Training Documentation Series 1000

MTU - Friedrichshafen, Training Center
Training Documentation
Series 1000
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© MTU Friedrichshafen GmbH | All rights reserved

Notes
This documentation is for training purposes only.
All torques and procedures reflect the current status and have to be validated before use. This
publication is protected by copyright and may not be used in any way, whether in whole or in
part, without the prior written permission of MTU Friedrichshafen GmbH. This restriction also
applies to copyright, distribution, translation, microfilming and storage or processing on electronic
systems including data bases and online services.
1st edition 10.2013
Page 2 | Series 1000

Tightening specification for set screw and stud connections
Tightening specification for set screw and stud connections to works standard MTN 5008
This works standard applies to set screws subjected to little dynamic load as per MMN 384, DIN 912,
EN 24014 (DIN 931–1), EN 24017 (DIN 933), EN 28765 (DIN 960), EN 28676 (DIN 961), DIN 6912 and to
studs as per DIN 833, DIN 835, DIN 836, DIN 938, DIN 939 and associated nuts. It does not apply to heat-
proof screws in the hot component area. Tightening torques MA are for screws of strength class 8.8 (bright
surface, phosphate coating or galvanized) and 10.9 (bright surface or with phosphate coating). The values in
the table are based on a friction coefficient μtot = 0.125. Precondition: Thread and mating faces of screws and
nuts must be coated in engine oil prior to assembly. When tightening manually (tightening specifications), an
assembly tolerance of +10% of the table values is permitted for unavoidable deviations of the tightening torque
from the table value during the tightening process – e.g. resulting from inaccurate readings and overtightening
during assembly.

Tightening specification for set screw and stud connections
Thread Manual - tightened Machine - tightened

8.8 10.9 8.8 10.9
MA (Nm) MA (Nm) MA (Nm) MA (Nm)
M6 9 12 8 11
M8 21 31 20 28
M8x1 23 32 21 30
M10 42 60 40 57
M10x1.25 45 63 42 60
M12 74 100 70 92
M12x1.25 80 110 75 105
M12x1.5 76 105 72 100
M14 115 160 110 150
M14x1.5 125 180 120 170
M16 180 250 170 235
M16x1.5 190 270 180 255
M18 250 350 240 330
M18x1.5 280 400 270 380
M20 350 500 330 475
M20x1.5 390 550 350 520
M22 480 680 450 650
M22x1.5 520 730 490 700
M24 600 850 570 810
M24x1.5 680 950 640 900
M24x2 660 900 620 850
M27 900 1250 850 1175
M27x2 960 1350 900 1275
M30 1200 1700 1100 1600
M30x2 1350 1900 1250 1800

Mercedes Benz engine data manual
The engine manual offers comprehensive detailed information You will find the actual requirements You will find the Mercedes Benz Workshop
about industrial engines of Mercedes Benz. This is a specific for the operating fluids online: Information System (WIS), and also the Electronic
application. For the access a personal registration and an Parts Catalogue (EPC) online:
access authorization are necessary only fort external
customers.
https://motorenhandbuch.i.daimler.com http://bevo.mercedes-benz.com/ http://retailfactory.mercedes-benz.com

Emission standards
EPA 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016
19-37 kW
37-75 kW Tier 2
75-130 kW
130-225 kW Tier 3a Tier 4
225-450 kW Tier 4i
450-560 kW
>560 kW Tier 1 Tier2
EU
18-37 kW
37-75 kW Stage II Stage IIIA
75-130 kW Stage IIIB
130-560 kW Stage IV
>560 kW

EPA emission standard 130 – 560 KW
PM [g/KWh]
0.2
2001-2003 2006
Tier 2 Tier 3
0.1
2011 2014
Tier4i Tier4 comp. EURO VI
NOx+HC / NOx
[g/KWh]
8 6 4 2 0

Power ratings

Series 1000
Old: Series 924 | 926 New: Series 4R1000 | 6R1000

Series 1000
Bore x stroke
Designation Cylinders Displacement Power spectrum Torque
Weight (dry)
100 kW (136 hp) –

110 x 135 mm 600 – 900 Nm
4R 1000 4 in line 5,132 cm³ 495 kg
170 kW (230 hp)
at 1200 – 1600 rpm
at 2200 rpm
180 kW (245 hp) –

110 x 135 mm 1000 – 1400 Nm
6R 1000 6 in line 7,698 cm³ 650 kg
-260 kW (350 hp)
at 1200 - 1600 rpm
at 2200 rpm

Technical features
• Meets Tier 4 final exhaust emission standards

• ~ 5% lower fuel consumption than OM 92X
• Excellent power and torque characteristics over entire speed range
• Dynamic start-off characteristics and engine power
• Electronic engine management (MCM) with on-engine electronics and comprehensive engine protection feature
• 2-stage turbocharging (except 6R1000 - 180kW / 210kW)
• 4-valve technology with 2 overhead camshafts
• Common rail system with up to 2400 bar injection pressure
• Compression brake  up to 300 kW brake power
• High reliability and long service life
• Low maintenance requirements
• Long maintenance intervals
• Engine oil and fuel filters arranged on front side for easy maintenance

Engine components, high-temperature side
Wastegate valve EGR cooler
Oil / coolant module

External PTO 1
External PTO 2 Exhaust turbocharger HP stage
Exhaust turbocharger LP stage
Starter motor

Engine components, low-temperature side
Fuel rail
Fuel filter module
EGR regulator
Alternator
HP fuel pump
Motor control module
Compressor

Crankcase
The crankcase is made of gray cast iron with

lamellar graphite.
The cylinder bore running faces are finish-

machined using a fine plateau honing process.
The smooth surface, which nevertheless has a
high oil retaining capacity, reduces friction loss.

