (LF44)
with exhaust gas turbocharger and air/air charge air cooling. 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 The amount of exhaust gas is determined by means of a non-return
centre of the piston and is supplied with fuel by a vertically arranged valve and a blocking valve pneumatically controlled by the engine
injector nozzle. characteristic.
The other engine variants such as the LOH/LUH have internal
exhaust gas recirculation, which is defined by the camshaft control
times.
.

ENGINE SPECIFICATIONS
D0836 LFL 41 Euro 3
K value (m –1) 1.3

Working principle 4-stroke turbodiesel with charge air cooler
CO (G/KWH) 0.410
Number of cylinders/Design 6/vertical in line
HC (g/KWh) 0.070
Combustion process 7-jet direct injection
NOX (G/KWH) 4.960
Direction of rotation viewed from flywheel end left
Idle speed 600 rpm ± 50
Number of valves per cylinder 4
Max. cut-off speed rpm ca. 2640
Bore/Stroke in mm 108/125
Valve clearance with engine cold IV 0.50/EV 0.50 mm
Capacity in litres 6.871
EVB clearance with engine cold 0.35 mm
Compression 18:1
Compression pressure 26 - 30 bar
Max. ignition pressure in bar 160
Permissible pressure diff. between ind. cylinders max. 4 bar
Rated power kW/BHP at speed rpm 206/280 at 2400
Coolant
Ignition sequence 1-5-3-6-2-4
Oil quantity min/max. 21/26 L
Position of cylinder 1 fan side
Fuel system Bosch Common Rail
Rated speed rpm 2400
Cold start capability with/without glow plug 15/-32°C
Max. torque Nm at rpm 1100 at 1200-1750
Weight (dry) 598 kg

D0836 LFL 44 EURO 3
Working principle 4-stroke turbodiesel with charge air cooler K value (m –1) 1.2
Number of cylinders/Design 6/vertical in line CO (G/KWH) 0.560
Combustion process 7-jet direct injection HC (g/KWh) 0.060
Direction of rotation viewed from flywheel end left NOX (G/KWH) 4.090
Number of valves per cylinder 4 Idle speed 600 rpm ± 50
Bore/Stroke in mm 108/125 Max. cut-off speed rpm ca. 2640
Capacity in litres 6.871 Valve clearance with engine cold IV 0.50/EV 0.50 mm
Compression 18:1 EVB clearance with engine cold 0.35 mm
Max. ignition pressure in bar 160 Compression pressure 26 - 30 bar
Rated power kW/BHP at speed rpm 240/326 at 2400 Permissible pressure diff. between ind. cylinders max. 4 bar
Ignition sequence 1-5-3-6-2-4 Coolant

Position of cylinder 1 fan side Oil quantity min/max. 21/26 L
Rated speed rpm 2400 Fuel system Bosch Common Rail
Max. torque Nm at rpm 1200 Nm at 1200-1800 Cold start capability with/without glow plug –15/-32°C
Weight (dry) 618 kg

D0836 LOH 41
K value (m –1)
Working principle 4-stroke turbodiesel with charge air cooler
CO (G/KWH)
Number of cylinders/Design 6/vertical in line
HC (g/KWh)
Combustion process 7-jet direct injection
NOX (G/KWH)
Direction of rotation viewed from flywheel end left
Idle speed 600 rpm ± 50
Number of valves per cylinder 4
Max. cut-off speed rpm ca. 2640
Bore/Stroke in mm 108/125
Valve clearance with engine cold IV 0.50/EV 0.50 mm
Capacity in litres 6.871
EVB clearance with engine cold 0.35 mm
Compression 18:1
Compression pressure 26 - 30 bar
Max. ignition pressure in bar 160
Permissible pressure diff. between ind. cylinders max. 4 bar
Rated power kW/BHP at speed rpm 176/240 at 2400
Coolant
Ignition sequence 1-5-3-6-2-4
Oil quantity min/max 21/26 L
Position of cylinder 1 fan side
Fuel system Bosch Common Rail
Rated speed rpm 2400
Cold start capability with/without glow plug down to –15/-32°C
Max. torque Nm at rpm 925 at 1200-1800
Weight (dry) ca. 595 kg

D0836 LOH 40
Working principle 4-stroke turbodiesel with charge air cooler K value (m –1)
Number of cylinders/Design 6/vertical in line CO (G/KWH)
Combustion process 7-jet direct injection HC (g/KWh)
Direction of rotation viewed from flywheel end left NOX (G/KWH)
Max. torque Nm at rpm 1100 at 1200-1750 Cold start capability with/without glow plug down to –15/-32°C

D0836 LUH 41
Position of cylinder 1 fan side Oil quantity min/max 21/26 L

D0836 LUH 40

CRANKCASE
The new crankcase is cast in one piece together with the cylinder Re-machining the crankcase sealing surfaces:
block from cast iron alloy. For all engines, three re-machining stages are intended for the
cylinder head joint face.
6 cooling water channels drilled between the cylinders guarantee
Normal dimension A = 321.97 - 322.01 mm 0.0 mm
excellent heat dissipation and a uniform temperature distribution at
Stage 1 = 321.77 - 321.80 mm - 0.2 mm
the surface of the cylinders.
Stage 2 = 321.57 - 321.60 mm - 0.4 mm
Stage 3 = 321.37 - 321.40 mm - 0.6 mm
High rigidity and lower noise emissions are achieved by providing
Surface roughness of crankcase sealing surface 16 m
appropriate ribs on the new aluminium intermediate plate.
The crankcase ventilation is designed as a closed system, i.e. the B Main bearing bolts 115 Nm + 90o+10° (do not reuse)
blow-by is fed back to the engine combustion via a valve with integral C Dry cylinder liner
oil mist separator. D Flywheel bolts 100 Nm + 90o+10°
(do not reuse)
The pistons run directly in the crankcase where optimum conditions
with regard to resistance to wear and oil consumption are achieved Note:
due to the ceramic honing of the cylinder surfaces. Version-dependent (with and without cylinder liners)

