GF07.

02-W-2110-01MP PLD unit pump, location

Y6 Cylinder 1 plug-in pump

Y7 Cylinder 2 plug-in pump
Y8 Cylinder 3 plug-in pump
Y9 Cylinder 4 plug-in pump
Y10 Cylinder 5 plug-in pump
Y11 Cylinder 6 plug-in pump
Y12 Cylinder 7 unit pump
Y13 Cylinder 8 unit pump

X Direction of travel

W07.02-1008-06

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GF07.02-W-2110-03A PLD unit pump, design

1 O-ring
2 Leakage drilling
3 Cover plate
4 Valve stop
5 Thread for union nut
6 Valve spring
7 Intermediate plate
8 Armature plate
9 Unit pump solenoid (electromagnet)
10 Valve spring base
11 Spring cup
12 Float needle
13 High pressure chamber
14 Pump housing
15 Sleeve
16 Pump element
17 Roller tappet spring
18 Spring plate (roller tappet)
19 Roller tappet.
20 Oil hole
21 Roller
22 Roller tappet pin

W07.02-1005-73

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GF07.02-W-2110-04A PLD unit pump, function

W07.02-1006-79
Shown on unit pump of 4th. cylinder on
engine 541.9

I Intake stroke
II Pre-stroke 4 Nozzle holder combination 11 Armature plate
III Delivery stroke 5 Pump element 12 Float needle
IV Residual stroke 6 Supply passage 13 Injection nozzle
7 Solenoid valve
1 Unit pump 8 High pressure chamber B Fuel feed
2 High pressure pipe 9 Return flow passage C Fuel high-pressure
3 Pressure pipe connection 10 Solenoid D Fuel return flow

Each unit pump (1) is driven through a roller tappet from the
camshaft and is connected to the injection nozzle in the nozzle
holder-combination (4) by a short high-pressure line (2) and the
pressure pipe connection (3).
Each unit pump (1) has a fast-acting solenoid valve (7). This
solenoid valve regulates the start of delivery and controls the
quantity delivered. The solenoid valves are actuated by the control
unit of engine control (MR), which calculates the start of delivery
and quantity delivered according to the operating condition of the
engine as soon as the engine is cranked and / or the engine is
running.
Together these power strokes form a working cycle, which is
repeated with every additional rotation of the camshaft at the
respective unit pumps (1), till the engine is turned off.
As soon as the engine is turned off, the control unit of engine
control (MR) stops the actuation of the solenoid valves. The unit
pumps (1) deliver the almost unpressurized fuel to the fuel return of
the fuel low pressure circuit and the engine switches off.
The procedures described below within the individual power
strokes of an operating cycle (shown on unit pump of 4th. cylinder
on engine 541.9) can be transferred to all other unit pumps.

Depending on the position of the camshaft, each unit pump (1) will
have the following power strokes:
Intake stroke (I)
Initial stroke (II)
Delivery stroke (III)
Residual stroke (IV)
----------------------------------------------------------------------------------------- -----------------------------------------------------------------------------------------

Intake stroke (I) Delivery stroke (III)

The intake stroke (I) begins after the vertex of the cam is exceeded The initial stroke (II) concludes, and the delivery stroke (III) begins
and the pump element (5) moves downwards under the force of the as soon as the control unit of engine control (MR) actuates the
restoring spring. solenoid (10) in the unit pump (1). The solenoid (10) activates the
Owing to the continuous fuel overpressure of about 4 to 6 bar in anchor plate (11) with the float needle (12), which then locks the
the fuel low pressure circuit, the high-pressure chamber (8) is filled connection between the high pressure chamber (8) and the return
with fuel via the supply passage (6) and the opened solenoid valve flow passage (9).
(7). Therefore, the pressure in the high-pressure chamber (8) filled If the solenoid valve (7) is closed, the fuel in the high-pressure
with fuel is the same as the pressure in the fuel low pressure chamber (8) is compressed due to the upward movement of the
circuit. pump element (5) (start of delivery).
With the further upward movement of the pump element (5), the
Initial stroke (II) pressure in the high-pressure chamber (8), and thereby the
After the intake stroke (I), the pump element (5) continues to pressure in the high-pressure line (2), in the pressure pipe
remain in the low stop position, and the roller tappet of the unit connection (3) and in the injection nozzle (13) also increases
pump (1)
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on the base
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WIS printout pump
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recorded The
by the update service. further. Page 1
initial stroke (II) begins only when the camshaft rotates further and
the pump element (5) begins to move in the upward direction owing
to the rising unit pump cam.
Due to the upward movement of the pump element (5) and the still
open (de-energized) solenoid valve (7), the fuel in the high-
pressure chamber (8) is first pushed into a diversion chamber and
then into the return flow passage (9).
-----------------------------------------------------------------------------------------
Residual stroke (IV)
If the actuation of the solenoid (10) is stopped, the float needle (12)
of the solenoid valve spring is pushed back in its starting position
on the shut-off stop. The solenoid valve (7), and thereby the
connection between the high-pressure chamber (8) and the return
flow passage (9) is opened. As a result, the fuel pressure in the
high-pressure chamber (8) and in the injection nozzle (13) falls
sharply. The injection nozzle (13) closes and the process of
injection concludes (end of delivery).
Copyright Daimler AG 4/25/11 G/07/08. This WIS printout will not be recorded by the update service.
At a pressure of about 330 bar, the injection nozzle (13) opens, and
the fuel is injected into the combustion chamber (start of injection).
The fuel pressure can rise up to 1800 bar during injection.
The unit pump (1) is in the delivery stroke as long as the pump
element (5) moves in the upward direction, and the solenoid valve
(7) is closed. The holding time of the solenoid valve (7) determines
the quantity delivered and / or injected.
-----------------------------------------------------------------------------------------
The remainder of the fuel delivered by the pump element (5) up to
the vertex of the unit pump cam is again delivered to the fuel low
pressure circuit through the diversion chamber and the return flow
passage (9).
The diversion chamber is necessary as the expansion chamber for
the pressure peaks of the unit pump (1) in the residual stroke. This
prevents the pressure behavior of the adjacent unit pumps being
affected through the return flow passage (9).
Page 2
GF07.03-W-3151-03MP Injection nozzle design