Piston & Connecting rod
Conrod
The connecting rods are made of forged

steel; the separation between conrod (1)
and bearing cap (2) is cracked.
The lower conrod eye accommodates 2
conrod bearing shells, the upper one
features one conrod bushing.
Piston
The pistons are made of aluminum. The combustion

bowl (4) is located in the piston crown.
The pistons are equipped with three piston rings
each: two compression rings (5&6), and one oil
scraper ring (7). The piston crown is continuously
cooled by an oil spray nozzle (10).

Cylinder identification
As already known from MB engines, the

cylinders are numbered starting from the free
end (KGS).

Gear train
1 Crankshaft
2 Oil pump
3 Double idler gear
4 Compressor
5 Idler gear
7 High-pressure fuel pump
8 Double idler gear
9 Idler gear
10 Exhaust camshaft
11 Intake camshaft
12 Idler gear

Cylinder head
Central cylinder head with 4-valve technology and overhead camshafts

driven by a gear train.
1 Exhaust rocker arm 16 Valve clearance adjusting screw

2 Hydraulic exhaust brake unit 23 Pressure relief valve adjusting screw
4 Outlet camshaft
5 Exhaust rocker shaft
6 Valve spring
7 Exhaust valves

Adjusting valve clearance
Checking the valve clearance at two crankshaft positions Setting the valve clearance
1. Check TDC position of piston in cylinder 1: 1. Release the locknut (5) and turn out the
• If the rocker arms are unloaded on cylinder 1, adjusting screw (6) a few turns.
the piston is at firing TDC. 2. Insert a feeler gauge between the valve
• If the rocker arms are under load on cylinder 1, and the rocker arm.
the piston is at overlap TDC. 3. Readjust the adjusting screw (6) until the
2. Check valve clearance on cold engine: feeler gauge can pass well.
• Intake = 0.3 mm 4. Tighten the locknut (5) to 30 Nm.
• Exhaust = 0.6 mm
3. Check all valve clearances as per diagram in two crankshaft positions
(firing TDC and overlap TDC of cylinder 1).
4. Use a feeler gauge, to check clearance between valve and rocker arm.
5. Adjust valve clearance if the deviation from the target exceeds ± 0.05 mm.
Cylinder / valves to be adjusted

Crankshaft position
1 2 3 4 5 6
4th cyl. valve overlap I/E E I -

4 cylinders
1st cyl. valve overlap - I E I/E
6th cyl. valve overlap I/E I E I E -

6 cylinders
1st cyl. valve overlap - E I E I I/E

Engine brake

Engine brake
Functional description Function

The exhaust brake system used is referred to as a The control line (B) in the hydraulic brake units is supplied with engine oil, so
decompression brake system. The braking effect is produced the control valve (12) is activated. In this way, the rooms below the pistons (8,
according to the following principle: Shortly after the beginning of 11) are filled up. The guide piston (8) is activated then. The space between
the compression cycle, i.e. when the piston moves up towards the pulley of the guide piston (8) and the brake cam (1) is gone then. The
the top dead center (TDC), both exhaust valves open briefly on brake cam (1) activates the pulley now. The back pressure is transferred to
the respective cylinder. This will cause exhaust gas to flow back piston (11) via the guide piston (8), so piston (11) moves upwards and
from the exhaust elbow into the cylinder because of the dynamic activates the exhaust valves (7).
pressure. As a result, the compression pressure increases and

Preconditions for activation:
the upstroking piston is decelerated in its compression cycle.
• Engine rpm > 1000 1/min
Just before the end of the compression cycle, both exhaust
• Engine oil temp. < 60°C (limited), from 60°C completely
valves open again briefly. The compression pressure is now
• Engine in thrust mode – not in acceleration mode, no pedal activated
partially reduced. The piston acceleration towards the bottom
dead center (BDC) is therefore reduced in the subsequent
Types of activation:
operating cycle.
Step 1 Activation of cylinder 1 – 6 with Y637
A brake power of up to 300 kW can be achieved in this way. Step X Activation of cylinder 1 – 6 plus in addition variable actuation
of Wastegate valve Y621

Fuel system
The fuel system is designed as a common rail

system. The injectors of the various cylinders are
supplied with fuel by a mechanically driven high-
pressure pump.
The rail pressure is up to 2400 bars.

Fuel system diagram

Fuel system diagram
1 Fuel tank 30 Low-pressure fuel line (from fuel tank to fuel filter module)
2 Fuel filter module 31 Low-pressure fuel line (from fuel filter module to low-pressure fuel pump)
3 Fuel collecting chamber 32 Low-pressure fuel line (from low-pressure fuel pump to fuel filter module)
4 Low-pressure fuel pump 33 Low-pressure fuel line (from fuel filter module to high-pressure fuel pump)
4.1 Bypass valve 34 Fuel return line (from high-pressure fuel pump to filter module)
4.2 Safety valve 37 High-pressure fuel line (from high-pressure fuel pump to rail)
5 High-pressure fuel pump 38 High-pressure fuel line (from rail to fuel injector)
7 Rail 39 Fuel return line (from pressure regulating valve and from fuel injectors)
8 Fuel prefilter 40 Vent line (from main fuel filter to fuel return line)
9 Main fuel filter 41 Fuel return line (from filter housing to fuel return line)
11 Throttle 42 Fuel return line (from fuel filter module to fuel tank)
12 Check valve
13 Shut-off valve in fuel supply B602 Fuel temperature sensor
• Max. suction pressure 150 mbar B622 Rail pressure sensor
• Max. over pressure (tank higher than engine) 300 mbar Y608 … Y613 Fuel injectors for cylinders 1 - 6
14 Shut-off valve in fuel return Y634 Pressure regulating valve
• Max. pressure in return line 500 mbar Y643 Flow control valve
15 Ball valve (prevents draining of intake line when engine is at a standstill)
16 Pressure regulating valve A Low-pressure fuel lines, intake side
18 Filling valve B Low-pressure fuel lines, pressure side
19 Pressure maintaining valve (1bar) C High-pressure fuel lines
D Fuel return lines