CYLINDER LINERS
1. Cylinder liners (slip fit) 2. Fitting clearances
"A" Normal size 111.490 - 111.535 mm Clearance between crankcase bore and liners
Rep. stage + 0.5 mm 111.995 - 112.035 mm Outside diameter (A-E) 0.01 - 0.03 mm
"B" Crankcase collar diameter 116.00 - 116.10 mm At the collar (B-F) 0.12 - 0.36 mm
"D" Collar depth 4.040 - 4.060 mm
"E" Normal size 111.475 - 111.490 mm 3. Liner projection
1st Rep. stage 111.975 – 111.990 mm
Check amount by which liner projects from crankcase, (measure at
"F" Collar diameter 115.470 – 115.880 mm
4 points with clock gauge)
"G" Inside diameter 108.000 – 108.022 mm
Wear 0.150 mm "D" Collar depth 4.04 - 4.06 mm
"H" Overall height 216.700 - 217.000 mm "C" Depth of collar recess 4.00 - 4.03 mm
"I" Collar projection 0.01 - 0.06 mm
Note: NOTE:
Do not use grease or engine oil when fitting the lining.
The collar must sit solidly on the seat. Clean before fitting! The liner
ONLY MOLYCODEPOWDER
collar must not bear against the outside diameter.

CRANKSHAFT
The crankshaft with the counterweights is drop-forged in one piece. Crankshaft journal diameter STD 76.81 - 77.00 mm
The main and big end bearing journals are induction hardened. Crankshaft - main bearing internal Ø STD 77.04 – 77.08 mm
They can be reground 4 times without re-hardening. The thrust Radial play 0.04 –0.10mm
bearing is situated between cylinders 3 and 4 in all cases . Crankshaft axial play 0.15 – 0.28 mm
determined by the axial thrust washers C fitted to the 4th main
A vibration damper is fixed to the front end of the crankshaft. This
bearing (one repair stage possible)
reduces the torsional amplitude and thus the loading on the
crankshaft due to rotational vibration.
A Flywheel angle bolt. 100 Nm + 90o
(Note different lengths! No WVW)
N1 and N2 designs
B Vibration damper (no WVW) 150 Nm + 90o
Even in serial production there are two sizes for big end and
D Main bearing spread (Miba) 0.60 – 1.60 mm
crankshaft bearings and for tappet bores. Colour marking is used for
(Glyco) 0.15 – 0.50 mm
any other machining stage; every other fitting stage must be
E V-belt pulley with vibration damper (vulcanised rubber insert)
indicated on the nameplate and on the crankshaft.
F Loctite 574TB sealant for crankshaft gear
N = Normal size
G Main bearing bolts 115 Nm + 90o
N1 = 0.1 mm dimensional variation
I Sealing rings (PTFE). Fit in dry condition only.
P = Crankshaft, big end bearing N1
X Fit axial discs with oil pockets facing the crankshaft
H = Crankshaft, main bearing N1
.
S = Tappet bore N1

CRANKSHAFT SEALING RINGS
Front crankshaft sealing ring F Rear crankshaft sealing ring (flywheel side)
Assembly A Preliminary assembly

Fit new crankshaft sealing ring 7 with transport sleeve to adapter Fit new crankshaft sealing ring 2 with transport sleeve to adapter 4
from special toolkit. from special toolkit.
Slide crankshaft sealing ring 7 onto adapter and remove transport Slide crankshaft sealing ring 1 onto adapter and remove transport
sleeve. sleeve.
Slide press-on sleeve 8 over adapter and screw to threaded spindle
9. B Fit crankshaft sealing ring
Press shaft sealing ring against front timing gear cover as far as the Slide press-on sleeve 5 over adapter and screw to threaded spindle
stop using the press-on sleeve. 6.
Press shaft sealing ring against flywheel cover as far as the stop
Press-on tool 80.99606-6030 using the press-on sleeve.
Extractor 80.99606.6011

D F

TIMING GEAR HOUSING
Removing timing gear cover

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

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

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

NOTE: bevelled ring Height 2.97 – 3.00 mm
Difference in piston weight per engine set max. 40 g. End clearance 0.30 to 0.60 mm
Note:
Rings: Engine D0836 LF44 (326 BHP) with cooling channel pistons
The sealing rings comprise a double-sided trapezoidal ring and a Engine D0836 LF41 (280 BHP) without cooling channel pistons
taper faced ring. The bevelled spring-loaded ring is used as an oil
scraper ring.

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

Checking camshaft axial play
NOTE:
Check camshaft axial play with clock gauge. 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
Camshaft axial play "C" .....................................0.14 – 0.27 mm holes in the housing. All other bearings are offset with respect to the
Thickness of axial thrust washer "A"..................4.83 – 4.86 mm 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

VALVE TIMINGS
The valve timings are checked with the specified valve clearance. "A": Valve timings: Engine D 0834 external exhaust gas
recirculation
"A": Valve timings: Engine D 0836 external exhaust gas Inlet opens D 0834 6° before TDC
recirculation Inlet closes D 0834 32° after BDC
Exhaust opens D 0834 63° before BDC
Inlet opens D 0836 18° before TDC Exhaust closes D 0834 13° after TDC
Inlet closes D 0836 32° after BDC
Exhaust opens D 0836 63° before BDC "B": Valve timings: Engine D 0834 internal exhaust gas
Exhaust closes D 0836 29° after TDC recirculation
Exhaust closes D 0834 59° after TDC
"B": Valve timings: Engine D 0836 internal exhaust gas Example: Timing diagram
1 Direction of engine rotation
recirculation
2 Inlet opens
3 Exhaust closes
Inlet opens D 0836 18° before TDC 4 Inlet opening time
Inlet closes D 0836 32° after BDC 5 Centre of inlet cam
Exhaust opens D 0836 63° before BDC 6 Exhaust opens
7 Exhaust closes
Exhaust closes D 0836 1° before TDC
8 Exhaust opening time
9 Centre of exhaust cam