1 Nozzle holder
2 Shim
3 Feed bore
4 Thrust pin
5 Intermediate disk
6 Compression spring
7 Centering pins
8 Nozzle needle
9 Injection nozzle
10 Nozzle tensioning nut
11 Pressure pipe connection
12 Rod-type filter
13 Injection orifice

The injection nozzle (9) is attached to the nozzle holder (1) in the
center with the nozzle retaining nut (10). The intermediate disk (5)
fixes the injection nozzle (9) to the nozzle holder (1) with the
centering pins (7), seals these and the injection nozzle (9) and
serves as the stroke stop to the nozzle needle (8).
The thrust pin (4), the push spring (6) and the shim (2) are located
in the nozzle holder (1). The opening pressure is determined
through the push spring (6) and the shim (2). The thrust pin (4)
centers the push spring (6), whereby the control of the thrust pin (4)
is assumed by the thrust journal of the nozzle needle (8).
W07.03-1030-76
The fuel delivered by the respective unit pump through the injection
lines and by the corresponding pressure pipe connection (11) in the
nozzle holder (1) enters the injection nozzle (9) through the feed
bore (3) and the intermediate disk (5).
The nozzle needle (8) is located in the injection nozzle (9). If the
fuel pressure generated by the unit pump exceeds the opening
pressure then the nozzle needle (8) will be lifted off its seat and the
fuel will be injected into the combustion chamber over a number of
injection orifice (13) which are located evenly over the whole
circumference of nozzle head .

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GF07.03-W-3152-01MP Injection nozzle function

W07.03-1031-79
1 Nozzle holder 8 Nozzle needle 15 Blind hole
2 Shim 9 Injection nozzle 16 Injection orifice
3 Feed bore 10 Nozzle tensioning nut 17 End-of-stroke contact surface
4 Thrust pin 11 Pressure pipe connection 18 Nozzle needle seat
5 Intermediate disk 12 Rod-type filter
6 Compression spring 13 Pressure shoulder A Park position
7 Centering pins 14 Pressure chamber B Position during injection

The push spring (6) in the nozzle holder (1) presses the nozzle
needle (8) with the thrust pin (4). The initial tension in the push
spring (6), which also depends on the thickness of the shim (2),
determines the opening pressure of the injection nozzle (9).
The fuel delivered by the respective unit pump enters the feed bore
(3) of the nozzle holder (1) through the injection lines and the
relevant pressure pipe connection (11) as soon as the engine
control (MR) actuates the corresponding the solenoid valve. From
the feed bore (3) in the nozzle holder (1), the fuel flows to the
intermediate disk (5), which forms a seal between the nozzle holder
(1) and the injection nozzle (9), and also serves as the stroke stop
of the nozzle needle (8).
The fuel enters the feed bore of the injection nozzle (9) via the
intermediate disk (5), and in this way reaches the pressure
chamber (14) and the nozzle needle seat (18).
The feed bore (3) is sealed against the combustion chamber by the
nozzle needle seat (18).
The fuel pressure acts upon the nozzle needle (8) through the
pressure shoulder (13) and the needle is lifted from its seat as soon
as the fuel pressure created by the unit pump exceeds the opening
pressure.
If the nozzle needle (8) lifts from its seat then the fuel flows at the
nozzle needle seat (18) passed in the blind hole (15) and is finally
injected into the combustion chamber through many injection orifice
(16) which are located evenly over the whole circumference of the
nozzle head.
Here, the lift height of the nozzle needle (8) is limited by the end-of-
stroke contact surface (17), which is located at the nozzle needle
(8) and touches the intermediate disk (5).
The injection is completed if the fuel pressure created by the unit
pump falls to an extent that the push spring (6) pushes the nozzle
needle (8) back to its place.

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Injection rate shown on an 8-hole injection nozzle (blind hole jet)

W07.03-1032-73

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GF07.03-W-3151MP Injection nozzle - location/task/design/function 22.10.03
ENGINE 541.9 in MODELS 930, 932, 933, 934, 950, 952, 953, 954
ENGINE 542.9 in MODELS 930, 932, 934, 950, 952, 954

1 Cylinder head
2 Nozzle holder combination
3 Pressure pipe connection

W07.03-1029-11

Location of the injection nozzle The injection nozzle (one per cylinder) is
located in the middle of the cylinder head (1).
It is a component of the nozzle holder
combination (2), which, apart from the
injection nozzle, also contains the bracket for
the injection nozzle, and is supplied with fuel
over the pressure pipe connection (3).
Injection nozzle - task The injection nozzle sprays the fuel which
has been transported by the unit pump and
which is under high pressure into the
combustion chamber.
Injection nozzle - design GF07.03-W-3151-03MP
Injection nozzle - function GF07.03-W-3152-01MP

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GF07.04-W-4101MP Fuel temperature sensor - location/task 16.10.03
ENGINE 541.9 in MODELS 930, 932, 933, 934
ENGINE 542.9 in MODEL 930, 932, 934

Shown on ENGINE 542.9

B10 Fuel temperature sensor

Y6 Cylinder 1 plug-in pump
Y7 Cylinder 2 plug-in pump

W07.04-1035-11

Fuel temperature sensor location The fuel temperature sensor (B10) is located
below the charge air housing in the front on
the right in the direction of travel between the
unit pump cylinder 1 (Y6) and the unit pump
cylinder 2 (Y7).
Fuel temperature sensor task The engine control (MR) records the fuel
temperature with the fuel temperature sensor
(B10) and derives the fuel quantity from it.