Fuel system
4 Low-pressure fuel pump (6 bar)

5 High-pressure fuel pump (up to 2400 bar)
39 Y634
31 Low-pressure fuel line
34 Fuel return line
37 High-pressure fuel line Y643
39 Fuel return line
37
Y634 Pressure regulating valve

34
33
Y643 Flow regulating valve
32
5
31
4

Injector
The fuel injectors inject the fuel into the respective

cylinder under high pressure.
Injection timing and duration is established by the
MCM control unit based on different parameters and
using a map.
As shown in the illustration, the fuel injectors have a
quantity calibration code which must be programmed
into the MCM using the diagnostic tool.

Injection
The very short switching times of the solenoid valve

of only a few microseconds permit up to 5 injections
per cycle. This makes it possible to design fuel
combustion in such a way that efficient and clean
combustion is achieved at every operating point.

Engine oil circuit
1 Oil pump
2 Oil suction pipe
2.1 Oil strainer
3 Oil coolant module
3.1 Oil/water heat exchanger
3.2 Oil filter
4 Oil spray nozzle
5 Crankshaft bearing lubrication point
6 Exhaust turbocharger (high-pressure stage)
7 Exhaust turbocharger (low-pressure stage)
8 Secondary drive lubrication point
9 Compressor lubrication point
10 Intake camshaft
11 Intake rocker shaft
12 Exhaust camshaft
13 Exhaust rocker shaft
14 Intake rocker arm
15 Exhaust rocker arm
23 High-pressure pump lubrication point
B604 Oil pressure switch

Y637 Exhaust brake solenoid valve

Oil pump
9 Pressure regulation valve

9.1 Screw plug
9.2 Piston (regulation valve)
9.3 Piston (safety valve)
9.4 Spring
9.5 Spring washer
10 Idler shaft
11 Drive shaft
14 Oil duct (to oil coolant module)
15 Main oil duct
16 Hole
OA Outlet to oil coolant module

OD Connection to pressure regulator
OE Oil intake (suction side)

Oil coolant module
KE Coolant inlet
KA Coolant outlet
B604 Oil pressure switch 2 Oil filter cap 6 Coolant pump

OE Oil inlet 3 Oil filter 7 Silicate reservoir
OA Oil outlet 4 Housing 8 Double thermostat
OR Oil return 5 Oil cooler 9 Thermostat cap

Turbocharger
The engines Series 6R 1000 180 & 210 kW variant are

fitted with one exhaust turbocharger only. Charge air
pressure control is performed by an electronically
controlled waste gate valve.
The electronically controlled waste gate valve

• permits adjusting the optimum charge air pressure
throughout the full load range
• takes other system factors into account which
influence the exhaust gas and charge air flow, e.g.
exhaust gas recirculation, charge-air cooling, exhaust
brake
• takes numerous other parameters into account, e.g.
temperature and pressure of intake air, fuel injection
data, etc.
• improves the engine torque characteristics across the
full engine speed range, particularly for low engine
speeds
• reduces fuel consumption
• reduces pollutant emissions

Turbocharger
Except the 180 & 210 kW variant of 6R1000 all other engines are equipped with 2-
stage turbocharging. The low-pressure turbocharger (1) is increasingly used for
higher engine speeds. The combination of the exhaust turbochargers of different
sizes makes it possible to utilize the mass flow of the exhaust gas optimally across
the full engine speed range in order to eventually achieve the optimum charge air
pressure. With lower engine speeds, the mass flow of the exhaust gas is low. In
this case, only the smaller exhaust turbocharger of the high-pressure stage (2) is
driven directly by the mass flow of the exhaust gas. In this way, an optimum charge
air pressure is achieved even at low engine speeds. With increasing engine speed,
the mass flow of the exhaust gas increases. A growing part of the exhaust gas is
then supplied directly to the larger exhaust turbocharger of the low-pressure stage
(1). Its turbine takes care of the complete turbine work already at medium-range
engine speeds.
1 Exhaust turbocharger (low-pressure stage) 8 Turbine wheel (low-pressure stage)

2 Exhaust turbocharger (high-pressure stage) 9 Shaft (low-pressure stage)
3 Exhaust elbow 10 Compressor wheel (low-pressure stage)
4 Turbine wheel (high-pressure stage) 11 Oil supply port
5 Shaft (high-pressure stage) 12 Oil supply port
6 Compressor wheel (high-pressure stage) 13 Charge pressure control flap
7 Connecting pipe Y636 Charge pressure regulator

Exhaust gas recirculation
Exhaust gas is mixed to the fresh charged air so that

the oxygen decreases in the combustion mixture. A
decreasing oxygen content leads to a decreasing
combustion temperature, which results in reduced
nitrogen oxide (NOx) emission.
The exhaust gas recirculation (EGR) rate is regulated
by the exhaust gas recirculation regulator (Y621),
which is controlled by a PWM signal from the MCM
control unit and opens or closes the exhaust gas
recirculation line by its throttle valve, thereby
controlling the amount of exhaust gas admixed to the
charged fresh air. The exhaust gas diverted initially
flows through the EGR cooler (3) connected to the
coolant circuit. It is cooled down in this phase from
about 650 °C to about 170 °C.
3 Exhaust gas recirculation cooler
Y621 Exhaust gas recirculation regulator