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

ENGINE OIL CIRCULATION
Forced feed lubrication: Engine oil pressure
The forced feed lubrication system feeds the crankshaft, big end and
Idle speed 600 rpm .......................................................> 1.0 bar
camshaft bearings. The valve drive, intermediate gear, air
Rated speed 2400 rpm..................................................> 4.0 bar
compressor and exhaust gas turbocharger are supplied with
lubricating oil.
The oil pressure must be checked when the engine is warm.
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
"A" Oil pressure control valve
control valve sits in the main channel and serves to relieve the load
Opening pressure........................5.0 – 6.0 bar
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
"B" Oil filter bypass valve
module. Recyclable paper filters enable the oil filter to be disposed of
Opening pressure........................2.5 ± 0.5 bar
in a maintenance friendly and environmentally friendly manner.
The piston crown is cooled by the valve-controlled oil spray nozzle,
"C" Oil filter bottom valve (drainage protection)
which sprays into the piston ring channel or onto the piston crown.
Opening pressure........................0.2 ± 0.1 bar
Engine oil M 3477 Euro 4 – M 3277 Euro 3 Oil pressure switch B 104:
The only engine oils that are approved are those, which have been Wire (0.75mm2) 60155 Pin 1 to EDC A40
tested to and comply with works standard M 3477/3277. Wire (0.75mm ) 2
60158 Pin 2 to EDC A37
2
Wire (0.75mm ) 60137 Pin 3 to EDC A20

Oil pump:
1 FIXING NUT NOTE:

2 DRIVE GEAR Slide oil pump drive gear "4" (internal taper free from grease) onto
3 OIL PUMP GEAR grease-free taper of drive gear.
4 OIL PUMP GEAR Oil pump gears must not be fitted dry
5 OIL PUMP HOUSING (indicated by a note on gears 3/4)
6 FIXING BOLT M24X1.5 60NM
7 SEALING RING Tightening torques:
8 COMPRESSION SPRING Oil pump drive gear nut "1" M12x1.5..................................... 30 Nm
9 PISTON
10 INTERMEDIATE PLATE Checking the gap:
Gap = Housing depth minus Gear height
ENGINE OIL PRESSURE CONTROL VALVE: Measure gear height at different positions
WITH 9 PISTON - 8 SPRING 7 SEALING RING Measure housing depth:
Housing depth 25.000 – 25.033 mm

Oil filter module
The oil module 6 combines the oil filter 4 and oil cooler in one Oil filter bypass valve ..............................................2.5 ± 0.5 bar
housing. The filter is designed as a recyclable paper filter. The Oil filter bottom valve (drainage protection).............0.2 ± 0.1 bar
heated engine oil is cooled in a heat exchanger 9 by approximately Oil return blocking valve............................................................ 7
0
15 C.
Tightening torque, filter cover 2.........................................25 Nm
Fixing bolts to engine ........................................................22 Nm
Oil pressure switch 5.........................................................50 Nm
Oil filter cover spanner 1 ..................................... 80.99606.0581

Oil module seal 8
Replace sealing rings 3/10 when changing filter

Oil spray nozzle for piston crown cooling:
NOTE: Oil spray nozzle pressure valve:

Ensure that the adjusting ball in the body of the oil spray nozzle
locates in the hole provided. 1 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 Oil pressure valve begins to open .......................... 1.4 – 1.6 bar
Checking oil spray nozzles
3 Oil pressure valve fully open................................... 1.9 – 2.1 bar
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

BELT DRIVE
The V-belt is no longer driven from the belt pulley on the crankshaft A .........Left-hand threaded bolt M16x1.5x45-8.8LH 100 Nm+90°
vibration damper but via the belt drive shaft, which is connected to
B .........Belt pulley
the compressor drive gear. The belt drive (E) is connected to the
C .........Fixing bolt M10x35-8.8 45 Nm
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 D .........Compressor gear
shaft by means of a screw (A) with a left-hand thread.
E..........Drive housing
The V-belt tensioner (1, 2) works automatically and needs no
F..........O-ring
adjustment. To loosen the belt, turn hexagonal bolt (1) anticlockwise
and remove belt. G .........Cross-shaped disc
H .........Belt tensioner for alternator and water pump

Note:
The central bolt (A) for the belt pulley (B) has a left-hand thread. I ...........Belt tensioner for optional extras, e.g. air-conditioning

CYLINDER HEAD
The channelling in the cylinder head of the D 0836 Euro 4 engine is "1" Height of cylinder head
different from that of the Euro 3 engine. In order to withstand the high Overall height "A"............................. 109.85 –110.15 mm
peak combustion pressures, the engines have just one continuous Minimum size.................................... 109.35 –110.05 mm
cylinder head for all cylinders.
"2" Valve seat angle
The cylinder head is made from cast iron alloy with cast-in inlet and Exhaust valve ................................................................ 90o
exhaust channels. The cylinder head is fixed with 4 equally Inlet valve .................................................................... 120o
distributed angle bolts per cylinder. (24 in total). The exhaust and
inlet valve seating rings are shrunk in place, and the valve guides are "3" Valve recess distance
pressed in. The valve star is slightly offset. Exhaust "A" .............................................. 0.60 – 0.90 mm
Inlet "B" .................................................... 0.30 – 0.60 mm
The sealing surface of the cylinder head "A" can be re-machined
(maximum 0.5 mm) "4" Valve guides
A thicker copper washer must then be used for the injector Exhaust valve guide recess .... 22.70 – 23.10 –-(-0.40 mm)
(51.98701.0093). Inlet valve guide recess ............20.70 – 21.10 –(-0.40 mm)
The core hole closures are fitted with Loctite 648.

