Adaptive Cruise Control (ACC)

Electrical system
Adaptive Cruise Control

(ACC)
Editorial deadline 07/2010
System description
81.99298-6662 2nd edition T 39
MAN Truck & Bus AG Systembeschreibung T 39, 2. Ausgabe
Dachauer Str. 667 Elektrische Anlage
80995 MÜNCHEN Abstandsgeregelte Fahrgeschwindigkeitsregelung
oder (ACC, Adaptive Cruise Control)
Postfach 50 06 20 - Englisch -
80976 MÜNCHEN Printed in Germany
System description T 39
2nd edition
Electrical system
Adaptive Cruise Control
(ACC)
81.99298-6662
1
PREFACE/PUBLICATION DATA
PREFACE
This repair manual is intended to provide assistance in performing repairs correctly on vehicles and units.
The technical details were correct at the time of going to press.
This publication assumes that persons who use it possess the requisite technical knowledge in handling
vehicles and units.
Pictures and the corresponding descriptions are typical one-time representations; they do not always
correspond to the unit or peripherals in question, but this does not necessarily mean they are incorrect. In
such cases, plan and carry out the repair work in accordance with the sense of the instructions.
Repair work on complex add-on units should be entrusted to our customer service or to the customer service
of the manufacturing company. These units are mentioned specically in the text.
Important instructions concerning technical safety and the safety of personnel are specically highlighted, as
indicated below.
CAUTION
Type and source of danger
Refers to working and operating procedures which must be followed in order to avoid exposing
people to risk.
WARNING
Type and source of danger
Refers to working and operating procedures which must be followed in order to avoid material
damage or destruction.
Note
An explanatory note which is useful for understanding the working or operating procedure to be
performed.
Comply with general safety regulations when performing any repair work.
Yours faithfully,
MAN Truck & Bus AG
PUBLICATION DATA
We reserve the right to make modications in the course of further development.
© 2010 MAN Truck & Bus AG
Reprinting, copying or translation, even of extracts, is not permitted without the written approval of MAN Truck
& Bus AG.
All rights under the copyright law are strictly reserved by MAN Truck & Bus AG.
If any changes are made without the written approval of MAN Truck & Bus AG then MAN Truck & Bus AG
shall not be liable for any warranty or guarantee claims arising from damage and defects attributable to the
unauthorised modication. Furthermore, MAN Truck & Bus AG shall not be liable for any damage resulting
from the unapproved modication.
Editorial Department: SAWET-Y, OB/WT, 07/2010
Typesetting: SAWET-Y
Pressure: MAN-Werksdruckerei (on-site printing works)
2 T 39 2nd edition
TABLE OF CONTENTS
Content Chapter/Page
Index 5
Abbreviations 7
Introduction
Safety instructions ....................................................................................................... 13

Type overview ............................................................................................................ 20
Operating instructions for circuit diagrams .......................................................................... 22
Device description
System description ...................................................................................................... 26

General ................................................................................................................ 26
CAN data bus system structure ................................................................................... 27
Functional description .................................................................................................. 32
ACC system structure without ESP – old version (TGA) ..................................................... 32
ACC system structure without ESP – old version (TGS/TGX) .............................................. 33
ACC system structure with ESP – old version (TGA) ......................................................... 34
ACC system structure with ESP – old version (TGS/TGX) .................................................. 35
ACC system structure with ESP – old version (P11/P12/P14/P15/P16) ................................... 36
ACC system structure with/without ESP – new version (TGS/TGX) ....................................... 37
ACC system structure with ESP – new version (P11/P12/P14/P15/P16) ................................. 38
ACC control unit (A479) ............................................................................................ 39
Yaw rate sensor (B476) ............................................................................................ 42
ACC distance sensor (B574) ...................................................................................... 49
Modular voltage converter (T119) ................................................................................ 54
ACC distance button (S550) ....................................................................................... 57
Cruise control/road speed limiter switch (S284) ............................................................... 60
Continuous brake switch (S479) .................................................................................. 62
Stalk switch, cruise control/gearbox (A429) .................................................................... 64
Operation of the ACC system ..................................................................................... 66
Calibrating the ACC distance sensor (B574) ................................................................... 69
Calibrating the ACC distance sensor with HD20+LC30 (TGA) .............................................. 73
Calibrating the ACC distance sensor with HD30+LC40 (TGA/TGS/TGX) ................................ 81
Description of components ............................................................................................ 92
ACC control unit (A479) ............................................................................................ 92
Yaw rate sensor (B476) ............................................................................................ 93
ACC distance sensor (B574) ...................................................................................... 96
Modular voltage converter (T119) ................................................................................ 98
ACC distance button (S550) ....................................................................................... 99
Stalk switch, cruise control/gearbox (A429) .................................................................. 101
Multi-function steering wheel (A943) ........................................................................... 102
Diagnostics ............................................................................................................. 103
General .............................................................................................................. 103
SPN – diagnostic code description ............................................................................. 120
Test step list ........................................................................................................ 143
Additional circuit diagrams
Brief overviews ......................................................................................................... 159