Crankcase ventilation
The blow-by gas reaches the oil mist separator through an opening at the bottom of the cylinder head cover. In the oil mist separator, the engine oil contained
in the blow-by gas is separated in two phases:
First the blow-by gas is accelerated through the holes in the nozzle plate (1) and immediately afterwards the blow-by gas accelerated hits a wall in the oil mist
separator housing central section, where the engine oil droplets contained in the blow-by gas are separated. The fine engine oil droplets still contained in the
oil mist are subsequently separated in the impactors (3) and recirculated via a duct to the cylinder head and from there back into the oil pan. When the oil in
the return duct reaches a certain level or when the engine oil separated reaches a certain weight, the crankcase ventilation non-return valve (6) opens and
drains the separated engine oil into the oil pan.
1 Nozzle plate (pre-separator)

2 Oil drain duct
3 Impactors
4 Fleece elements
5 Oil drain valve
6 Crankcase ventilation
non-return valve
7 Pressure regulating valve
8 Vent line
9 Air intake pipe

Damage report
Pictures for assistance in damage reports and possible

reasons of damages are available as WIS documents.

Engine management - networking
The torque demand calculated by the common powertrain controller (CPC) (A3) for example from the accelerator pedal
position is transferred to the engine control module (MCM) (A4) via the engine CAN. The MCM in turn sends the current
actual torque as well as the possible maximum torque to the CPC.
In addition, the engine CAN as well as the CPC offers the possibility to exchange data with other electronic systems and
control units.
The CPC is also connected to the aftertreatment control module (ACM) (A60) which ensures basic monitoring and control
of the exhaust gas aftertreatment system.

MCM Engine controller
The MCM engine controller (Motor Control Module) (A4) is primarily used as an interface between the
engine-side electrical and electronic components on the one hand and the vehicle-based Common
Powertrain Controller (CPC) (A3) on the other hand. Both control units are networked with each other
via the engine CAN (CAN 4). The MCM control unit performs numerous different functions.
On the one hand, it performs open-loop control and transient load response functions, e.g. for systems
like engine control or exhaust gas recirculation (EGR), and on the other hand it communicates
information such as the engine oil level.
The main task of the engine controller is to control the common rail injection system. For this purpose,
the optimum injection starting point and the required injection quantity are calculated and set for the
required torque (or nominal speed) based on engine and environmental conditions sensed. If a sensor
should fail, theoretical substitute values are used to safeguard further engine operation. In addition, the
control unit offers fault detection functions, emergency operation and diagnostic options.

Sensor overview

Sensor overview - Actuator overview
Sensors (see previous page) Actuators (see next page)
A4 Engine management control unit (MCM) A4 Engine management control unit (MCM)
B600 Crankshaft position sensor Y608 Cylinder 1 injector
B601 Camshaft position sensor Y609 Cylinder 2 injector
B602 Fuel temperature sensor Y610 Cylinder 3 injector
B604 Oil pressure switch Y611 Cylinder 4 injector
B605 Combined oil level / temperature sensor Y612 Cylinder 5 injector
B606 Coolant outlet temperature sensor Y613 Cylinder 6 injector
B614 Temperature sensor in charger housing (only with 2-stage turbo charging) Y621 Exhaust gas recirculation regulator
B616 Charge air pressure and temperature sensor Y634 Pressure regulating valve
B617 Temperature sensor in charge air housing Y636 Wastegate valve
B622 Rail pressure sensor Y637 Engine brake solenoid valve
Y643 Quantity control valve HP fuel pump

Actuator overview

Diagnosis
OBD2
XDOS – Xentry Diagnostics Open Shell

Exhaust gas aftertreatment - SCR
The engines are designed for maximum efficiency with minimum particulate matter
emissions. To meet the Tier 4i exhaust emission requirements, the only exhaust gas
aftertreatment required is
SCR – (Selective Catalytic Reduction).

With the introduction of the new engine generation, the SCR system was also revised
completely. It now operates "airless" or "liquid only".

Urea - AdBlue
• Colourless liquid
• Solution with a urea content of 32.5%
• Crystallizes upon contact with air
• Freezes at -11°C
For further information:

http://adblue.imosnet.de

SCR operating principle
1 Exhaust gas from engine 2 Hydrolysis section 3 SCR catalyst 4 Exhaust gas after reduction
AdBlue
The reductant is a 32.5% urea solution (trade name: AdBlue). Honeycomb structures consisting largely of titanium dioxide (TiO2), tungsten oxide
(WO3) and vanadium pentoxide (V2O5) are used as catalysts. The catalysts are integrated in the vehicle silencer housing.
Nitrogen Oxygen Ammonia Reduction Nitrogen Water

oxides
AdBlue Water Thermolysis Ammonia Carbon
Hydrolysis dioxide NO + NO2 + 2NH3 → 2N2 + 3H2O
CO(NH2)2 + H2O → 2NH3 + CO2 4NO + O2 + 4NH3 → 4N2 + 6H2O
The ammonia (NH3) required for reduction is produced from the injected 2NO2 + O2 + 4NH3 → 3N2 + 6H2O
AdBlue (urea) in the hydrolysis section by way of thermolysis and hydrolysis.
In the SCR catalyst, the nitrogen oxides (NO, NO2) in the exhaust gas are converted into
nontoxic molecular nitrogen N2 and water using ammonia.