CYLINDER HEAD FIXING
TIGHTENING/CHECKING CYLINDER HEAD BOLTS:
NOTE: Tightening torques and torsion angle:

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

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 Valve adjustment screw, inlet valve
2 Feeler gauge 0.50 mm
3 Valve bridge, inlet valve
Overlap = 624153
4 Valve bridge, exhaust valve
Adjustment = 153624 5 Adjusting nut, exhaust valve
6 Adjusting screw, exhaust valve
7 Adjusting screw EVB
 A Valve clearance, inlet valve 0.50 mm
8 Lock nut EVB
 B Valve clearance, exhaust valve 0.50 mm
9 Feeler gauge 0.35 mm
 C Clearance, rocker braking device 0.35 mm
Fixing bolt (cylinder head bolt) 9 Nm

Fixing bolt, bottom cable shaft M6x1 (8.8) 9 Nm
Lock nut, valve adjustment screw M10x1 (8.8) 40 Nm
The valve clearances are adjusted with the engine cold (T < 500)

Removing an injector: Fitting an injector:
Note:
1 Do not remove the injector from the box until immediately
 Before removing the injector, always remove the appropriate before fitting.
pressure pipe support first. 2 Remove protective cover from injector hole in cylinder head.
 Only remove one injector at a time. 3 Always fit injector together with pressure flange.
 Remove injector with pressure flange and seal. (Pressure flange cannot be fitted retrospectively).
 Immediately seal injector hole in cylinder head with a 4 Fit new O-ring and new Cu gasket to injector.
protective cover. 5 Slide pressure flange onto injector.
 Immediately seal injector nozzle with a protective cover. 6 Fit injector together with gasket and pressure flange into
 Remove injector O-ring from above and place the injector in a cylinder head.
box for safe keeping. 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.

TIGHTENING INJECTOR ON CYLINDER HEAD
1. High-pressure pipe Injector tightening procedure:

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

ROCKER MECHANISM
1 Rocker, exhaust valve Technical data:

2 Valve adjustment screw Fixing bolts (cylinder head cover) 9 Nm
3 Thrust washer Retaining screw, rocker shaft (8) M8x50-8.8 22 Nm
4 Compression spring Fixing screw, rocker mechanism M8x85-8.8 22 Nm
5 Thrust washer
6 Valve adjustment screw
7 Rocker, inlet valve
8 Retaining screw, rocker shaft
9 Rocker shaft
10 Rocker block
11 Adjusting screw EVB

EXHAUST VALVE BRAKE
All D 0836LF engines are fitted with the conventional EVB. The If the exhaust brake valve is closed, pressure waves build up in the
braking effect is increased by ca. 60% compared with a conventional exhaust manifold, which briefly re-open the exhaust valve, i.e. the
engine brake. exhaust valve is opened again briefly every time it closes.
A hydraulic piston, to which engine oil pressure is applied, is located As the piston is under oil pressure, it is pushed in the same direction
in the exhaust valve bridge. The oil pressure can dissipate again due as the briefly opening valve, but cannot return, as the counter-
to a relief hole. A counter-support is located above the valve bridge support closes the relief hole and the non-return valve closes the oil
with an adjustment screw, which seals the relief hole when the feed hole.
exhaust valve is closed. When the camshaft opens the valve, the The exhaust valve therefore remains slightly open during the
relief hole is opened and the oil pressure in front of the piston can compression stroke and the subsequent expansion cycle. This
dissipate. negates the compression work of the piston, which would otherwise
have driven the crankshaft. The braking power of the engine
increases.

EVB - SERVICE INFORMATION / EXHAUST BUTTERFLY VALVE UNCONTROLLED
Inside the exhaust butterfly valve is a torsion bar spring to control the Gap:
exhaust counterpressure.
It is therefore important that the engine braking valve is always If the initial tension is too large (gap too large), the exhaust valves
closed with the specified initial tension. 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.

Adjusting the engine braking valve gap:
The gap is checked and adjusted with the actuating cylinder removed.
Measure the gap with the actuating cylinder If the gap is too large, reduce the initial If the gap is too small, increase the initial
removed after closing the engine braking tension of the torsion bar spring. tension of the torsion bar spring.
valve by hand. Open the valve by hand, and push the torsion Place an object between the "closed" stop
bar spring carefully against the "open" stop. and the valve lever, close the valve by hand,
and push the torsion bar spring carefully
against the stop.

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

B Common return connector

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

G/7 Exhaust butterfly valve 9 Low-pressure stage
External EGR: PM PM Kat (Euro 4 engine)

a (1) from turbocharger b (2) to atmosphere
With external exhaust gas recirculation, the exhaust gas is extracted
c (3) to waste gate d Electrical connector
from the exhaust manifold and cooled in the EGR module.

Components of the exhaust gas recirculation system:
A Fixing bolt M 8x55-8.8 23 Nm Euro 4 control with infinitely variable adjustment

B Connecting pipe, inlet manifold - EGR module  1 Blocking valve with integral position sensor for feedback
C Cover of EGR valve position
D Peak pressure valves  2 Proportional valve for control of compressed air in Euro 4
E Water outlet EGR cooler with stepless adjustment
F EGR module Tightening torques:
G Water inlet EGR cooler
H Exhaust gas connecting pipe - blocking valve and EGR cooler Charge air temperature sensor .................. ..........................45 Nm
I Exhaust gas inlet to EGR module Cover for peak pressure valves......... M8x60-8.8 ..................22 Nm
J Blocking valve EGR module Cable shaft on EGR module.............. M6x18-8.8 ....................9 Nm
EGR control: Note:

Euro 3 control (black, white) The EGR module must not be dismantled. It is forbidden to open
 Compressed air cylinder for EGR valve electrically the rear manifold.
actuated by the EDC ECU
Adjusting the EGR cylinder:
 Reed contact switch for feedback of EGR valve position to
Note that the exhaust gas recirculation cylinder is pre-stressed to ca.
EDC control unit, Euro 3
4 mm
 Compressed air connection from circuit 4 (10 bar)