Brief overview, ACC with ESP – old version (TGA) ......................................................... 160
Brief overview, ACC without ESP – old version (TGA) ..................................................... 162
Brief overview, ACC with ESP – old version (TGS/TGX) ................................................... 164
Brief overview, ACC without ESP – old version (TGS/TGX) ............................................... 166
Brief overview, ACC with or without ESP – new version (TGS/TGX) .................................... 168
Brief overview, ACC with ESP – old version (P11/P12/P14/P15/P16) ................................... 170
Brief overview, ACC with ESP – new version (P11/P12/P14/P15/P16) ................................. 172
T 39 2nd edition 3
INDEX
Catchword Page
A
ACC control unit (A479)
Components ............................................................................................................................................. 92
Function.................................................................................................................................................... 39
ACC distance button (S550)
Components ............................................................................................................................................. 99
Function.................................................................................................................................................... 57
ACC distance sensor (B574)
Components ............................................................................................................................................. 96
Function.................................................................................................................................................... 49
ACC distance sensor 81.27610-0013 and 81.27610-0024 – old version; TRW Automotive Electronics ...... 49
ACC distance sensor 81.27610-0023 – new version; TRW Automotive Electronics..................................... 51
ACC system structure with ESP – new version (P11/P12/P14/P15/P16)...................................................... 38
ACC system structure with ESP – old version (P11/P12/P14/P15/P16) ....................................................... 36
ACC system structure with ESP – old version (TGA).................................................................................... 34
ACC system structure with ESP – old version (TGS/TGX) ........................................................................... 35
ACC system structure with/without ESP – new version (TGS/TGX) ............................................................. 37
ACC system structure without ESP – old version (TGA)............................................................................... 32
ACC system structure without ESP – old version (TGS/TGX) ...................................................................... 33
B
Break box .................................................................................................................................................... 116
Bus/coach (P01 - P99) type overview ........................................................................................................... 22
C
Calibrating the ACC distance sensor (B574)................................................................................................. 69
Calibrating the ACC distance sensor with HD20+LC30 (TGA) ..................................................................... 73
Calibrating the ACC distance sensor with HD40+LC40 (TGA/TGS/TGX)..................................................... 81
CAN data bus system structure..................................................................................................................... 27
Continuous brake switch (S479).................................................................................................................... 62
Cruise control/road speed limiter switch (S284) ............................................................................................ 60
D
Diagnostic socket HD-OBD (X200) ............................................................................................................. 106
Diagnostic socket, 12-pin (X200)................................................................................................................. 105
F
Fluke ScopeMeter 123 ................................................................................................................................ 118
G
General
Diagnostics............................................................................................................................................. 103
System ..................................................................................................................................................... 26
I
Installation locations for location designations .............................................................................................. 23
Installation locations of the diagnostic socket (X200), TGA ........................................................................ 107
Interfaces to other systems ........................................................................................................................... 26
L
Limits of the ACC system .............................................................................................................................. 26
M
Main functions of the diagnostics ................................................................................................................ 109
Malfunction indicators.................................................................................................................................. 109
Modular voltage converter (T119).................................................................................................................. 54
Components ............................................................................................................................................. 98
Monitoring with MAN-cats® II:........................................................................................................................ 90
Multi-function measuring device – multimeter ............................................................................................. 117
Multi-function steering wheel (A943)
T 39 2nd edition 5
INDEX
Components ........................................................................................................................................... 102
O
Operating instructions for circuit diagrams .................................................................................................... 22
Operation of the ACC system........................................................................................................................ 66
P
Performing calibration with MAN-cats® II....................................................................................................... 76
R
Resistance measurement............................................................................................................................ 152
S
Safety instructions ......................................................................................................................................... 13
General..................................................................................................................................................... 13
SPN – diagnostic code description.............................................................................................................. 120
Stalk switch, cruise control/gearbox (A429)
Components ........................................................................................................................................... 101
Function.................................................................................................................................................... 64
Status display, FMI (Failure Mode Identication)......................................................................................... 111
Structure of the fault texts in the diagnostic message ................................................................................. 112
System structure of communication lines .................................................................................................... 103
T
Test step list................................................................................................................................................. 143
Test step list for ACC with multi-function steering wheel (A943) ................................................................. 152
Test step list for ACC without multi-function steering wheel (A943) ............................................................ 143
Troubleshooting program ............................................................................................................................ 118
Trucknology Generation A (H01 - H99) type overview .................................................................................. 20
Trucknology Generation S (01S - 99S, 01W - 99W) type overview .............................................................. 21
Trucknology Generation X (01X - 99X) type overview .................................................................................. 21
V
Voltage measurement.................................................................................................................................. 153
Y
Yaw rate sensor (B476)
Components ............................................................................................................................................. 93
Function.................................................................................................................................................... 42
Yaw rate sensor 81.25937-0050; Knorr brake............................................................................................... 42
Yaw rate sensor 81.25937-0051; Knorr brake............................................................................................... 44
Yaw rate sensor 85.25808-6001; Wabco....................................................................................................... 47
6 T 39 2nd edition
LIST OF ABBREVIATIONS
Abbreviations
A
a Acceleration
ABE General operating permit
ABS Anti-lock braking system
ABV Automatic anti-lock braking system
AC Air-conditioning system
ACC Adaptive Cruise Control
ACK Acknowledge
ADC Analogue-digital converter
ADR European Agreement concerning the International Carriage of Dangerous Goods by Road
AGB Automatic speed limiter
AGND Analogue ground
AGR Exhaust gas recirculation (EGR)
AHK Trailer coupling
AHV Trailer brake valve
ALB Automatic load-dependent brake force regulation
AMA Antenna mast system
AMR Anisotropic magneto-resistive
ANH Trailer/semitrailer
AS Automatic gearbox
ASD Trailer socket
ASM Trailer control module
ASR Anti-spin regulator
ASV Trailer control valve
ATC Automatic temperature control
ATF Automatic transmission uid (automatic gearbox oil)
AU Exhaust-gas inspection
AV Exhaust valve
AVS Automatic preselection system
B
BA Operator's Manual
BBA Service brake system
BBV Service brake valve
BITE Built-in test
BKR Brake force regulator
BUGH Front heater
BV Backup valve
BVA Brake lining wear display
BVS Brake lining wear sensor
BVV Brake lining wear sensor – supply
BW German Army
BWG Braking value sensor
BZ Brake cylinder(s)
C
CAN Controller Area Network (data bus system with bit-serial transfer)
CAN-H CAN-High data line
CAN-L CAN-Low data line
CATS Computer-assisted testing and diagnostic system
CBU Central brake unit
CDC Continuous damping control
CCVS Cruise control vehicle speed
CKD Completely knocked down
CNG Compressed natural gas
CPU Central processing unit (central computer)
CRT Continuously regenerating trap (exhaust silencer, oxidising catalytic converter, diesel particulate
lter)
CRC Cyclic redundancy check
CS Comfort shift
T 39 2nd edition 7
D
DAHL Roof ventilator
DBR Continuous brake relay
DCU Dosing control unit (AdBlue metering)
DF Speed sensor
DFÜ Data communication
DIA Diagnostics and information display
DIAG Complete vehicle diagnostics
DIAG - Complete vehicle diagnostics – multiplex central computer (bus/coach only)
MUX
DIAK Diagnostics, communication line
DIAL Diagnostics, L line (response line)
DIAR Diagnostics, further response
DIN German Institute for Standardization
DKE Throttle valve increase (ASR regulation)
DKH Roof duct heating
DKL Roof-mounted air inlets
DKR Throttle valve reduction (reduction request from ASR to EDC/EMS)
DKV Throttle valve setpoint (load sensor signal from EDC/EMS pedal-travel sensor)
DLB Compressed-air brake system
DM Diagnostic message
DNR Drive Neutral Reverse (multi-function switch for automatic)
DPF Diesel particulate lter
DRM Axle modulator
DRS Yaw rate sensor
DS Pressure sensor
DSV Pressure control valve
DTC Diagnostic trouble code (OBD diagnostic code)
DTCO Digital tachograph
DV Throttle valve
DWA Anti-theft warning system
DZG Speed sensor
DZM Rev counter
E
EBS Electronic brake system
ECAM Electronically controlled air management
ECAS Electronically controlled air suspension
ECE Emergency shut-off according to ECE 36
ECU Electronic control unit
EDC Electronic diesel control
EDC S Electronic diesel control slave
EDM Electronic diesel consumption measuring system
EDR Maximum-speed governor
EEC Electronic engine controller
EEPROM Electrically Erasable Programmable Read Only Memory
EFR Electronic running gear control
EFS Electric driver's seat
EHAB Electro-hydraulic shut-off device
ELAB Electrical shut-off device
ELF Electronically controlled air suspension (ECAS)
EMS Electronic engine control
EMV Electromagnetic compatibility (EMC)
EOL End of line (programming)
EP Injection pump
ER Engine retarder (engine brake)
ESAC Electronic shock absorber control
ESP Electronic stability program
ESR Electronic roller sunblind
EST Electronic control unit
EV Inlet valve
8 T 39 2nd edition
EVB Exhaust valve brake
F
FAP Driver's workplace
FAQ Frequently asked questions
FBA Parking brake system
FBM Footbrake module
FDR Ride dynamics control
FDF Vehicle data le
FFR Vehicle management computer
FGB Road speed limiter
FGR Cruise control
FHS Cab
FIN Vehicle identier (17 digits)
FM Vehicle management
FMI Failure mode identication (fault type)
FMS Fleet management standard (manufacturer-independent telematics standard)
FMR Vehicle engine control
FOC Front omnibus chassis (bus/coach chassis with front-mounted engine)
FSCH Windscreen heating
FSG Tracks for difcult terrain
FSH Window mirror heater
FTW Driver's partition
FUNK Radio installation
FZA Destination system
FZNR Vehicle number (7-digits)
G
GDK Regulated diesel catalytic converter
GEN Alternator
GET Gearbox
GGVS European Agreement concerning the International Carriage of Dangerous Goods by Road (ADR)
GND Ground
GP Gearbox planetary group (range-change group)
GS Gearbox control
GV Gearbox splitter box
H
RA Rear axle (RA)
HBA Secondary braking system
HD-OBD Heavy duty on-board diagnosis
HDS Urea metering system
HGB Maximum speed limitation
HGS Hydraulic gearshift
HLUE Hydrostatic fan
HOC Rear bus/coach chassis (bus/coach chassis with rear engine)
HSS Highside switch
HST Main control panel
HU Main inspection
HYD Hydronic auxiliary heater
HYDRIVE Hydrostatic front-wheel drive control unit
HYDRO MAN HydroDrive
HVA Hydrostatic front-axle drive
Hz Hertz (change/period per sec)
HZA Stop signal system
HZG Auxiliary speed sensor
I
IBEL Interior lighting
IBIS Integrated on-board information system
IC Integrated circuit
ID Identication
T 39 2nd edition 9
IMR Integrated mechanical relay (start control)