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GF07.04-W-4120MP Charge air temperature and boost pressure combination sensor - location/task 16.10.03
ENGINE 541.9 in MODELS 930, 932, 933, 934
ENGINE 542.9 in MODELS 930, 932, 934

Shown on ENGINE 542.9

B111 Charge air temperature and boost pressure

combination sensor

W07.04-1036-11

Charge air temperature and boost pressure
combination sensor - location
Charge air temperature and boost pressure
combination sensor - task
The charge air temperature and boost
pressure combination sensor (B111) is fitted
in the front on the right in the direction of
travel above the first cylinder in the charge
air housing.
The engine control (MR) unit determines the
air pressure and the air temperature of the
suctioned and / or supercharged combustion
air with the charge air temperature and boost
pressure combination sensor (B111) and
derives the air mass from it.

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GF07.04-W-4120MP Charge air temperature and boost pressure combination sensor - location/task 16.10.03
ENGINE 541.9 in MODELS 930, 932, 933, 934
ENGINE 542.9 in MODELS 930, 932, 934

Shown on ENGINE 542.9

B111 Charge air temperature and boost pressure

combination sensor

W07.04-1036-11

Charge air temperature and boost pressure
combination sensor - location
Charge air temperature and boost pressure
combination sensor - task
The charge air temperature and boost
pressure combination sensor (B111) is fitted
in the front on the right in the direction of
travel above the first cylinder in the charge
air housing.
The engine control (MR) unit determines the
air pressure and the air temperature of the
suctioned and / or supercharged combustion
air with the charge air temperature and boost
pressure combination sensor (B111) and
derives the air mass from it.

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GF07.04-W-5045MP Crankshaft position sensor location/task 30.4.02
ENGINE 541.9 in MODELS 930, 932, 933, 934
ENGINE 542.9 in MODELS 930, 932, 934

Shown on engine 541.9

B15 Crankshaft position sensor

W07.04-1019-11

Crankshaft position sensor - location The crankshaft position sensor (B15) is

Crankshaft position sensor - task
installed on the right side of the engine on
the timing case.
The crankshaft position sensor (B15)
provides the engine control (MR) control unit
with inductive voltage signals for a running or
rotating engine from which it is possible to
detect the rotational speed as well as the
position of the crankshaft (through an
additional groove).

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GF07.04-W-5046MP Camshaft position sensor Location/Task 30.4.02
ENGINE 541.9 in MODELS 930, 932, 933, 934
ENGINE 542.9 in MODELS 930, 932, 934

Illustrated on engine 542.9

B16 Camshaft position sensor

W07.04-1020-11

Camshaft position sensor location The camshaft position sensor (B16) is

located at the top on the engine on the left
side, next to the compressor behind the sixth
cylinder (engine 541.9) or the eighth cylinder
(engine 542.9).
Camshaft position sensor task The camshaft position sensor (B16) provides
inductive voltage signals to the engine
control (MR) unit when the engine is running /
rotating. These inductive voltage signals are
used to determine the compression stroke of
the first cylinder and the engine speed (if
required).

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GF07.04-W-5051MP Engine oil temperature sensor location/task 19.9.02
MODEL 930, 932, 933, 934 with ENGINE 541.9
MODEL 930, 932, 934 with ENGINE 542.9

B11 Engine oil temperature sensor

W07.04-1034-06

Engine oil temperature sensor location
Engine oil temperature sensor task
The engine oil temperature sensor (B11) is
mounted on the engine end face next to the
oil filter housing..
The engine oil temperature sensor (B11)
detects the temperature of the engine oil and
emits a corresponding analog, electrical
voltage signal, which is in proportion to the
temperature-dependent resistor, which
decreases when the temperature rises.

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GF07.04-W-5052MP Coolant temperature sensor, location/task 19.9.02
MODEL 930, 932, 933, 934 with ENGINE 541.9
MODEL 930, 932, 934 with ENGINE 542.9

B65 Coolant temperature sensor

W07.04-1032-06

Coolant temperature sensor location The coolant temperature sensor (B65) is

mounted in the front area of the engine
above the coolant pump.
Coolant temperature sensor task The coolant temperature sensor (B65)
detects the temperature of the coolant and
emits a corresponding analog, electrical
voltage signal, which is in proportion to the
temperature-dependent resistor, which
decreases when the temperature rises.