TURBOCHARGER
Maintenance-free exhaust gas turbocharger, 1-stage charging with With two-stage charging, the exhaust gas first flows through a small
waste gate turbocharger (high-pressure stage) and then through a larger
Waste gate opening starts at 1.52 bar turbocharger (low-pressure stage).
Waste gate stroke 1.1 – 2.6mm As two turbochargers are available for the whole speed-load range,
the HP (high-pressure) turbine can be made very small. It is
A Turbocharger, single-stage design therefore easier for the HP compressor to quickly provide the
B Seal for oil return pipe required amount of air during acceleration.
C Fixing bolt When there is a high mass flow of exhaust gas, the high-pressure
D Fixing bolt 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 The advantages of two-stage charging can be clearly seen in
turbocharger in the D0834 LFL42 151 kW 4-cylinder engine dynamic operation. Along with the increased amount of air available,
the main factor here is the improved response.
1 Charge air outlet
2 Exhaust gas inlet Note:
3 Engine oil connector The actual charge pressure can be interrogated with MAN_CATS 2.
4 Intake air inlet The charge pressures are pressures, which are measured after the
charge air cooler, and are not equal to the waste gate valve opening
pressure.

TWO-STAGE CONTROL VALVE
Design 3/2 control valve (PWM controlled timing valve) 24 Volt

1 From turbocharger
A Mark-space ratio in % 2 To atmosphere
B Pressure at connector 3 to waste gate pe(kPa) 3 To waste gate
4 Electrical connector (PWM signal EDC 7) ca. 91 Ohm
D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc Page 78 of 121

CHARGE PRESSURE CHARACTERISTIC
A Charge pressure (m bar) F Example of charge pressure with uncontrolled waste

B Engine speed (rpm) gate.
C Torque (Nm) G Charge pressure, controlled waste gate with timing
D Engine torque curve valve.
E Example of uncontrolled charge pressure.
D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc Page 80 of 121

TURBOCHARGER
Operation of the PM-Kat® system (PM = Particulate Matter):
1. The PM-Kat is integrated within the normal exhaust housing Components:
2. The exhaust gas flows through the two identical individual

 Temperature sensor before the PM Kat
modules (A, B) inside the unit
 Temperature sensor after the PM Kat
3. In the first stage, nitrogen monoxide NO is oxidised to form
 Differential pressure sensor
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)

PREVENTION OF ACCIDENTS - COMMON RAIL CLEANLINESS
You should wait for at least one minute before undoing the bolts until
CAUTION Risk of injury
the rail pressure has dissipated.
Jets of fuel can penetrate the skin.
Check the pressure reduction in the rail with MAN-cats 2 if
Vaporisation of fuel presents a fire risk.
necessary.
Never undo the bolts on the high-pressure fuel side of the common
rail system with the engine running (injection pipe from the high- Caution:
pressure pump to the rail, on the rail, and on the cylinder head to the Do not touch live parts on the injector electrical connector when the
injector). engine is running.
Caution:
Risk of injury!
When the engine is running, the pipes are continuously under
high fuel pressure up to 1,600 bar.

Working on the CR system:
Cleanliness:
Do not use the steam jet to spray directly onto electrical components,
Modern diesel injection components are today made from high-
alternatively fit covers
precision parts, which are subjected to extreme loads. Because of
Position the vehicle in a clean part of the workshop where no work,
this high-precision engineering, extreme cleanliness must be
which could generate dust, is being carried out. (Grinding, welding,
observed when carrying out any work on the fuel system.
brake repairs, brake and power tests etc.)
Dirt particles of more than 0.2 mm can lead to component failure.
It is therefore essential that the measures described below are Avoid air movements (possible generation of dust by starting
observed before starting work: engines, workshop ventilation/heating, draughts etc.).
The area around the still sealed fuel system must be cleaned and
Before starting work
dried with compressed air.
Risk of damage due to contamination!
The engine and engine compartment must be cleaned before Protective sleeve set
working on the clean side of the fuel system (steam jets). When
 Set of protective sleeves for fuel connections
doing so, the fuel system must be sealed.
Complete set Et. No. 81.96002-6005
 Protective tube for injector Et. No. 09.81020-1000
 Protective tube for pressure pipe Et. No. 09.81020-1001

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

Bus engine
NOTE:
Risk of damage due to contamination! Remove injectors:
Before opening the clean-side fuel system: After removal:

Clean the parts of the engine around pressure connectors, injection Flush out the injectors with the high-pressure connection hole
pipes, rail and valve cover with compressed air. pointing downwards using a cleaning fluid
Removed the valve cover and then clean the parts of the engine Remove pressure pipe connectors:
around the pressure connectors, injection pipes and rail once more. Unscrew pressure pipe connector sleeve nuts, remove pressure pipe
Next slacken only the pressure pipe connectors: connectors and clean injector hole in cylinder head.
Slacken the sleeve nuts on the pressure pipe connectors and Assembly is carried out in exactly the reverse order.
unscrew by 4 turns.
Lift the pressure pipe connectors using a 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.

COMMON RAIL SYSTEM WITH EDC 7 ENGINE CONTROL UNIT
The CR injection system consists of a quantity-controlled high- pressure. Other sensors, such as coolant temperature sensor,
pressure pump, which can apply very high fuel pressure to a "rail" charge air temperature sensor or atmospheric pressure sensor help
storage volume (max. 1600 bar). The rail transmits this pressure to the engine to adjust optimally to changing ambient conditions.
the "injector" to enable it to inject a fine vapour.
A High-pressure B Low-pressure section C Fuel tank
The main feature of the CR system is therefore the decoupling of D Suction line E High-pressure pump F Pressure line
pressure generation and injection from the rail. This pressure-time-
controlled injection system thus overcomes the typical limitation of G Pre-supply pump H FSC I Pressure limiting valve
conventional cam-controlled systems. The increased average J Rail K Rail pressure sensor L High-pressure line
injection pressure and the timing of the injection can be selected

within wide limits independently of the engine operating point. M Injector O Camshaft sensor P Crankshaft sensor
Q Input signals R Output signals
This is the basis of a combustion process, which achieves excellent

values for exhaust emissions and noise. Note:
The hydraulic components of the injection system are monitored by CR engines are not approved for use with RME (biodiesel) for
the control unit, the sensors of which continuously gather data related the time being
to the engine and vehicle operation. So, for example, the rail
pressure sensor, the control unit and the pressure-controlled high-
pressure pump form a control loop for producing the required rail