Urea circuit
The line system extends from the urea tank (5) via the
pump module (1) to the urea metering unit (A67).
Following engine starting, the liquid urea solution is in
constant circulation to ensure cooling of the components.
Urea injection is calculated by the MCM using several
parameters (engine load, temperatures, etc.) and this data
is forwarded to the ACM. The ACM processes these
signals and initiates urea injection.
The urea pump regulates the system pressure to approx.
10 bar.
1 Pump module
5 Urea tank
S Suction line
D Pressure line
R Return line

Coolant circuit
As the liquid urea solution freezes at temperatures around

-11°C, the system must be heated. If the temperature in
the urea tank drops below -8°C and the engine
temperature is > 0°C, the tank heating solenoid (Y627)
opens and engine coolant from the cooling system can
flow to the pump module (1) via the tank (5). The coolant
lines are routed together with the urea lines to prevent
freezing inside the lines. Depending on the version, this
can also be done by using electrically heated lines.
1 Pump module
5 Urea tank
V1 Supply from engine
V2 Supply to urea tank
V3 Supply to pump module
R Return to engine

System overview
A3 Common Powertrain Controller (CPC)

A4 Motor Control Module (MCM)
A57 NOx sensor downstream of SCR catalyst
A60 Aftertreatment Control Module (ACM)
A67 Urea metering unit
A70 NOx sensor upstream of SCR catalyst
B70 Temperature sensor, exhaust gas upstream of

urea metering unit
B72 Temperature sensor upstream of SCR catalyst
B73 Temperature sensor downstream of SCR catalyst
B74 Level / quality / temperature sensor, urea tank
M25 Pump module
Y627 Tank heating solenoid

System overview
Exhaust Gas
Nitrogen Oxides
A70
B70
Ammonia Catalytic Converter

B72 B73 Water
A67
AdBlue A57 Nitrogen

Pump module
After the engine is started, the pump module is activated by the ACM.
AdBlue is sucked out of the tank and supplied to the metering device with a M25 AdBlue pump
pressure of 10 bar. The metering device is cooled through the circulating
AdBlue. Because of this, AdBlue is circulating all the time even if there is no
injection required. AdBlue which is not needed flows back to the AdBlue
tank.
Heating
Via an internal duct, the pump module is heated up in case of AdBlue is
frozen. Coolant is supplied via a magnetic solenoid from the engine.
AdBlue connectors
Coolant connecotrs
Filter housing

Pump module
ACM connector
M25 membrane pump
AdBlue return
In the AdBlue supply

is a screen filter located.
AdBlue filter
Compensation element

Metering unit A67
5 Supply
6 Return
9 Housing ventilation
10 Electrical connector
11 Injection valve
As soon as the engine is started, the metering

unit is constantly supplied with an operating
pressure of 10 bar by the pump module,
independent of urea is injected or not.
At low ambient temperatures, the metering unit is
heated by an integrated heater element.
11
10

Metering unit A67
Ventilation diaphragm
AdBlue Pressure sensor
Metall bellow
(expansion)
PTC heater (background) Valve coil
Valve
Exhaust sealing
Valve needle
Atomizer

Reactor
The urea is injected into the so-called reactor: a

geometrically fixed part of the exhaust pipe. When
installing the reactor, the installation instructions must
be followed exactly.

NOx sensor
NOx sensors are used to measure the NOx raw emissions in the
exhaust gas. They are hard-wired to their control unit, thus forming an
assembly.
To carry out NOx measurements, the sensors are heated to 800°C by
their control unit during normal operation.

Tank sensor
1 Urea inlet (return from metering unit)

2 Urea outlet (to metering unit)
3 Coolant outlet (to pump module)
4 Coolant inlet (from engine)
5 Screen filter at bottom of suction pipe (2)
4 B74 Level / quality / temperature sensor, urea tank
2 This illustration shows a tank sensor. The tank sensor

3 comprises separate components to determine the filling
level and temperature.
1

Exhaust gas box
Once the urea has been injected into the exhaust pipework, it mixes
with the exhaust gas and reaches the exhaust gas box, in which the
catalytic converter is installed.
In the SCR catalyst, the nitrogen oxides (NOx) from the combustion
process are reduced to nitrogen (N2) and water (H2O).

Power reduction with SCR system
There are three different circumstances where the power is reduced in connection with the SCR System.
• AdBlue tank empty
• NOx level exceeding above the permitted European Stage or EPA-limit.
• SCR System error (short circuit - signal, defective component, etc.)
All of these circumstances lead to flashing or shining control lamps,

LIM
in addition a specifically power reduction obtains.
In case of emergency a “Override function” is permitted.

CHECK
The Override function could be used for three times each 30 min long.
The power is then raised up to 100% again, this function could only be activated within the ENGINE
First 300 minutes.
STOP
ENGINE

AdBlue fill-level
AdBlue fill level System effects Power
AdBlue ≦10% AdBlue lamp lights up Normal
LIM 7,5% ≧ AdBlue > 5% AdBlue lamp flashing + solid LIM lamp Low inducement
5% ≧ AdBlue > 2,5% AdBlue lamp flashing + flashing LIM lamp Severe
inducement
CHECK 2,5% ≧ AdBlue > 0% AdBlue lamp flashing + flashing LIM lamp + STOP ENGINE lamp shining Final inducement
ENGINE
begins
AdBlue = 0% AdBlue lamp flashing + LIM lamp flashing + STOP ENGINE lamp flashing Final inducement
STOP This power reduction is „self-healing“ - means, when the fill level is topped up again, the power is
set back to 100%.
ENGINE

AdBlue quality | system - error
AdBlue quality System effects Power
After detection of AdBlue lamp lights up after 60 min. for 60 min Normal
incorrect quality
in the 2nd Driving
Cycle
LIM
60 min. after AdBlue lamp flashing + LIM lamp solid Low
detection  Torque reduction to 75% of peak torque inducement
180 min. after AdBlue lamp flashing + LIM lamp solid Severe
detection  Torque reduction to 50% of peak torque inducement
 Maximum speed is reduced to 60%
CHECK 230 min. after

detection
AdBlue lamp flashing + LIM lamp solid + STOP ENGINE lamp solid
 Reduction to 20% of peak torque
Final
inducement
ENGINE  Reduction to idle speed begins
240 min. after AdBlue lamp flashing + LIM Lampe flashing + STOP ENGINE lamp flashing Final
detection  Engine in idle speed inducement
STOP With all system errors with the SCR system (interruption signal, missing sensor, etc.), the System effects are the
same than with bad AdBlue quality, even the “CHECK ENGINE” lamp is solid from the beginning with the error.
ENGINE

Impact of the inducement strategy
Detection Warning Low inducement Severe ind. Final ind.