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GF07.15-W-4120MP Start engine button - location/task 11.7.03
ENGINE 541.9## ## up to 394441 in MODEL 930, 932, 933, 934
ENGINE 542.9## ## up to 394441 in MODEL 930, 932, 934

Shown on ENGINE 542.9

S10 Start engine button

W07.15-1255-11

Start engine button - location The start engine button (S10) is located in
front of the first cylinder and is connected to
the control unit of engine control (MR).
Start engine button - task GF07.15-W-4120-02MP

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GF07.15-W-4120-02MP Start engine button - task

The applied positions of the start engine button (S10) are read in
and evaluated by the control unit of engine control (MR).
Actuation of the start engine button (S10) has a different effect
depending on whether the engine is switched off or running:
Effects of actuating the Start engine button (S10) for a Effects of actuating the Start engine button (S10) for a
stopped engine - for vehicles in which an engine control running engine - for vehicles in which an engine control
unit with software version 56 has been installed: unit with software version 56 has been installed:
By actuating the Start engine button (S10) the engine can be If the Start engine button (S10) is actuated when the engine is
started if the cab is tilted. running, the engine control (MR) control unit continuously
If, in addition to the start engine button (S10), the Stop engine increases the idle speed until the engine reaches the limit
button (S11) is also actuated, the engine can be cranked for speed or the Start engine button (S10) is released again.
service operations without it getting started because in this Immediately after the start engine button (S10) is released,
case, the actuation of the solenoid valves in the unit pumps is engine control (MR) regulates the idle speed again.
interrupted. As the control unit of engine control (MR) detects that the
A safety function in the software for the engine control engine is running, it prevents the starter from getting actuated
(MR) and drive control (FR) control units does not allow the again (start lock).
engine to start when the gear is engaged (starter protection
function), and / or prevents the starter from getting actuated
when the engine is already running (start lock). -----------------------------------------------------------------------------------------
-----------------------------------------------------------------------------------------
Effects of actuating the Start engine button (S10) for a
stopped engine - for vehicles in which an engine control
unit with software version 60 has been installed:
By actuating the Start engine button (S10) the engine can be
If in addition to the start engine button (S10), the Stop engine
started if the cab is tilted.
button (S11) is also actuated, the engine can be cranked for
The engine continues to run at the idle speed after releasing. service operations without it getting started because in this
case, the actuation of the solenoid valves in the unit pumps is
If the Start engine button (S10) is, on the other hand,
interrupted.
actuated for stopped engine and kept pressed down then the
A safety function in the software for the engine control
engine speed increases about 3 seconds after the engine
(MR) and drive control (FR) control units does not allow the
started until the engine reaches the limit speed or the Start
engine to start when the gear is engaged (starter protection
engine button (S10) is released again.
function), and / or prevents the starter from getting actuated
On releasing the Start engine button (S10) the engine will
when the engine is already running (start lock).
continue to run at the rpm it had reached before the button
was released. -----------------------------------------------------------------------------------------
-----------------------------------------------------------------------------------------
Effects of actuating the Start engine button (S10) for a
running engine - for vehicles in which an engine control
unit with software version 60 has been installed:
If the Start engine button (S10) is actuated for a running
engine, the engine control (MR) control unit interrupts
actuation of the unit pumps and the engine stops.

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GF07.15-W-5000MP Engine control (MR) control module, location/task 17.7.02
ENGINE 541 in MODEL 930, 932, 933, 934
ENGINE 542 in MODEL 930, 932, 934

A6 Engine control (MR) control unit

W07.15-1189-11

Control module of engine control (EC) The control module of the engine control
location (EC) is fitted on the right side of the engine
block.
Control module of engine control (EC) task GF07.15-W-5000-02MP

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GF07.15-W-5000-02MP Control unit of engine control (MR) - task

Tasks of the control unit of engine control (MR):

Storing engine-specific data, Detecting oil pressure and oil level for the instrument (INS),
Voltage supply of 5 V for the oil pressure/oil temperature and Engine protection,
the boost pressure/charge air temperature combination Checking the transponder code (immobilizing function),
sensors, Starter actuation,
Taking over all regulatory and control functions of engine Generating the engine speed signal for emissions inspection
control (MR), (AU),
Data exchange with the control unit of drive control (FR) over System diagnosis,
the engine CAN, which also enables communicating with the Engine diagnosis.
instrument (INS) and the parameterizable special module
(PSM) control unit,

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GF14.40-W-3000A Component description for the SCR frame module control unit 23.12.04
ENGINE 541.9 in MODELS 930, 932, 933, 934 with CODE (MS4) BlueTec 4
ENGINE 541.9 in MODELS 930, 932, 933, 934 with CODE (MS5) BlueTec 5
ENGINE 542.9 in MODELS 930, 932, 934 with CODE (MS4) BlueTec 4
ENGINE 542.9 in MODELS 930, 932, 934 with CODE (MS5) BlueTec 5

Location

Shown on engine 541.9

A95 SCR frame module control unit

The SCR frame module control unit (A95) is

located on the right side of the vehicle on a
bracket under the cab.

W14.40-1040-06
Task

The SCR frame module control unit (A95) reads in the analog
signal from attached sensors, converts these into digital CAN
(Controller Area Network) signals and passes these on to the
engine control (MR) control unit.
It is also supplies connected active sensor with supply voltage and
receives the signals from the engine control (MR) control unit for
actuation of connected componentd.
The SCR frame module control unit (A95) reads in analog signals
from the following sensors:
Temperature sensor upstream of SCR catalytic converter
(B115)
Temperature sensor downstream of SCR catalytic converter
(B116)
AdBlue tank fill level/temperature combination sensor SCR
(B117)
Combination sensor for air humidity and air temperature SCR
(B132)
The signals are processed in the engine control (MR) control unit
and appropriate control signal are sent by CAN bus signal to the
SCR frame module control unit (A95) which actuates the following
components:
SCR AdBlue pump (M25)
SCR air pressure limiter solenoid valve (Y106)
There is no application data in the SCR frame module control unit
(A95). No debouncing or storage of error data takes place. This is
the task of the engine control (MR) control unit which receives all
required information via the CAN bus.
After switching off the ignition the SCR frame module control unit
(A95) runs on for as long as messages are received from the
engine control (MR) control unit.