INA Information display (e.g. check lamp)
INST Combined instrument
IR Individual regulation (ABS)
IRM Individual regulation modied (ABS)
ISO International Organization for Standardization
IWZ Incremental angle and time measurement system
K
KBZ Combination brake cylinder
KFH Fuel lter heating
KITAS Kienzle intelligent tachograph sensor
KLI Air-conditioning system
KNEEL Kneeling
KSM Customer-specic control module (control unit for external data exchange)
KSW Customer special request
KWP Key word protocol (protocol for diagnostics with MAN-cats KWP 2000)
L
LBH Air tank
LCD Liquid crystal display
LDA Charging pressure-dependent full-load stop
LDF Charging pressure sensor
LDS Air suspension damper system
LED Light emitting diode
LF Air suspension
LGS Lane Guard System
LL Idling speed
LLA Idling speed increase
LLR Idling speed control
LNA Steered trailing axle
LNG Liqueed natural gas
LOE Steering oil monitoring
LPG Liqueed petroleum gas
LSVA Heavy vehicle fee (HVF)
LWR Headlight beam regulator
LWS Steering angle sensor
M
M-TCO Modular EU tachograph
MAB Solenoid valve stop (engine shut-off via high-pressure solenoid valve in the injection pump)
MAN-cats MAN-computer-assisted testing and diagnostic system
MAR Solenoid valve stop relay (redundant engine shut-off relay)
MDB Main control board
MES Flow regulator
ML Midline
MMI Man-machine interface
MOTB Engine brake
MP MP box (cable channel at engine block)
MR Engine regulator – ASR
MSG EDC engine control unit
MUX Multiplex central computer (bus/coach only)
MV Solenoid valve
MZ Diaphragm brake cylinder
N
n Speed
NA Power take-off (PTO)
NBF Needle movement sensor
NES New electronics structure
NFZ Commercial vehicle
NLA Trailing axle (TA)
10 T 39 2nd edition
NSL Rear fog lamp

NSW Fog lights
O
OBD On-board diagnosis
OBDU On-board diagnostic unit (subsystem of the central on-board computer)
OC Occurrence count (error frequency counter)
OEAB Oil separator
OENF Oil top-up
P
p Pressure
P Powertrain (driveline)
PBM Pulse breadth modulation (pulse-width modulated signal, see also PWM)
P-Code Powertrain code (powertrain/driveline diagnostic code)
PDF Diesel particulate lter
PLM Programmable logic module
PM-Kat PM catalytic converter
PSC Pneumatic supply controller – replacement for ECAM
PSG Pump control unit (EDC)
PTM Power Train Manager (replacement for vehicle management computer)
PTO Power take-off
PWG Pedal-travel sensor
PWM Pulse width modulation (pulse-width-modulated signal, see also PBM)
R
RA Repair manual
RAH Cab heating
RAM Random Access Memory (volatile read/write memory)
RAS Rear axle steering (steered rear axle)
RAS-EC Rear axle steering, electronically controlled (electronically controlled steered rear axle)
RDRA Tyre pressure control system
RDS Radio Data System
RET Retarder
RET P Primary retarder
RET S Secondary retarder
RKL Revolving beacon
RKS Tyre monitoring system – replaced by TPM
RLV Relay valve
RME Rape methyl ester (biodiesel)
ROM Read-only memory
S
SA Optional equipment
SAE Society of Automotive Engineers
SAMT Semi-automatic mechanical transmission
SB Service outlet
SBW-RA Steer by wire rear axle (electronically controlled steered trailing axle)
SCR Selective Catalytic Reduction
sec Second
SER Standard
SG Control unit (CU)
SH Select high control (ABS)
SKD Semi knocked down
SL Select low control (ABS)
SML Side marker lights
SPN Suspect parameter number
STA Engine start/STOP
SWR Headlight cleaning system
T
t Time
T 39 2nd edition 11
TBM On-board telematics module