Injection lines:
The injection lines (A) have an outside diameter of 6 mm and are Note:
The same CR cleanliness specifications apply when changing the
hydraulically pre-stressed and matched in length due to the high line filter.
pressures. They are fixed to the engine using anti-vibration fittings.
CR injector and injection nozzles:
The CR injectors vertically mounted in the cylinder head are clamped
Fuel feed line to CR injector:
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 blind-hole nozzles with an opening pressure of 300 bar are fitted. The
form of a pressure pipe, which is clamped from the outside by means CR injector is sealed at the bottom by means of a Cu ring, and at the
of a clamping nut. An edge-type filter is integrated within the pressure top with an O-ring.
pipe. The pressure pipe is arranged at one side of the cylinder head. A Fuel tank
This avoids the necessity of opening the fuel side when servicing the B High-pressure pump CP3 fuel distributor
valve drive. The CR injector leakage fuel is fed to a common pipe C Fuel pump
outside the pressure pipe. D Fuel filter
E Pre-filter manual pump engine oil filling
Fuel Service Centre (FSC): F Proportional valve

H Glow plug
The FSC, which has been redesigned for the CR engines, is
I Pressure limiting valve
mounted on the air distribution pipe and comprises externally
mounted hand pump G, pre-cleaner, main filter, permanent J Rail
K Rail pressure sensor
ventilation and filter heating in one module.
L Injector
M Leakage oil return (overflow valve 1.2 –1.3 bar on Euro3 only)

Fuel system:
A new Fuel Service Centre (FSC) is used in the D08 CR engines. The conventional glow plug starting system, albeit with a new
The FSC combines the pre-cleaner with the manual pump, main solenoid valve, is provided as an aid to cold starting.
filter, permanent ventilation and heating element in one unit. A fuel The gear pump sucks the fuel from the tank and pumps it through the
pressure probe for monitoring the fuel filter is also provided between fuel filter to the high-pressure pump.
the fuel pump and the FSC. The pre-filter is washable.
Compared with conventional versions, common rail fuel filters are Note:
very much finer. The filter inserts are fully recyclable. The system is bled by slackening and operating the hand pump.
Note: A Drain screw

When changing the filter, do not suck out deposited dirt but B Sealing ring, heating element
allow it to run out through the drain screw. C Fuel filter for high-pressure pump
D Fuel filter seal
E Pre-filter
F Sealing ring
H Filter cover
J Electrical connector - filter heater and fuel temperature

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

 B TO FUEL SERVICE CENTRE

HIGH-PRESSURE SECTION
The high-pressure section has the task of producing the high B Metering unit (M-Prop.):
pressure required for injection and pumping an adequate quantity of (Fuel quantity proportional valve) CP 3.4
fuel under all operating conditions. The fuel is pumped from the The metering unit (M-Prop.) is bolted to the suction side of the
transfer pump (3) via the fuel lines to the FSC, and via the metering high-pressure pump housing.
unit (1) into the suction chamber of the high-pressure pump.
The metering unit is controlled by means of a PWM signal (pulse
The metering unit is an actuator for controlling the fuel pressure in width modulated signal).
the high-pressure reservoir of the rail and controls the input pressure
Mark-space ratio 100% No pumping min. input pressure
in the high-pressure pump.
Mark-space ratio 0% Maximum pumping max. input pressure
A High-pressure pump CP 3.4:
The high-pressure pump must be filled with engine oil (0.04 l) when C Max. fuel quantity
the pump is changed or a new one fitted. Tighten the oil filler screw to D Min. fuel quantity
18 Nm. New fuel-lubricated version. E Trapezoidal slot
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.

A
B

CR HIGH-PRESSURE PUMP CP3
Unlike conventional diesel engines, the installation of the CR high- 1 Fuel feed from fuel filter
pressure pump requires no adjustments. 2 To rail
3 To tank
The CR pump is driven by the camshaft gear with a ratio of 1:1.67 to 4 To filter
the crankshaft. 5 Return to tank
6 From filter
When the engine is started, the signals from the speed sensor on the 7 To rail
camshaft drive gear and the flywheel speed sensor are synchronised. 8 Proportional valve
After a few revolutions, the CR high-pressure pump receives the NOTE:

signal (reference mark signal 1st cylinder) and the engine runs. The starting process takes somewhat longer with CR engines than
with conventional diesel engines (finding TDC mark).
A High-pressure section
B Low-pressure section
C Engine oil

REMOVING/FITTING HIGH-PRESSURE PUMP
Removing the high-pressure pump: Fitting the high-pressure pump:
Remove fuel lines and seal all connectors including high-pressure

Insert the high-pressure pump with the new O-rings (one O-ring for
pump with plastic plugs.
the lubricating oil feed hole and one O-ring for the housing seal)
Note:
between the oil module (E) and the timing gear housing, and by
Unscrew only one line at a time and immediately seal the connectors
turning and tilting (F) align it with the flange on the timing gear
with clean plastic plugs.
housing, insert and fit.
Fit special tool (A) to the high-pressure pump (B). Unscrew fixing
Note:
bolts and remove high-pressure pump.
Version 1
Withdraw the high-pressure pump by tilting and turning between the
Fill high-pressure pump with engine oil (0.04 l).
oil module and the timing gear housing.
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 fuel-
lubricated.