The analog signal are converted by the SCR frame module control
unit (A95) into digital CAN bus signals which are transmitted a
cyclic status messages to the engine control (MR) control unit.

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GF14.40-W-3001A Component description for the AdBlue tank 23.12.04
ENGINE 541.9 in MODEL 930, 932, 933, 934 with CODE (MS4) BlueTec 4
ENGINE 541.9 in MODEL 930, 932, 933, 934 with CODE (MS5) BlueTec 5
ENGINE 542.9 in MODEL 930, 932, 934 with CODE (MS4) BlueTec 4
ENGINE 542.9 in MODEL 930, 932, 934 with CODE (MS5) BlueTec 5

Location

Shown on engine 541.9

3 AdBlue tank

The AdBlue tank (3) is foxed to the right

longitudinal frame member.

W14.40-1069-76
Design

1 Magnetic adapter (in filler neck)

2 Coolant duct
3 AdBlue tank
4 Line fitting (coolant inlet)
5 Line fitting (AdBlue return line)
6 Line fitting (coolant(outlet)
7 Line fitting (AdBlue feed line)

B117 Fill level and SCR AdBlue temperature combination

sensor

The AdBlue tank (3) is made out of either aluminum or plastic and is
fitted with an integral coolant duct (2) as well as the line fittings (4,
5, 6, 7) to the connections for AdBlue and coolant lines.

The filler neck on the AdBlue tank (3) with its 19 mm has a smaller
diameter than the filler neck of the diesel fuel tank and is also fitted
with an integral magnetic adapter (1).

In the AdBlue tank (3) there is a fill level and SCR AdBlue
temperature combination sensor (B117) built-in for monitoring the
AdBlue level and AdBlue temperature.

W14.40-1167-12
Filling up with AdBlue AdBlue heating

The filler neck on the AdBlue tank (3), with its special diameter and
integral magnetic adapter (1), prevents wrong filling with diesel fuel.
When filling the magnetic field of the magnetic adapters (1)
actuates solenoid switch in the outlet pipe of the nozzle and allows
filling.
This system does, on the other hand, prevent wrong filling of the
diesel fuel tank with AdBlue since its filler neck does not have a
magnetic adapter (1) and the solenoid switch in the nozzle only
allows filling if a defined magnetic field is applied.
The coolant coming from the engine passes through the line fittings
(4) into the inside of the AdBlue tank (3). Once it has flowed
through the coolant duct (2) it leaves the AdBlue tank (3) through
the line fittings (6) back in the direction of the engine. Heat transfer
from the coolant duct (2) ensures that AdBlue which may be frozen
defrosts and prevents liquid AdBlue from freezing.

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GF14.40-W-3002A Fill level and SCR AdBlue temperature combination sensor, component 23.12.04
description
ENGINE 541.9 in MODEL 930, 932, 933, 934 with CODE (MS4) BlueTec 4
ENGINE 541.9 in MODEL 930, 932, 933, 934 with CODE (MS5) BlueTec 5
ENGINE 542.9 in MODEL 930, 932, 934 with CODE (MS4) BlueTec 4
ENGINE 542.9 in MODEL 930, 932, 934 with CODE (MS5) BlueTec 5

Location

Shown on engine 541.9

3 AdBlue tank

B117 Fill level and SCR AdBlue

temperature combination sensor

The fill level and SCR AdBlue temperature

combination sensor (B117) is installed into
the AdBlue tank (3) from the outside. The
tank is located on the right longitudinal frame
member.

Task

Fill level and SCR AdBlue temperature

combination sensor (B117) detects the fluid
level and the temperature of the AdBlue
supply in the AdBlue tank(3).

W14.40-1068-76
Design

1 Float
2 Immersion tube
3 AdBlue tank

B117 Fill level and SCR AdBlue temperature combination

sensor

The fill level and SCR AdBlue temperature combination sensor

(B117) contains separate components to determine the fill level and
to measure the temperature.

Fill level sensor

To determine the fill level, the fill level and SCR AdBlue temperature
combination sensor has (B117) an immersion tube (2) with a built in
resistor data channel consisting of so-called reed contacts and a
float (1), which contains a permanent magnet.

Temperature sensor
For temperature measurement, an NTC resistor is located in the
lower end of the immersion tube (2) as a measuring element. NTC
stands for "Negative Temperature Coefficient" and means that the
electrical resistance falls as the temperature increases.

W14.40-1066-12
Function

Determination of the fill level Determination of temperature

The sensor to determine the fill level functions according to the float
principle with magnetic transfer. A ring magnet fitted in the float
actuates tiny reed contacts via its magnetic field through the wall of
the immersion tube (2). These reed contacts pick up an
uninterrupted measured voltage at a resistor data channel (voltage
divider principle), which is proportional to the height of the fill level.
The values of the electrical resistance that changes along with the
The AdBlue surrounding the fill level and SCR AdBlue temperature
combination sensor (B117) influences the inside of the measuring
element according to its temperature and thus the size of the
electrical resistance.
The values of the changing electrical resistance are transmitted in
defined intervals as an analog signal via the SCR frame module
control unit to the engine control (MR) control unit . Based on the
resistance value, the MR control unit calculates the associated

Copyright Daimler AG 4/25/11 G/07/08. This WIS printout will not be recorded by the update service. Page 1
position of the float (1) are transmitted in defined intervals as an temperature.
analog signal via the SCR frame module control unit to the engine
control (MR) control unit. Using the resistance value, this calculates
the associated fill level.