TC Traction control (anti-spin regulator)
TCM Trailer control module
TCO Tachograph (MTCO, DTCO, TSU, etc.)
TCU Transmission control unit
TEPS Twin electronic platform systems (bus/coach only)
TGA Trucknology Generation A
TGL Trucknology Generation Light
TGM Trucknology Generation Mid
TKU Technical customer document
TMC Trafc Message Channel
TPM Tyre pressure module
TRS Technical guideline for roads
TSC Torque speed control (brake torque)
TSU Tachograph simulating unit (for vehicles without MTCO/DTCO)
TUER Door control
U
UBat Battery voltage
UDF Conversion data le
UDS Accident data memory
V
v Speed
VA Front axle (FA)
VDF Vehicle data le
VG Transfer case or in accordance with defence equipment standards
VLA Leading axle (LA)
VSM Transfer case lock management
W
WA Maintenance manual
WAB Water trap
WaPu Coolant pump, intarder
WLE Swap body unit
WR Warning relay
WS Displacement sensor
WSK Converter-clutch unit
Z
z Braking
ZBR Central on-board computer
ZBRO Central on-board computer, bus/coach
ZDR Intermediate speed control
ZE Central electrical system
ZFR Additional vehicle computer
ZR Central computer
ZS Central lubrication system
ZUSH Auxiliary heater
ZWS Time-based maintenance system
λ Slip
µ Coefcient of friction
µC Microcontroller (microprocessor)
12 T 39 2nd edition
INTRODUCTION
INTRODUCTION
SAFETY INSTRUCTIONS
General
Only trained personnel are permitted to perform operating, maintenance or repair work on trucks and buses
/coaches.
The following sections include summaries of important regulations listed according to major topics. These
must be observed, in order to avoid accidents which could lead to injury, damage and environmental pollution.
They constitute only a short extract from the numerous accident prevention guidelines. Of course, all other
safety regulations must be followed and the necessary measures must be taken.
Additional references to danger are contained in the instructions at points where there is a potential danger.
Accidents may happen in spite of all precautionary measures having been taken. In such an eventuality,
obtain immediate medical assistance from a doctor. This is particularly important if the accident involves skin
contact with corrosive acid, fuel penetration under the skin, scalding by hot oil, antifreeze spraying into eyes,
crushing limbs, etc.
1. Regulations for preventing accidents leading to injury to personnel
During inspection, adjustment and repair work

– Secure units during their removal.
– Support the frame when working on the air or spring suspension system.
– Keep units, ladders, stairs, steps and the surrounding area free from oil and grease.
– Do not use any tools that are not in perfect condition.
– Only authorised technical personnel are entitled to perform inspection, adjustment and repair work.
Working on the brake system

– Please use a dust extraction device if dust is released during work on the brake system.
– Perform visual, functional and effectiveness checks on the brake system after carrying out any work on it
whatsoever. These safety inspection checks (SP) must be made in accordance with the relevant statutory
regulations governing special brake inspections.
– Use a suitable test system (e.g. MAN-cats) to check the function of the ABS/ASR systems.
– Collect any brake uid that leaks out.
– Brake uid is poisonous! Do not allow it to come into contact with food or open wounds.
– Treat hydraulic uid/brake uid as hazardous waste!
Comply with the safety regulations for preventing environmental pollution.
Working on vehicles with a compressed natural gas (CNG) system

– Vehicles with a defective compressed natural gas system may not be brought into the workshop. This also
applies to vehicles whose engines cannot be switched off by automatic emptying of the supply lines.
– When working on vehicles with a compressed natural gas system, set up a gas warning device above the
vehicle roof and in the engine compartment above the pressure governor. Further gas warning devices
must be carried by the persons working on the vehicle.
– Smoking is not allowed in areas where work on vehicles with compressed natural gas systems is carried
out. All sources of ignition must be removed from these areas.
– Before carrying out welding, the gas tanks must be removed and the gas-carrying lines must be ushed
with inert gas.
– Gas tanks must not be subject to temperatures in excess of 60°C in painting and drying booths. If
temperatures exceed this value, the gas tanks must be removed or degassed and ushed with inert gas
(e.g. nitrogen). Furthermore, gas-carrying lines must be ushed with inert gas.
Working on the compressed natural gas (CNG) system

– Work on the compressed natural gas system may only be carried out by persons who have been specically
trained to do so.
– The working area for the compressed natural gas system must be equipped with an adequate ventilation
system. The ventilation system must replace the air in the room with new air at least three times per hour.
– After following the prescribed procedures to replace standard-t components of the compressed natural
gas system, check the assembly points for leaks. Perform these checks using a leak indicator spray or a
gas warning device.
T 39 2nd edition 13
INTRODUCTION
Operating the engine

– Only authorised personnel are permitted to start and operate an engine.
– Do not get too close to the moving parts of a running engine and do not wear baggy clothing. Use an
extractor system in enclosed spaces.
– Risk of burning when working on engines at operating temperature.
– Danger of scalding when opening the hot cooling circuit.
Suspended loads
– Persons may not stand or walk underneath suspended loads.
– Only use suitable hoists that are in top condition technically. Please also make sure that the load suspension
devices used have sufcient load capacity.
Attachments and special bodies

– Comply with the safety instructions and regulations issued by the body manufacturer in question if bodies
or special bodies are tted.
Working on high-pressure lines

– Do not attempt to tighten, loosen or open pipes and hoses (e.g. in the lubrication circuit, coolant circuit and
hydraulic oil circuit) whilst they are pressurised:
Risk of injury from liquids escaping under pressure.
Testing injection nozzles

– Please wear the relevant protective equipment.
– Keep all body parts away from the jet of fuel when checking the injection nozzles.
– Do not breathe in fuel vapour, ensure sufcient ventilation.
Work on the vehicle electrical system

– Do not disconnect the batteries whilst the engine is running!
– Always disconnect the batteries when working on vehicle electronics, central electrical system, alternators
and starters. Disconnect the negative terminal rst when disconnecting the battery. Connect the positive
terminal rst when connecting.
– Use only matching test lines or test adapters to measure at plug connectors.
– If you expect temperatures in excess of 80°C (e.g. in the dryer after painting), set the main battery switch
to "OFF" and then remove the control units.
– The frame is not intended for use as a ground return. If attachments are to be tted to the vehicle (e.g. a
wheelchair lift), additional ground cables with an adequate cross-section must be routed as well. Otherwise
the ground connection may be created along wire cables, cable harnesses, gearbox shafts, gears, etc.
Severe damage could result.
Important: battery gases are explosive!