100%
80%
100%  60% of Max. speedl (25min.)
75%  50% of peak torque (1% / min.)
100%  75% of peak torque
(within 15 min.)
60%
torque
60%  idle speed (10 min.)

40% 50%  20% of peak torque (10 min.)
20%
0%
0 60 120 180 240 Time in min.

AdBlue test kit
32,5% 100% AdBlue
50% AdBlue
A 000 585 02 02 test stripes

A 000 989 62 51 10 silicon grease

Thank you for your attention.

Lambda sensor B624
Lambda sensor (B624) is a so-called wideband zirconia

sensor. It is connected to engine management control unit
(MCM) (A4) and is controlled by a separate
microcontroller. The microcontroller controls the heater,
the pump cell as well as the reference cell and monitors
the operating temperature as well as the sensor
diagnostics. The measuring currents are between 0 and
4mA. Impeccable contacts (wiring, connectors) are
therefore imperative. Lambda sensor (B624) is calibrated
via balancing resistor (6) integrated in connector (5).
During sensor operation, lambda sensor (B624) is re-
calibrated in regular intervals during coasting.
Back
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Crankshaft position sensor B600
Purpose
When the engine is running, crankshaft position sensor (B600) provides voltage
signals to engine management control unit (MCM) (A4) which are used to calculate
the speed as well as the position of the crankshaft.
Design
Crankshaft position sensor (B600) is an inductive sensor equipped with a sensor
coil as well as a permanent magnet.
Function
The permanent magnet of crankshaft position sensor (B600) produces a magnetic
field. As the flywheel rotates, the flywheel bores arranged at a distance of 6° to each
other (with the exception of an 18° gap) result in changes to the magnetic field. This
results in inductive voltage signals being generated in the coil of crankshaft position
sensor (B600). Engine management control unit (MCM) (A4) uses these signals to
determine the engine speed and (with the help of the 18° gap) the crankshaft angle.
Back

Engine oil level sensor B605
Design
Inside engine oil level sensor (B605) there are a pre-resistor as well as a resistor wire
which are connected in parallel. In addition, there is an NTC resistor which is connected
in series before these two. NTC is short for "negative temperature coefficient", i.e. the
electric resistance decreases as the temperature increases. The resistor wire is located
in the measuring probe. The installation position of engine oil level sensor (B605) is
such, that the measuring probe is fully immersed in the engine oil if the engine oil level
is correct.
Function
Engine oil level detection: Engine oil enters the measuring probe of engine oil level
sensor (B605) via a supply bore and thus comes in direct contact with the resistor wire.
The total resistance at engine oil level sensor (B605) changes depending on how far the
resistor wire is immersed in the engine oil. As the engine oil level decreases, the total
resistance also decreases. Once the ignition has been switched on, engine
management control unit (MCM) (A4) supplies a measuring voltage to engine oil level
sensor (B605) every 6 seconds. It checks the total resistance of engine oil level sensor
(B605) and determines the current engine oil level in the oil pan based on this data.
Back

Fuel temperature sensor B602
Purpose
Engine management control unit (MCM) (A4) uses fuel temperature sensor (B602)
to detect the fuel temperature. The fuel temperature has a major influence on fuel
injection.
Design
Inside fuel temperature sensor (B602) there is an NTC resistor. NTC is short for
"negative temperature coefficient", i.e. the electric resistance decreases as the
temperature increases.
Function
The temperature of the fuel in contact with fuel temperature sensor (B602)
influences the temperature of the measuring probe within the sensor and therefore
the magnitude of the electric resistance. Engine management control unit (MCM)
(A4) determines the fuel temperature based on the electric resistance.
Back

Charge-air temperature sensor B617
Purpose
Engine management control unit (MCM) (A4) uses the charge-air temperature
sensor in the charge-air housing (B617) to detect the charge-air temperature just
upstream of the combustion chamber.
Design
Inside the charge-air temperature sensor in the charge-air housing (B617) there is
an NTC resistor. NTC is short for "negative temperature coefficient", i.e. the electric
resistance decreases as the temperature increases.
Function
The temperature of the charge-air in contact with charge-air temperature sensor in
the charge-air housing (B617) influences the temperature of the measuring probe
within the sensor and therefore the magnitude of the electric resistance. Engine
management control unit (MCM) (A4) determines the relevant temperature based
on the electric resistance.
Back

Charge-air pressure and temperature sensor B616
Engine management control unit (MCM) (A4) uses charge-air pressure and temperature sensor (B616) to
determine the air pressure and air temperature of the combustion air which has been drawn in and has been
compressed. These two values as well as the values from fresh air differential pressure sensor (B613) are used
to determine the air mass provided to the engine for combustion.
Design
Charge-air pressure and temperature sensor (B616) comprises two separate electric components to measure
the charge-air pressure and charge-air temperature. Charge-air pressure sensor: The semiconductor pressure
sensor detects the charge-air pressure in the charge-air pipe piezoelectrically. The pressure sensor consists of
four pressure-dependent resistors (strain gages) arranged in a silicon membrane as well as of evaluation
electronics which are supplied with 5V DC by engine management control unit (MCM) (A4). Charge-air
temperature sensor: An NTC resistor is located at the tip of charge-air pressure and temperature sensor (B616).
NTC is short for "negative temperature coefficient", i.e. the electric resistance decreases as the temperature
increases.
Function
Charge-air pressure detection: The combustion air in the charge-air housing which has been drawn into the
engine and has been compressed, reaches the silicon membrane with its four pressure-dependent resistors via
a bore and deforms the membrane. The resistors in the silicon membrane are arranged such that the
quadrature-axis voltage of the resistance bridge changes as the membrane is deformed. The evaluation
electronics increase this quadrature-axis voltage and compensate any variations in temperature and production
tolerances of the resistors. They then forward the filtered measuring voltage to engine management control unit Back
(MCM) (A4) which uses this data to determine the charge-air pressure inside the charge-air housing.