Copyright Daimler AG 4/25/11 G/07/08. This WIS printout will not be recorded by the update service. Page 2
GF14.40-W-3003A Component description for the pump module 23.12.04
ENGINE 541.9 in MODELS 930, 932, 933, 934 with CODE (MS4) BlueTec 4
ENGINE 541.9 in MODELS 930, 932, 933, 934 with CODE (MS5) BlueTec 5
ENGINE 542.9 in MODELS 930, 932, 934 with CODE (MS4) BlueTec 4
ENGINE 542.9 in MODELS 930, 932, 934 with CODE (MS5) BlueTec 5

Location

Shown on engine 541.9

4 Pump module

The pump module (4) is located on the

inside of the right frame side member at the
height of the AdBlue tank.

Task

The pump module (4) suctions up AdBlue

out of the AdBlue tank, filters it and pumps it
to the metering device.

W14.40-1070-76
Design

1 Pressure filter
2 Line fitting AdBlue (feed)
3 Line fitting AdBlue (return)
4 Pneumatic shift valve
5 Connection (compressed air)
6 Pressure reservoir
7 Pressure filter and pressure
reservoir housing
8 Line fittings coolant (outlet)
9 Pressure reservoir filling valve
10 Filling connection for pressure
reservoir
11 Line fittings coolant (inlet)
12 Pump housing
13 Housing cover
14 Electrical connector
15 Cover venting membrane
16 Line fittings AdBlue (suction)
17 Suction filter (in intake fitting)

M25 SCR AdBlue pump

W14.40-1032-76

Copyright Daimler AG 4/25/11 G/07/08. This WIS printout will not be recorded by the update service. Page 1
The pump module consists of a splash-proof plastic housing - the
pump housing (12) and an aluminum block screwed on the inside -
the pressure filter- and the pressure reservoir housing (7). The
pump housing (12) contains the SCR AdBlue pump (M25), an
electrical 3-chambered membrane pump.
Apart from the pressure filter (1) and pressure reservoir (6) the
pressure filter and pressure reservoir housing also contains a
pneumatic shift valve (4). It is also has connections for coolant lines
and a duct for throughflow of coolant.

Function

If the SCR AdBlue pump (M25) receives the signal to switch on then
its sucks AdBlue our of the AdBlue tank. The suction filter (17) with a
mesh size of 100 m integrated in the line fitting for AdBlue (16)
prefilters the AdBlue.
The pump brings the AdBlue up to an operating pressure of about 6
bar and delivers it further into the pressure filter and pressure
reservoir housing (7). The AdBlue passes through the pressure filter
(2) inside the housing with a mesh size of 30 m in order to remove
the remaining fine dirt particles before it is pumped further in the
direction of the metering device.

W14.40-1031-12
The pressure reservoir (6) is basically an accumulator bag filled AdBlue depressurization
with gas made out of rubber which has the task of compensating The AdBlue pressure inside the pump module and in the section of
for pressure surges and to reduce the cut-in frequency of the SCR line between the pump module and the metering device is reduced
AdBlue pump (M25). It has a volume of about 0,13 liters. It is filled after switching off the ignition to prevent frozen AdBlue from
ex Works with nitrogen (N ). It can also be filled with oil and grease damaging the pump module, . The depressurization takes place via
2
venting of the compressed air control unit. The pneumatic shift
free air when refilling it.
valve (4) is opened and this allows return flow of the AdBlue to the
AdBlue tank.
Bleeding
The pneumatic shift valve (4) and the line fitting AdBlue (3) serve to
achieve automatic venting of the pump module while operating or Heating
A duct in the pressure filter and pressure reservoir housing (7)
during initial startup. The pneumatic shift valve (4) is closed if it has
allows coolant to flow through it for heating and de-icing. The
compressed air applied to it.
coolant feed is controlled by according to temperature by the MR
The SCR AdBlue pump (M25) does not usually deliver "empty"
control unit via a valve attached to the engine.
since it switches if the fill level sensor in the AdBlue tank goes
below a certain limit value. The pump can, however, run empty for a
short time if the AdBlue in the tank "sloshes back and forth".
However the engine control (MR) control unit recognizes the
situation if the pump runs empty for longer than 10 seconds and
automatic venting is initiated.

Copyright Daimler AG 4/25/11 G/07/08. This WIS printout will not be recorded by the update service. Page 2
GF14.40-W-3004A Component description for the metering device 23.12.04
ENGINE 541.9 in MODELS 930, 932, 933, 934 with CODE (MS4) BlueTec 4
ENGINE 541.9 in MODELS 930, 932, 933, 934 with CODE (MS5) BlueTec 5
ENGINE 542.9 in MODELS 930, 932, 934 with CODE (MS4) BlueTec 4
ENGINE 542.9 in MODELS 930, 932, 934 with CODE (MS5) BlueTec 5

Location

Shown on engine 541.9

8 Metering device

The metering device (8) is located near the

rear left cylinder head at the height of the
engine brake flap fitting.

Task

Compressed air and AdBlue are mixed

together in the metering device (8) to form
an aerosol which is then injected into the
exhaust flow according to control signals
from the engine control (MR) control unit.