– Oxyhydrogen gas may form in enclosed battery boxes. Take particular care after long journeys and after
charging the batteries with a battery charger.
– When the batteries are disconnected, the gas may be ignited by sparks produced by continuously operating
consumers, tachographs, etc. that cannot be switched off. Blow compressed air through the battery box
before disconnecting the batteries.
– Only tow-start a vehicle if the batteries are connected. Tow-start vehicles only if the check lamps light up
brightly, but there is insufcient battery power to start the vehicle.
Do not use a boost-charger to jump-start the vehicle!
– Always disconnect the positive cable and ground cable before boost-charging and charging batteries!
– Do not boost-charge lead gel and maintenance-free batteries. (not for "maintenance-free according to DIN")
Maximum loading capacity is 10% of the stated capacity of each battery. Parallel connections increase
capacity according to the number of batteries connected in parallel.
– Risk of short-circuit if batteries have been incorrectly connected.
– Do not place any metal objects (keys, pliers, etc.) on the batteries otherwise there may be a short-circuit
at the terminals. Risk of short-circuit.
– Disconnect the batteries and recharge them every 4 weeks if the vehicle is not in use over a prolonged
period of time.
Caution! Battery acid is poisonous and corrosive!

– Wear suitable protective clothing (gloves) when handling batteries.
Do not tip or tilt batteries as acid may emerge. Do not tip or tilt gel batteries either.
14 T 39 2nd edition
INTRODUCTION
– Only measure voltage with suitable measuring devices! The input resistance of a measuring device should
be at least 10 MΩ.
– Connect/disconnect the plug connectors of electrical control units only when the ignition is switched off.
Electric welding
– Connect the “ANTIZAP SERVICE SENTRY” protection device (MAN item number 80.78010.0002) as
described in the instructions accompanying the device.
– If this device is not available, disconnect the batteries and rmly connect the positive cable to the ground
cable in order to make a conductive connection.
– The manually operated main battery switch is in the driving mode position. If an electronic main battery
switch has been tted, bypass the “negative” at the power relay contacts (jumper cable > 1 mm2) and
bypass the “positive” at the power relay load contacts. Also switch on numerous power consumers, such
as: starter switch (ignition) in driving mode position, hazard warning system switch “on”, lighting switch in
“low-beam headlights on” position, fan ventilation to “maximum”. The more consumers are switched on,
the higher the protection.
When welding is complete, rst switch off all consumers and remove all jumpered connections (reset to
original condition) before connecting the batteries.
– Always ground the welding equipment as close as possible to the welding area. Do not route the welding
equipment cable parallel to the electrical cables in the vehicle.
Work on plastic tubes – risk of damage and re

– Plastic tubes must not be subject to mechanical or thermal load.
Painting work
– During painting work, electronic components may only be exposed to high temperatures (max. 95°C) for
short periods; a period of up to approx. 2 hours is permissible at max. 85°C; disconnect the batteries.
Do not paint the bolt connections of the high-pressure section of the injection system. Danger of ingress of
dirt when repair work is carried out.
Working with a tilted cab

– Keep the tilting area in front of the cab clear.
– Stay out of the area between the cab and the chassis while the cab is being tilted! Danger zone!
– Always tilt the cab over the tipping point or secure the cab with a prop.
Work on the air-conditioning system

– Refrigerant uids and vapours represent a health hazard, avoid contact and protect eyes and hands.
– Do not drain gaseous refrigerants in enclosed areas.
– Never mix CFC-free refrigerant R 134a with R 12 (CFC) refrigerant.
– Dispose of refrigerant according to instructions.
Work on the airbag or belt pretensioner units

– Work on airbags or belt pretensioner units must only be performed by personnel that can provide proof of
a specialist course at the MAN Service Academy.
– Mechanical loads, impacts, heating to over 140°C, electrical pulses and electrostatic discharge may trigger
unwanted ignition of the airbag or belt pretensioner units.
– Hot gases are released explosively when the airbag or belt pretensioner units are triggered. Airbag or belt
pretensioner units that are not tted may be catapulted around uncontrollably. For this reason, there is a
risk of injury for persons in or near the cab.
– Risk of burning when touching the hot surfaces after the airbag has been triggered.
– Do not open a triggered airbag or air cushion.
– Do not touch a triggered airbag with a destroyed air cushion with your bare hands. Wear protective gloves
made of nitrile rubber.
– Before performing any work and inspections on the airbag or belt pretensioner units, or working on the
vehicle where impacts are likely, it is necessary to switch off the ignition, remove the key from the ignition
lock, disconnect the ground cable from the battery and disconnect the plug connector for the airbag and
belt pretensioner power supply.
– Fit the driver airbag restraint system, MAN item number 81.66900-6035, to the airbag steering wheel as
instructed in the Operator's Manual.
– Only perform inspections on airbag and belt pretensioner units with devices specically intended for this
purpose. Do not use inspection lamps, voltmeters or resistance meters.
T 39 2nd edition 15
INTRODUCTION
– After having nished all work and inspections, switch off the ignition rst, then connect the plug connector(s)
for the airbag and belt pretensioner and, as a last step, connect the battery. Please ensure there is no one
in the cab when doing this.
– Only place airbag units individually, with the impact cushion facing up.
– Do not apply grease or cleaning agents to airbags and belt pretensioners.
– Store and transport airbag and belt pretensioner units in their original packaging only. It is not permitted to
transport them inside the passenger compartment.
– Airbag and belt pretensioner units may only be stored in storage areas that can be locked, and up to a
maximum of 200 kg.
Working on the independent heater