RAIL
The high-pressure reservoir (rail) has the task of storing the fuel at If the pressure limiting valve does not open quickly enough when the
high-pressure. At the same time, pressure oscillations that occur due rail pressure is too high, it is forced open.
to the pumping and injection actions, are damped by the storage To force open the pressure limiting valve, the fuel metering unit is
volume. opened and the removal of fuel for injecting is blocked.
The pressure in the rail is maintained at an almost constant value The rail pressure increases rapidly until the opening pressure of the
even when using large quantities of fuel. This ensures that the pressure limiting valve is reached. If this forcing action is not
injection pressure remains constant when the injector is opened. 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. Pin 1 (60160) –A 61 Rail pressure ground
If the pressure is too high, a drain hole is opened.
Pin 2 (60162) –A 80 Rail pressure input (1.01-1.60 Volt)
Under normal operating conditions, a spring pushes a piston tightly
into the valve seat so that the rail remains closed. Only when the Pin 3 (60161) –A 43 Rail pressure (4.75-5.25 Volt)
maximum system pressure is exceeded is the piston pushed open
Approximately 30 cm3 of fuel is available in the rail.
against the spring by the pressure in the rail.
Note:
If the rail pressure is too high (1800 bar), the first piston moves and
Rail tightening torque 45 Nm
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 C High-pressure line connector
second stage remains open as long as the engine is running.

A

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

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

Combustion pressure characteristic:
A Pre-injection The advantages of pre-injection:

B Main injection
F Secondary 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. Note:
Better particle reduction is achieved by the use of secondary
Exception: injection (F). The particle discharge is strongly dependent on the
The 326 BHP D0836 LF44 engine has no pre-injection at higher fuel-air mixture.
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
or better cleaning of individual cylinders.

SPEED SENSORS
Crankshaft speed sensor (3):
The phase marks are distributed over the segment gear at equal
This sensor (3) is used to calculate the crank angle of the crankshaft
intervals.
and is responsible for the correct timing of the injectors in the
The synchronising mark (1) is an additional mark and is close to the
individual cylinders.
phase mark for the first cylinder to identify the 1st cylinder.
The Flywheel (A) has 60 divisions with 58 holes (two holes are
It is used to determine the angle of the engine within 720°.
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
C Speed sensor signal from flywheel
6th cylinder.
D Camshaft speed sensor signal
(TDC – Instant of injection)
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).

MAN CATS 2 ENGINE DATA
Smooth running control: Evaluation example: (always in ignition sequence)
The smooth running control is intended to achieve even running of If the 6th cylinder has poor performance, the correction amount on
the engine, particularly at idle speeds. injector 6 is increased.
In a six-cylinder engine, each cylinder accelerates the engine for If the engine still does not run evenly after this, the quantity for the
120° in its working cycle. The control unit evaluates the running of the 2nd cylinder injector is also increased.
engine every 120° and drives the injectors of the "slowest" cylinders However, after this, the quantity for all other cylinders is reduced so
for longer and those of the "fastest" cylinders for less time, as a result that the engine does not run too fast.
of which the injection quantity varies. It is therefore possible to detect a group in which two injectors have
The fuel correction amount is the deviation from the desired amount. an increased amount (+) and the other injectors have a reduced
The ignition sequence 153624 must be taken into account amount (-).
when carrying out the evaluation. 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.

ACCELERATION TEST
Prerequisites:
Engine at operating temperature > 750 C The acceleration test can only be evaluated in conjunction with the
Drive vehicle until warm, do not leave running 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 amount.
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 same level
the speed reached is determined.  A deviation of about +- 25 from this average value is still
 In the second acceleration test, the engine is accelerated
acceptable
again but with injector 1 disconnected.
 The third acceleration test is carried out without injector 2, the
Rate of change of speed:
fourth to seventh acceleration tests without injector 3 to 6.
 Value too high (no pre-injection or amount too low, engine
knocks)
If the engine now reaches almost the same speed as in the first
 Value too low (quantity too large, engine knocks)
acceleration test in spite of the disconnected injector, then this
cylinder is not working well in motoring mode. (Check the engine
mechanics).

COMPRESSION TEST
Procedure:
1 Battery 100% charged Strong braking, i.e. a low speed before TDC, indicates relatively
2 Engine at operating temperature > 750 C good compression.
3 Drive vehicle until warm, do not leave running

4 Follow the MAN-CATS 2 instructions quickly (otherwise no A Minimum speed (rpm) Measurement on the compression
evaluation) 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. B Maximum speed (rpm) Measurement at ca. 70° before TDC
The control unit suppresses injection (engine does not start) and (maximum difference 3 rpm between the individual cylinders)
measures how strongly the starter is braked on each cylinder during C Difference (rpm) Maximum difference 5 rpm between the
the compression cycle. individual cylinders
To do this, the starter must be activated by means of the ignition key Remedies:
until the control unit has measured the speeds at TDC and shortly
Adjust valves, valve damage, piston ring damage etc.
before BDC for all cylinders.

WATER PUMP
1 Coolant pump fixing bolts 23 Nm Note:

2 Coolant pump Smear sliding seal and coolant pump shaft with coolant according to
3 Coolant pump gasket MAN standard 324 Type N before fitting.
4 Sliding seal Press bearing (6) into the coolant pump as far as the stop with a
5 Impeller suitable fitting tool.
6 Coolant pump bearing (Do not touch the sliding seal with your fingers).
7 Circlip
8 Coolant pump hub
9 Fixing bolts
10 Coolant pump housing
11 Gasket

COMPRESSOR
1 Air compressor with resonance reservoir

A single-cylinder air compressor with optionally 238 cm3 or 350 cm3 2 O-ring, air compressor oil hole (Vaseline 09.15014-0001)
is used in the TG1. 3 Fixing bolt 23 Nm
4 O-ring, air compressor housing (techn. Vaseline 09.15014-
The air preparation system consists of a water-cooled single-cylinder 0001)
air compressor. It is located on the right-hand side of the engine and 5 Steering pump driving disc
is driven by a spur gear on the camshaft. The system is designed for 6 O-ring, steering pump (techn. Vaseline 09.15014-0001)
an effective pressure of 12.5 bar. 7 Steering pump with 20/16.6/14 cm3/min
8 Fixing bolt, steering pump 23 Nm
3
The steering pump (impeller pump) with a flow volume of 20 cm /min, 9 Overpressure valve, opening pressure 17 bar +- 2 bar (200 Nm)
3 3
16.6 cm /min or 14 cm /min is mounted on the rear face of the air
compressor.