W14.40-1071-76
Design

1 Bleed valve
2 Compressed air strainer
3 Inlet for compressed air
4 Check valve
5 Diffuser
6 Outlet for aerosol
7 Calibrating screw
8 Inlet for AdBlue
9 AdBlue strainer

B128 SCR compressed air pressure

sensor
B129 SCR AdBlue pressure sensor
B130 SCR AdBlue temperature sensor
Y109 SCR AdBlue metering valve

The metering device consists of a two-part,

screwed-on aluminium housing. The AdBlue
components are on one side and the
compressed air components on the other.
The SCR AdBlue metering valve (Y109) is
inbetween.

W14.40-1033-76

Copyright Daimler AG 4/25/11 G/07/08. This WIS printout will not be recorded by the update service. Page 1
Function

2 Compressed air strainer

3 Inlet for compressed air
4 Check valve
5 Diffuser
6 Outlet for aerosol
7 Calibrating screw
8 Inlet for AdBlue
9 AdBlue strainer

B128 SCR compressed air pressure sensor

B129 SCR AdBlue pressure sensor
B130 SCR AdBlue temperature sensor
Y109 SCR AdBlue metering valve

The pump module delivers AdBlue over the feed line to the metering
device. At the inlet for AdBlue (8) there is first the AdBlue strainer
(9) with a mesh size of 30 m to remove any contamination and
then it stands at operating pressure before the closed SCR AdBlue
metering valve (Y109). Compressed air (3) as a continuous stream W14.40-1030-11
flows through the inlet after engine start must first pass through the
compressed air strainer (2).

If the SCR AdBlue metering valve (Y109) opens within the intervals
calculated by the MR control unit then AdBlue passes through the
SCR AdBlue metering valve (Y109) and is then pulled by the air
flow in the direction if the injection nozzle due to the existing
pressure and flow conditions.
If the pressure difference is above an established rocker panel then
the AdBlue metering valve (Y109) is opened and compressed air
flows against the flow direction of the SCR AdBlue metering valve
(Y109) in the metering device and pushes the remaining AdBlue
back in the line between the metering device and pump module.

Continuous flow through the metering device of compressed air
ensures that no AdBlue deposits remain in the metering device.
Aeration of the metering device after ignition Off
The metering device is aerated after switching off the ignition to
avoid frost damage from frozen AdBlue. This takes place during the
control unit run-on (max. 300 seconds) through co-ordinated
opening and closing the air pressure limiter solenoid valve on the
compressed air control unit and the SCR AdBlue metering valve
(Y109) at defined intervals. The basic influencing factors for the
period of aeration are the pressure at the SCR AdBlue pressure
sensor (B129) and the pressure at the compressed air pressure
sensor SCR (B128).
If the MR control unit recognizes from the sensor signals that the
metering device has been sufficiently filled with air then aeration will
be stopped. That is the case if the measured pressure at the
compressed air pressure sensor SCR (B128) is greater than the
pressure applied to the SCR AdBlue pressure sensor (B129).
The AdBlue line between the pump module and metering device is
an elastic hose line. It can take up the additional volumes which
occur due to freezing of the AdBlue remaining in the line. The
pressure in this line is also reduced to approximately atmospheric
pressure through a pressure relief function of the pump module.

Copyright Daimler AG 4/25/11 G/07/08. This WIS printout will not be recorded by the update service. Page 2
GF14.40-W-3006A Component description for the SCR AdBlue temperature sensor 8.8.07
ENGINE 541.9 in MODEL 930, 932, 933, 934 with CODE (MS4) BlueTec 4
ENGINE 541.9 in MODEL 930, 932, 933, 934 with CODE (MS5) BlueTec 5
ENGINE 542.9 in MODEL 930, 932, 934 with CODE (MS4) BlueTec 4
ENGINE 542.9 in MODEL 930, 932, 934 with CODE (MS5) BlueTec 5

Location

Shown on engine 541.9

8 Metering device

B130 SCR AdBlue temperature sensor

The SCR AdBlue temperature sensor (B130)

is installed in the metering device (8) from
the outside. The metering device is located
close to the rear left cylinder head at the
height of the engine brake flap fitting.

Task

The SCR AdBlue temperature sensor (B130)

detects the temperature of the AdBlue at a
measuring point inside the metering device
(8) and passes this information onto the
engine control (MR) control unit as an
electrical voltage signal.

W14.40-1073-76
Design

The SCR AdBlue temperature sensor (B130) consists of a stainless

steel housing with a thread and an electrical connector.
The SCR AdBlue temperature sensor contains a measuring
element, a NTC resistor. NTC stands for "Negative Temperature
Coefficient" and means that the electrical resistance falls as the
temperature increases.
The SCR AdBlue temperature sensor (B130) is a passive sensor
(i.e., it is not supplied with voltage).

W14.40-1081-11
Function

The AdBlue at the SCR AdBlue temperature sensor (B130) Using this resistance values, the MR control unit calculates the
influences the measuring element inside the sensor and thus the associated temperature.
size of the electrical resistance. The values of the changing
electrical resistance are transmitted to the MR control unit in
defined intervals as an analog signal.

Copyright Daimler AG 4/25/11 G/07/08. This WIS printout will not be recorded by the update service. Page 1
GF14.40-W-3007A SCR compressed air pressure sensor, component description 23.12.04
ENGINE 541.9 in MODEL 930, 932, 933, 934 with CODE (MS4) BlueTec 4
ENGINE 541.9 in MODEL 930, 932, 933, 934 with CODE (MS5) BlueTec 5
ENGINE 542.9 in MODEL 930, 932, 934 with CODE (MS4) BlueTec 4
ENGINE 542.9 in MODEL 930, 932, 934 with CODE (MS5) BlueTec 5

Location

Shown on engine 541.9

8 Metering device

B128 SCR compressed air pressure

sensor

The SCR compressed air pressure sensor

(B128) is installed into the metering device
(8) from the outside, which is located close
to the rear left cylinder head.