– It is necessary to switch off the heater unit and allow all hot components to cool down before beginning
work.
– Ensure that suitable collecting containers are available and that no sources of ignition are present when
working on the fuel system.
– Keep suitable re extinguishing equipment nearby and within easy reach!
– The heater unit must not be operated in enclosed areas such as garages or workshops without an extractor
system.
2. Guidelines for preventing damage and premature wear on units
General
– Units are only built for the purpose designated in the scope of delivery (according to their intended use),
which is dened by the device manufacturer: Any other use is classied as not in accordance with the
designated use. The manufacturer does not assume liability for any damage resulting from this. Any other
use is carried out at user's risk only.
– The intended use also includes compliance with the operating, maintenance and repair conditions dened
by the manufacturer.
– The unit must only be used,maintained and repaired by personnel who are acquainted with it and have
been instructed about any potential danger.
– The manufacturer does not assume any liability for damage resulting from unauthorised modications to
the engine.
– Manipulation of the injection and control system may also affect the performance and exhaust-gas values
of the unit. Compliance with legal environmental regulations would then no longer be guaranteed.
– Should faults occur during operation, the cause must be determined and rectied immediately.
– Thoroughly clean the units prior to repair work and ensure that all openings where the ingress of dirt could
cause functional or safety issues, are sealed.
– Never run units dry, i.e. always make sure that they have been lled with lubricating oil before running them.
– Never run engines that have not been lled with coolant beforehand.
– Use a suitable information sign to clearly indicate units that are not ready to be operated.
– Use service products only in accordance with MAN service product recommendations; otherwise the
manufacturer's warranty is rendered void.
You can nd approved products on the Internet at: http://www.man-mn.com/ > Products & Solutions >
E-Business.
– Comply with the specied service intervals.
– Do not ll engine/gearbox oil above the maximum level mark. Do not exceed the maximum permitted
operational tilt.
– The special measures described in MAN Works Standard M 3069 Part 3 are necessary if buses/coaches
or trucks are to be withdrawn from service or held in storage for longer than 3 months.
3. Limited liability for spare parts and accessories
General
Please use only accessories approved by MAN Truck & Bus AG and MAN genuine parts for your MAN vehicle.
MAN Truck & Bus AG does not assume any liability for any other products.
4. Regulations for avoiding injury and environmental contamination
Health protection precautions

Avoid extended, excessive or repeated skin contact with service products, process materials, diluting agents
and solvents. Protect your skin using a suitable skin protection agent or protective gloves. Do not use any
16 T 39 2nd edition
INTRODUCTION
service products, process materials, diluting agents or solvents to clean your skin. Apply a moisturising skin
cream after cleaning your skin.
Service products and process materials

Do not use any containers intended for food or beverages to drain and store service products or process
materials. Please observe instructions issued by the relevant local authority on the disposal of service
products and process materials.
Coolant
Treat undiluted antifreeze as hazardous waste. Follow the instructions issued by the relevant local authority
when disposing of used coolant (mixture of antifreeze and water).
Cleaning the cooling circuit

Do not pour cleaning uids and rinsing water down the drain if this practice is restricted by specic local
regulations. However, the cleaning uid and rinsing water must, in all cases, be passed through an oil
separator with a sludge trap.
Cleaning the lter insert

When blowing compressed air through the lter insert, make sure the lter dust is collected by an extractor
system, or is blown into a dust collection bag. Otherwise, use a respiratory protection mask. Wear rubber
gloves or use a skin barrier hand cream when washing out the insert, because cleaning agents have
aggressive grease-dissolving characteristics.
Engine/gearbox oil, lter cartridges, inserts and box-type lters, desiccant cartridges
Filter inserts, cartridges and box-type lters (oil and fuel lters, desiccant cartridges for the air dryer) are
classied as hazardous waste materials. Please observe instructions issued by the relevant local authority
on the disposal of uids and process materials mentioned above.
Used engine/gearbox oil

Lengthy or repeated skin contact with any type of engine/gearbox oil removes grease from the skin. This
can cause dry skin, irritation or skin inammation. In addition to these hazards, used engine oil contains
hazardous materials which can cause dangerous skin diseases. It is particularly important to wear gloves
during an oil change.
Dealing with AdBlue®

AdBlue® is a synthetically produced 32.5% urea water solution used as an NOx reduction additive for diesel
engines with an SCR catalytic converter. AdBlue® is not a hazardous material. However, it disintegrates to
ammonium hydroxide and carbon dioxide during storage. For this reason, AdBlue® is classied in Germany
as water-polluting (WGK 1, water pollution class 1) and must not come in contact with waste water or seep
into the ground. Ensure good ventilation of the work place when working on the AdBlue® system and do not
eat, drink or smoke. Avoid skin and eye contact with AdBlue®, thoroughly wash your hands and apply skin
protection agent before taking breaks or nishing work. In the event of skin contact with AdBlue®, rinse skin
with water and a skin cleaning agent and remove any soiled clothing immediately. Please seek medical advice
in the event of skin irritation. In the event of eye contact with AdBlue®, rinse eyes with water or eye rinsing
solution for a minimum of 10 minutes while keeping them open; remove contact lenses beforehand and seek
medical advice if the complaint persists. Immediately call for medical advice if AdBlue® has been swallowed.
Store AdBlue® containers in uid-tight collecting chambers at storage temperatures of no more than 25°C.
Absorb leaked or spilt AdBlue® with binding agents and dispose of this according to the regulations.
5. Information for working on the Common Rail system
General
– Fuel jets can cut through the skin. There is a re risk due to atomisation of the fuel.
– Never undo the bolt connections on the high fuel pressure side of the Common Rail system when the engine
is running (high-pressure line from the high-pressure pump to the rail, at the rail and on the cylinder head
to the fuel injector). When the engine is running, the lines are under a constant fuel pressure in excess of
1800 bar. Wait at least one minute before opening the bolt connections until the pressure has dropped.
Check pressure reduction on the rail with MAN-cats, if applicable.
– Do not remain in the vicinity of the engine when it is running.
– Do not touch live parts at the electrical connection of the fuel injectors when the engine is running.
– Any change to the original wiring may lead to the limit values of the heart pacemaker regulations being
exceeded, e.g. untwisted fuel injector wiring or insertion of a break box (terminal tester).
T 39 2nd edition 17
INTRODUCTION
– Vehicle operators and persons with heart pacemakers are not at risk from systems with MAN Common Rail
engines in approved operation.
– Fuel jets can cut through the skin. There is a re risk due to atomisation of the fuel.
– Never undo bolt connections on the high fuel pressure side of the Common Rail system when the engine
is running (fuel injection line from the high pressure pump to the rail, at the rail and on the cylinder head to
the fuel injector).
– Do not remain in the vicinity of the engine when it is running.
– When the engine is running, the lines are under a constant fuel pressure in excess of 1800 bar.
– Wait for at least one minute before undoing bolt connections to allow the pressure to drop.
– If necessary, check that the pressure has dropped in the rail with MAN-cats.
– Do not touch live parts at the electrical connection of the fuel injectors when the engine is running.
Information for people with pacemakers