GLOW PLUG STARTING SYSTEM
1 Manual pump Ready to start

2 FSC  Terminal 15 on
3 /5 Fuel pipe  Flame start relay clocked at f= 1 Hz at a voltage of > 21.5V
4 Solenoid valve Y100 (17300 12mm)
 The flame start relay is continuously energised at a voltage of
6 BERU glow plug R 100 (17301 62mm)
< 21.5 Volt.
 Flame start indicator LED flashes via I CAN at f= 1 Hz, 50%
A The central on-board computer controls the glow plug starting
TEXT: Start ENGINE
system.
 There is no voltage on flame start solenoid valve
B The glow plug starting system is only actuated at a coolant
 If the engine is not started, at the end of the ready-to-start
temperature of < + 10 degrees C.
period (15 sec) the system starts to measure the dwell time
before restarting (dependent on the battery voltage)
Pre-heating time
 TEXT: NEW PRE-HEATING
 Indicator LED (pre-heating) continuously controlled via I-CAN
Terminal 50 on during ready ready-to-start
 The start relay K 102 is clocked with a voltage of > 24 V. If the
Flame start indicator lamp clocked via I – CAN as flame start
voltage is < 24 V, the relay is permanently energised.
relay, TEXT: START ENGINE in the display
 There is no voltage on the solenoid valve.
Flame start solenoid valve switches on
 When the voltage is 22 - 23 V, the pre-heating time is ca. 33 - 35
sec.


MAN D0836 CR en PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

MAN D0836 CR en PDF

Uploaded by

Copyright:

Available Formats

Engine training

2005 MAN Nutzfahrzeuge Aktiengesellschaft

D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc Page 2

CONTENTS...................................................................................................3 EXHAUST VALVE BRAKE.......................................................................... 32

D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc Page 3

New features of the Euro 4 engine compared with Euro 3 engines:

Engine D 036 .. Common Rail Injection system

PM catalytic converter (with OBD sensors)

D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc Page 5

D 0834 LFL 40 Euro 3 TGL/M xx. 150 BHP (110KW) WMA

D 0834 LFL 41 Euro 3 TGL/M xx. 180 BHP (132KW) WMA

D 0834 LFL 42 Euro 3 TGL/M xx. 206 BHP (150KW) WMA

D 0836 LFL 40 Euro 3 TGL/M xx. 240 BHP (176KW) WMAH

D 0836 LFL 41 Euro 3 TGL/M xx. 280 BHP (206KW) WMAH

D 0836 LOH 41 Euro 3 BUS xx. 240 BHP (176KW) WMA

D 0836 LUH 41 Euro 3 BUS xx. 240 BHP (176KW) WMA

D 0836 LOH 40 Euro 3 BUS xx. 280 BHP (206KW) WMA

D 0836 LUH 40 Euro 3 BUS xx. 280 BHP (206KW) WMA

D 0834 LFL 50 Euro 4 TGL/M xx. 150 BHP (110KW) WMAH

D 0834 LFL 51 Euro 4 TGL/M xx. 180 BHP (132KW) WMAH

D 0834 LFL 52 Euro 4 TGL/M xx. 206 BHP (151KW) WMAH

D 0836 LFL 51 Euro 4 TGL/M xx. 240 BHP (176KW) WMAH

D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc Page 6

Engine nameplate Engine type designation

D Fuel type (diesel)

D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc Page 7

Example: Engine number

A 209 Engine type code

D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc Page 8

D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc Page 9

D0836 LFL 41 Euro 3

K value (m –1) 1.3

D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc Page 10

Number of cylinders/Design 6/vertical in line CO (G/KWH) 0.560

Combustion process 7-jet direct injection HC (g/KWh) 0.060

Number of valves per cylinder 4 Idle speed 600 rpm ± 50

Bore/Stroke in mm 108/125 Max. cut-off speed rpm ca. 2640

Compression 18:1 EVB clearance with engine cold 0.35 mm

Max. ignition pressure in bar 160 Compression pressure 26 - 30 bar

Ignition sequence 1-5-3-6-2-4 Coolant

Rated speed rpm 2400 Fuel system Bosch Common Rail

D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc Page 12

D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc Page 14

Number of cylinders/Design 6/vertical in line CO (G/KWH)

Combustion process 7-jet direct injection HC (g/KWh)

Direction of rotation viewed from flywheel end left NOX (G/KWH)

Number of valves per cylinder 4 Idle speed 600 rpm ± 50

Bore/Stroke in mm 108/125 Max. cut-off speed rpm ca. 2640

Compression 18:1 EVB clearance with engine cold 0.35 mm

Max. ignition pressure in bar 160 Compression pressure 26 - 30 bar

Ignition sequence 1-5-3-6-2-4 Coolant

Position of cylinder 1 fan side Oil quantity min/max. 21/26 L

Rated speed rpm 2400 Fuel system Bosch Common Rail

D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc Page 16

Number of cylinders/Design 6/vertical in line CO (G/KWH)

Combustion process 7-jet direct injection HC (g/KWh)

Direction of rotation viewed from flywheel end left NOX (G/KWH)

Number of valves per cylinder 4 Idle speed 600 rpm ± 50

Bore/Stroke in mm 108/125 Max. cut-off speed rpm ca. 2640

Compression 18:1 EVB clearance with engine cold 0.35 mm

Max. ignition pressure in bar 160 Compression pressure 26 - 30 bar

Ignition sequence 1-5-3-6-2-4 Coolant

Position of cylinder 1 fan side Oil quantity min/max 21/26 L