Task

The SCR compressed air pressure sensor

(B128) detects the pressure of the
compressed air at a measuring point inside
the metering device (8) and passes this
information onto the engine control (MR)
control unit as an electrical voltage signal.

W14.40-1074-76
Design

The SCR compressed air pressure sensor (B128) consists of a

stainless steel threaded housing and an electrical connector.
The inside of the SCR AdBlue pressure sensor contains a
measuring element, consisting of a silicon membrane, equipped with
measuring strips. These measuring strips are electrical resistors,
which change their resistance on expansion (piezoresistive
principle). The sensor is equipped with a bore hole, through which
the compressed air can penetrate to this membrane.
The SCR compressed air pressure sensor (B128) is an active
sensor
(i.e., it is supplied with voltage).

W14.40-1082-11
Function

The compressed air at the SCR compressed air pressure sensor
(B128) presses on the membrane inside the sensor. This pressure
causes the membrane to expand, which causes the electrical
resistance of the attached measuring strips to change
As the pressure changes, the expansion of the membrane and the
attached measuring strips is increased or decreased.
The values of the changing electrical resistance of the measuring
strips are transmitted to the MR control unit in defined intervals as
an analog signal.
Using this resistance value, the MR control unit calculates the
associated pressure.

Copyright Daimler AG 4/25/11 G/07/08. This WIS printout will not be recorded by the update service. Page 1
GF14.40-W-3016A Temperature sensor upstream of SCR catalytic converter, component 23.12.04
description
ENGINE 541.9 in MODEL 930, 932, 933, 934 with CODE (MS4) BlueTec 4
ENGINE 541.9 in MODEL 930, 932, 933, 934 with CODE (MS5) BlueTec 5
ENGINE 542.9 in MODEL 930, 932, 934 with CODE (MS4) BlueTec 4
ENGINE 542.9 in MODEL 930, 932, 934 with CODE (MS5) BlueTec 5

Location

Shown on engine 541.9

6 Muffler with reduction catalytic
converter

B115 Temperature sensor upstream of

SCR catalytic converter

The temperature sensor upstream of SCR

catalytic converter (B115) is installed into the
entry chamber of the muffler with reduction
catalytic converter (6).

W14.40-1077-76
Task Function

The temperature sensor upstream of SCR catalytic converter The exhaust gas flowing past the entry chamber of the muffler with
(B115) detects the temperature of the exhaust flow in the entry reduction catalytic converter (B115) influences the inside of the
chamber of the muffler with reduction catalytic converter (6) and measuring element inside the sensor and thus the size of the
passes this information on as an electrical voltage signal to the electrical resistance. The values of the changing electrical
SCR frame module control unit. resistance are transmitted in defined intervals as an analog signal
to the SCR frame module control unit, are digitized there and then
Design forwarded to the engine control (MR) control unit. Using this
resistance value, the MR control unit calculates the associated
The entry chamber of the muffler with reduction catalytic converter temperature.
(B115) consists of a stainless steel threaded housing and an
electrical connector.
The sensor contains a measuring element - a PTC resistor. PTC
stands for "Positive Temperature Coefficient" and means that the
electrical resistance increases as the temperature increases.
The entry chamber of the muffler with reduction catalytic converter
(B115) is a passive sensor (i.e., it is not supplied with voltage).

Copyright Daimler AG 4/25/11 G/07/08. This WIS printout will not be recorded by the update service. Page 1
GF14.40-W-3017A Temperature sensor downstream of the SCR catalytic converter, component 23.12.04
description
ENGINE 541.9 in MODEL 930, 932, 933, 934 with CODE (MS4) BlueTec 4
ENGINE 541.9 in MODEL 930, 932, 933, 934 with CODE (MS5) BlueTec 5
ENGINE 542.9 in MODEL 930, 932, 934 with CODE (MS4) BlueTec 4
ENGINE 542.9 in MODEL 930, 932, 934 with CODE (MS5) BlueTec 5

Location

Shown on engine 541.9

6 Muffler with reduction catalytic
converter

B116 Temperature sensor downstream

of the SCR catalytic converter

The temperature sensor downstream of the

SCR catalytic converter (B116) is installed
into the outlet chamber of the muffler with
reduction catalytic converter (6).

W14.40-1078-76
Task Function

The temperature sensor downstream of the SCR catalytic converter
(B116) detects the temperature of the exhaust flow in the outlet
chamber of the muffler with reduction catalytic converter (6) and
passes this information on as an electrical voltage signal to the
SCR frame module control unit.
Design
The temperature sensor downstream of the SCR catalytic converter
(B116) consists of a stainless steel threaded housing and an
electrical connector..
The sensor contains a measuring element - a PTC resistor. PTC
stands for "Positive Temperature Coefficient" and means that the
electrical resistance increases as the temperature increases.
The exhaust gas flowing past the temperature sensor downstream
of the SCR catalytic converter (B116) influences the inside of the
measuring element inside the sensor and thus the size of the
electrical resistance. The values of the changing electrical
resistance are transmitted in defined intervals as an analog signal
to the SCR frame module control unit, are digitized there and then
forwarded to the engine control (MR) control unit.
Using this resistance value, the MR control unit calculates the
associated temperature.

The temperature sensor downstream of the SCR catalytic converter

(B116) is a passive sensor (i.e., it is not supplied with voltage).

Copyright Daimler AG 4/25/11 G/07/08. This WIS printout will not be recorded by the update service. Page 1