Rail pressure sensor B622
Purpose
Using rail pressure sensor (B622), engine management control unit (MCM) (A4) determines
the actual rail pressure.
Design
Inside rail pressure sensor (B622) there is a membrane on which sensors are located. In
addition, the sensor comprises evaluation electronics which process the sensor signals and
forward them to engine management control unit (MCM) (A4).
Function
The rail pressure inside the sensor housing results in a deformation of the membrane. This
membrane deformation has an effect on the measuring signals which are detected and
processed by the evaluation electronics using the sensors on the membrane. The evaluation
electronics increase the measuring voltage, compensate any temperature variations and
sensor production tolerances and forward the filtered measuring voltage to engine
management control unit (MCM) (A4) which uses this information to determine the actual rail
pressure.
Back

Oil pressure switch B604
Purpose
Engine management control unit (MCM) (A4) uses oil pressure switch (B604) to
detect whether the engine oil pressure is sufficient. If the engine oil pressure falls
below 0.5bar, the engine oil check lamp in the instrument cluster is switched on.
Function
If the engine oil pressure is <0.5bar, oil pressure switch (B604) changes its internal
resistance from approx. 2kΩ to approx. 1.3kΩ. This change in resistance results in a
voltage change at the control unit input of engine management control unit (MCM)
(A4) based on which engine management control unit (MCM) (A4) detects whether
the engine oil pressure is sufficient.
Back

Coolant outlet temperature sensor B606
Purpose
Engine management control unit (MCM) (A4) uses coolant outlet temperature
sensor (B606) to detect the actual coolant temperature at the engine outlet.
Design
Inside coolant outlet temperature sensor (B606) there is an NTC resistor. NTC is
short for "negative temperature coefficient", i.e. the electric resistance decreases as
the temperature increases.
Function
The temperature of the coolant in contact with coolant outlet temperature sensor
(B606) influences the temperature of the measuring probe within the sensor and
therefore the magnitude of the electric resistance. Engine management control unit
(MCM) (A4) determines the relevant temperature based on the electric resistance.
Back

Compressor housing charge-air temperature sensor B614
Compressor housing charge-air temperature sensor (B614) is located at the

compressor outlet of the high-pressure stage exhaust turbocharger.
Purpose
Engine management control unit (MCM) (A4) uses compressor housing charge-air
temperature sensor (B614) to detect the charge-air temperature at the compressor
outlet of the high-pressure stage exhaust turbocharger. Together with the data
regarding the current engine load status, engine management control unit (MCM)
(A4) uses this information to detect whether charge-air actuator (Y636) must be
triggered and whether the injection must be adapted to protect the exhaust
turbocharger from excessive thermal loads.
Design
Inside compressor housing charge-air temperature sensor (B614) there is an NTC
resistor. NTC is short for "negative temperature coefficient", i.e. the electric
resistance decreases as the temperature increases.
Back

Camshaft position sensor B601
Purpose
When the engine is running, camshaft position sensor (B601) provides electrical signals
which engine management control unit (MCM) (A4) uses to determine the compression
stroke of the 1st cylinder. If required, e.g. when crankshaft position sensor (B600) fails,
the engine speed as well as the crankshaft position can also be determined from these
signals.
Design
Camshaft position sensor (B601) is a Hall effect sensor and comprises a permanent
magnet as well as evaluation electronics.
Function
The permanent magnet of camshaft position sensor (B601) produces a magnetic field.
As the camshaft rotates, the gaps in the pulse wheel result in changes to the magnetic
field. The evaluation electronics of camshaft position sensor (B601) transform these
changes to the magnetic field into switch signals and forward them to engine
management control unit (MCM) (A4).
Back

Pressure control valve Y634
Under normal circumstances (engine is operated at constant load and constant engine
speed), pressure control valve (Y634) is kept closed by current flowing through the coil. The
electromagnetic force resulting from the current flow acts on an iron core. The iron core
comprises an adjustment needle which presses a ball into the seal seat (valve closed). The
current flow through the coil depends on the rail pressure and varies between 0 and 1.9A
depending on the engine operating status. It is controlled by a PWM signal. If the control
system is interrupted, the valve is only kept closed by a pressure spring; however, only up to
a rail pressure of approx. 320bar at idle speed. In this case, the engine can be run in
emergency mode. A reduction in current supplied results in a reduction of the electro-
magnetic force and therefore in a reduction of the sealing force (valve opens). Thus the rail
pressure can be reduced by removing a defined quantity of fuel. The rail pressure which
mainly depends on engine load and engine speed is saved in a performance map in the
engine management control unit (MCM) (A4). A reduction in rail pressure is for example
required when changing gears as this provokes a change in engine load and engine speed.
The fuel quantity removed during this process is routed to the fuel filter module via a low-
pressure fuel line and from there back to the fuel tank.
Back