– Any change in the original engine cabling may lead to the limit values of the heart pacemaker regulations
being exceeded, e.g. untwisted fuel injector cabling or insertion of a break box (terminal tester).
– There is no danger to the driver or any passengers with pacemakers, in approved operation.
– Vehicle operators with heart pacemakers are not at risk from systems with MAN Common Rail engines, in
approved operation.
– The product in original condition complies with all the currently known limit values for heart pacemakers.
Risk of damage due to ingress of dirt

– The components of the diesel fuel-injection system consist of high-precision parts that are subjected to
extreme loads. Due to the highly precise nature of this technology, all work on the fuel system requires the
highest possible degree of cleanliness.
– Even dirt particles above 0.2 mm in size can cause component failure.
Before starting work on the clean side

– Clean the engine and engine compartment while the fuel system is still closed off; when doing so, do not
use a powerful jet to clean the electrical components.
– Drive the vehicle into a clean area of the workshop in which no work is performed that could swirl up dust
(grinding or welding work, brake repairs, brake and power testing, etc.).
– Avoid air movements (possible swirling up of dust through starting of engines, workshop ventilation/heating,
draughts, etc.).
– The area of the fuel system that is still closed must be cleaned and dried by means of compressed air.
– Remove loose dirt particles such as paint akes and insulating material with a suitable suction device
(industrial vacuum cleaner).
– Cover areas of the engine compartment from which dirt particles could become detached, e.g. tilted cab,
engine compartment of bus engines, with new and clean foil covering sheets.
– Before starting disassembly, wash your hands and put on a clean working overall.
After opening the clean side

– It is not permitted to use compressed air for cleaning.
– Loose dirt must be removed during assembly work using a suitable suction device (industrial vacuum
cleaner).
– Only lint-free cleaning cloths are allowed to be used on the fuel system.
– Clean tools and working equipment before starting work.
– Only tools that are not damaged (e.g. cracked chromium plating) must be used.
– Materials such as cloths, cardboard or wood must not be used when removing and tting components, as
particles and bres may become detached from such materials.
– If paint akes should be produced when undoing connections (e.g. due to painting over the connections),
these must be carefully removed before the bolt connection is nally undone.
– The connection opening of all removed parts of the clean-side fuel system must be closed off immediately
with suitable caps.
– These sealing parts must remain packaged dust-tight until use and must be disposed of after being used
once.
– The components must then be stored carefully in a clean, closed container.
– Cleaning or test uids that have already been used must not be used for these components.
– New parts must only be taken out of the original packaging immediately before use.
– Work on removed components must be performed only at a work place equipped for this purpose.
– If removed parts are shipped, always use the original packaging of the new part.
When performing the work on bus engines, it is essential that the following measures are also observed:
18 T 39 2nd edition
INTRODUCTION
Risk of damage due to ingress of dirt

– Before opening the clean-side fuel system:
Clean the engine areas around the pressure sockets, fuel-injection lines, rail and cylinder head cover with
compressed air.
– Remove the cylinder head cover and then clean the engine areas around the pressure sockets, fuel-injection
lines and rail once again.
– First only loosen the pressure pipe sockets:
Loosen the pressure pipe socket union nuts and unscrew four turns.
Lift the pressure pipe sockets with a special tool.
Reason: only fully remove the pressure pipe sockets when the fuel injectors have already been dismantled
so that no dirt can fall into the fuel injectors from above.
– Remove the fuel injectors.
– After removal, rinse out the injectors with a cleaning uid, making sure that the high-pressure connection
hole is facing downwards.
– Remove the pressure pipe sockets; to do this, unscrew the pressure pipe socket union nut.
– Clean the injector bore in the cylinder head.
6. Limp-home program for units with electronic control units
General information
The units have an electronic control system that monitors itself (self-diagnostics) and the unit.
As soon as there is a malfunction, the malfunction is evaluated and one of the following measures is initiated:
– Output of a fault message with a diagnostic memory entry.

– Changeover to suitable, yet limited operation. Have malfunctions rectied by MAN Service immediately.
– The diagnostic memory entry is output directly in conjunction with MAN-cats.
7. Assembly information
Assembling pipes
– Pipes must not be mechanically deformed during assembly work; risk of fracture.
Mounting gaskets
– Only use MAN genuine gaskets
– Make sure that the areas to be sealed are undamaged and clean.
– Do not use adhesive agents or sealing agents. If necessary, to facilitate installation, use a little grease to
stick the seal to the part to be mounted.
– Tighten the bolts evenly to the specied tightening torque.
Mounting O-rings
– Only use MAN genuine O-rings.
– Make sure that the areas to be sealed are undamaged and clean.
Engine overhaul
– The engine's service life is inuenced by very different factors. For this reason, it is not possible to state
specic operating hours or mileage values for general overhauls.
– We are of the opinion that opening an engine or performing a general overhaul is not required, as long as
the engine has good compression values and the following operating values do not deviate considerably
from those determined at start-up.
– Charging pressure
– Exhaust gas temperature
– Coolant and lubricating oil temperatures
– Oil pressure and oil consumption
– Smoke behaviour
The following criteria have considerable inuence on the engine's service life:
– Correct performance setting according to deployment
– Correct installation
– Approval of the installation by authorised personnel
– Regular maintenance according to the maintenance record
T 39 2nd edition 19
INTRODUCTION
TYPE OVERVIEW
The system description T 39 (2nd) Adaptive Cruise Control (ACC) is used in the following vehicles.
Note: No claims are made regarding completeness of this list.
Trucknology Generation A (H01 - H99)
Type Model designation Type Model designation