Charge-air pressure actuator Y636
Purpose
Charge-air pressure actuator (Y636) is used for the electronic charge-air
pressure regulation. Upon request by engine management control unit
(MCM) (A4), charge-air pressure actuator (Y636) actuates the charge-air
pressure flap via a linkage. Depending on the flap position, either the
entire exhaust gas is routed to the turbine or part of the exhaust gas is
routed to the exhaust pipe upstream of the turbine.
Charge-air pressure actuator (Y636) is cooled using coolant.
Back

Flow control valve Y643
To ensure high hydraulic efficiency, flow control valve (Y643) only supplies the high-
pressure fuel pump (and therefore the high-pressure fuel system) with the amount of fuel
required as a result of injection, internal leakage and system control. To do this, the
volumetric flow is limited by changing the cross section at the control piston inside flow
control valve (Y643). Flow control valve (Y643) is an electric control valve. Via the coil, a
force is exerted on the control piston, thus changing the cross-section for the fuel flow. The
electric current supplied to the valve via a PWM signal varies between 0 and 2.3A
depending on the engine operating condition. Due to the superimposed PWM triggering, the
valve is constantly kept moving in order to eliminate friction and achieve virtually hysteresis-
free operation and to prevent the valve from sticking.
Without current supply, flow control valve (Y643) is open. To shut down the engine, flow
control valve (Y643) is triggered electrically and interrupts the fuel supply to the high-
pressure fuel pump.
For diagnostic purposes flow control valve (Y643) continues to be triggered electrically for
some time after the engine shutdown.
Back

Exhaust recirculation actuator Y621
The position of exhaust recirculation flap (8) is detected by a position sensor. Each ignition cycle
therefore comprises a learning process. When the ignition is switched on, exhaust recirculation
actuator (Y621) moves to the closed position and learns the sensor value. This learnt value then is
the closed position for this ignition cycle. When the ignition is switched off, a short cleaning process
is carried out: Exhaust recirculation flap (8) is pressed against the stop in the closed position. This
movement is well audible. Exhaust recirculation flap (8) is then opened completely and the "open"
stop is checked. The current supply to exhaust recirculation actuator (Y621) is then stopped and it is
checked whether the integrated return flap can press the flap back into the failsafe position.
Exhaust recirculation actuator (Y621) is triggered by the engine control unit (MCM) (A4) via a PWM
signal.
Exhaust recirculation actuator (Y621) is used to control the engine brake power. Together with the
turbocharger wastegate, the charge-air pressure is increased during braking which in turn increases
the pressure inside the cylinder and reduces the speed of the piston moving upwards, thus
increasing the brake momentum. If exhaust recirculation actuator (Y621) fails or has active fault
codes, the engine brake is deactivated or its power is reduced to prevent engine damage. Failure as
well as active fault codes are shown in the instrument.
High oil consumption or damage to the exhaust recirculation cooler (internal leakage) on the engine
can result in an "Exhaust recirculation valve does not close completely" error message. Replacing
exhaust recirculation actuator (Y621) would not rectify this fault. Back

Engine brake solenoid Y637
Function
With the engine at a standstill, the valve body of engine brake solenoid (Y637) is on its lower stop due to
gravity. The control oil duct to oil canal (A) is open. As there is no oil pressure at this point in time, no
control oil flows towards the hydraulic engine brake unit. When the engine is started, the oil pressure at the
valve body pushes the valve body towards the upper stop and the control oil duct to oil canal (A) is closed.
Activation of the engine brake

Once the driver activates the engine brake via the right-hand multifunction lever, engine management
control unit (MCM) (A4) triggers engine brake solenoid (Y637). As the coil inside the solenoid is supplied
with current, the valve body is pressed into the lower stop. The control oil duct is now open again and oil
flows to the hydraulic engine brake units of the individual cylinders via oil canal (A).
Deactivation of the engine brake

When the driver returns the right-hand multifunction lever to "0" and deactivates the engine brake, the coil
is no longer supplied with current and the valve body is moved upwards. Oil can no longer flow to the
hydraulic engine brake units via oil canal (A). Any engine oil left in the hydraulic engine brake unit returns to
the engine oil circuit via the control valve.
Back

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MTU - Friedrichshafen, Training Center

© MTU Friedrichshafen GmbH | All rights reserved

This documentation is for training purposes only.

1st edition 10.2013

Page 2 | Series 1000

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Page 3 | Series 1000

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Thread Manual - tightened Machine - tightened

Page 4 | Series 1000

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https://motorenhandbuch.i.daimler.com http://bevo.mercedes-benz.com/ http://retailfactory.mercedes-benz.com

Page 5 | Series 1000

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Page 6 | Series 1000

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Page 7 | Series 1000

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Page 8 | Series 1000

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Old: Series 924 | 926 New: Series 4R1000 | 6R1000

Page 9 | Series 1000

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100 kW (136 hp) –

180 kW (245 hp) –

Page 10 | Series 1000

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• Meets Tier 4 final exhaust emission standards

Page 11 | Series 1000

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Wastegate valve EGR cooler

Oil / coolant module

External PTO 2 Exhaust turbocharger HP stage

Exhaust turbocharger LP stage

Page 12 | Series 1000

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Motor control module

Page 13 | Series 1000

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The crankcase is made of gray cast iron with

The cylinder bore running faces are finish-

Page 14 | Series 1000

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The connecting rods are made of forged

The pistons are made of aluminum. The combustion

Page 15 | Series 1000

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As already known from MB engines, the

Page 16 | Series 1000

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Page 17 | Series 1000

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Central cylinder head with 4-valve technology and overhead camshafts

1 Exhaust rocker arm 16 Valve clearance adjusting screw

Page 18 | Series 1000

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Cylinder / valves to be adjusted

4th cyl. valve overlap I/E E I -

6th cyl. valve overlap I/E I E I E -

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Page 20 | Series 1000

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Functional description Function