H01 TGA 18.D28 4X2 BLS-TS H44 TGA 24.D28 6X2-2, 6X2-4 LL-U
H02 TGA 18.D28 4X2 BB H45 TGA 24.D20 6X2-2, 6X2-4 LL-U
H03 TGA 18.D20 4X2 BB H46 TGA 41.D28 8X4 BB-WW
H05 TGA 18.D28 4X2 BL H48 TGA 32.D28 8X4 BB
H06 TGA 18.D20 4X2 BL H49 TGA 32.D20 8X4 BB
H07 ECT 18.ISM 4X2 BL H51 TGA 18.D28 4X4 BB
H08 TGA 18.D20 4X2 BLS-TS H52 TGA 18.D20 4X4 BB
H09 TGA 18.D28 4X2 LL H54 TGA 33.D28 6X6 BB-WW
H10 TGA 18.D20 4X2 LL H55 TGA 26/33.D28 6X6 BB
H12 TGA 18.D28 4X2 LLS-U H56 TGA 26/33.D20 6X6 BB
H13 TGA 18.D20 4X2 LLS-U H57 TGA 40.D28 6X6 BB-WW
H14 TGA 18.D28 4X2 LL-U H60 TGA 19.D28 4X2 BB-WW-SKD
H15 TGA 18.D20 4X2 LL-U H61 TGA 18.D28 4X2 BL-WW-SKD
H16 TGA 26.D08 6X2-4 BL H62 TGA 33.D28 6X4 BB-WW-SKD
H17 TGA 26.D28 6X2-2, 6X2-4 BL H63 TGA 26.D28 6X4 BL-WW-SKD
H18 TGA 26.D20 6X2-2, 6X2-4 BL H70 TGA 18.D28 4X4 BL
H19 TGA 26.D08 6X2-4 LL H71 TGA 28.D28 6X2-4 BL/LL
H20 TGA 26.D28 6X2-2, 6X2-4 LL H72 TGA 26/33.D28 6X6 BL
H21 TGA 26.D20 6X2-2, 6X2-4 LL H73 TGA 35/41.D28 8X6 BB
H23 TGA 26.D28 6X2/2, 6X2/4 BL H74 TGA 28.D20 6X2-4 BL
H24 TGA 26.D20 6X2/2, 6X2/4 BL H75 TGA 28.D20 6X2-4 LL
H25 TGA 26/33.D28 6X4 BB H76 TGA 35/41.D28 8X8 BB
H26 TGA 26/33.D20 6X4 BB H80 TGA 18.D20 4X4 BL
H27 ECT 26.ISM 6X2-2, 6X2-4 BL H82 TGA 26/33.D20 6X6 BL
H28 TGA 33.D28 6X4 BB-WW H84 TGA 28.D20 6X4-4 BL
H29 TGA 26/33.D28 6X4 BL H85 TGA 28.D20 6X2-2 LL
H30 TGA 26/33.D20 6X4 BL H86 TGA 28.D28 6X2-2 BL
H31 ECT 26.ISM 6X2-2, 6X2-4 LL H87 TGA 28.D28 6X2-2 LL
H32 ECT 26.ISM 6X2/2, 6X2/4 BL H88 TGA 35.D28 8X2-4, 8X2-6 BL
H33 TGA 40.D28 6X4 BB-WW H89 TGA 28.D20 6X2-2, BL
H36 TGA 35.D28 8X4 BB H90 TGA 35.D20 8X2-4, 8X2-6 BL
H37 TGA 35.D20 8X4 BB H93 TGA 35/41.D20 8X6 BB
TGA 41.D28 8X4/4 BB/BL (heavy-duty
H38 TGA 41.D28 8X4 BB H94
semitrailer tractor)
TGA 41.V10 8X4/4 BB/BL (heavy-duty
H39 TGA 41.D20 8X4 BB H95
semitrailer tractor)
H40 TGA 32/35.D28 8X4 BL H96 TGA 35/41.D20 8X8 BB
20 T 39 2nd edition
INTRODUCTION
H41 TGA 32/35.D20 8X4 BL H99 TGA 28.D20 6X2-4 LL-LE

H43 TGA 19.D28 4X2 BBS-WW
Trucknology Generation S (01S - 99S, 01W - 99W)

03S TGS 18.D20/D26 4X2 BB 39S TGS 41.D20/D26 8X4 BB
06S TGS 18.D20/D26 4X2 BL 41S TGS 32/35.D20/D26 8X4 BL
08S TGS 18.D20/D26 4X2 BL-TS 42S TGS 26.D20/D26 6X4H/2, 6X4H/4 BL
10S TGS 18.D20/D26 4X2 LL 45S TGS 24.D20/D26 6X2-2 LL-U
13S TGS 18.D20/D26 4X2 LLS-U 49S TGS 32.D20/D26 8X4 BB
15S TGS 18.D20/D26 4X2 LL-U 59S TGS 35.D20/D26 8X6H BL
18S TGS 26.D20/D26 6X2-2, 6X2-4 BL 70S TGS 26/33.D20/26 6x6H BL
21S TGS 26.D20/D26 6X2-2, 6X2-4 LL 73S TGS 35.D20/D26 8X4H-6 BL
22S TGS 18.D20/D26 4X4 H BL 74S TGS 28.D20/D26 6X2-4 BL
24S TGS 26.D20/D26 6X2/2, 6X2/4 BL 89S TGS 28.D20/D26 6X2-2 BL
26S TGS 26/33.D20/D26 6X4 BB 90S TGS 35.D20/D26 8X2-4, 8X2-6 BL
30S TGS 26/33.D20/D26 6X4 BL 92S TGS 35.D20/D26 8X4-4 BL
35S TGS 26.D20/D26 6X4H-2, 6X4H-4 BL 93S TGS 35/41.D20/D26 8X6 BB
37S TGS 35.D20/D26 8X4 BB 96S TGS 35/41.D20/D26 8X8 BB

03W TGS 19 4X2 BBS-WW 49W TGS 32 8X4 BB-WW
06W TGS 19 4X2 BLS-WW 71W TGS 19 4X2 BBS-WW-CKD
18W TGS 26 6X2-2, 6X2-4 BL-WW 72W TGS 19 4X2 BLS-WW-CKD
19W TGS 28 6X2-2 BL-WW 73W TGS 28 6X2-2 BL-WW-CKD
26W TGS 33 6X4 BB-WW 76W TGS 33 6X4 BB-WW-CKD
30W TGS 26/33 6X4 BLS-WW 78W TGS 26 6X4 BL-WW-CKD
Trucknology Generation X (01X - 99X)

05X TGX 18.D20/D26 4X2 BLS 30X TGX 26/33.D20/D26 6X4 BL
06X TGX 18.D20/D26 4X2 BL 42X TGX 26.D20/D26 6X4H/2, 6X4H/4 BL
10X TGX 18.D20/D26 4X2 LL 45X TGX 24.D20/D26 6X2-2 LL-U
13X TGX 18.D20/D26 4X2 LLS-U 78X TGX 18.V8 4X2 BLS
15X TGX 18.D20/D26 4X2 LL-U 79X TGX 33.V8 6X4 BL
18X TGX 26.D20/D26 6X2-2, 6X2-4 BL 86X TGX 41.D26 8X4/4 BBS
21X TGX 26.D20/D26 6X2-2, 6X2-4 LL 87X TGX 41.D26 8X4/4 BLS
22X TGX 18.D20/D26 4X4H BL 89X TGX 28.D20/D26 6X2-2 BL
24X TGX 26.D20/D26 6X2/2, 6X2/4 BL 92X TGX 35.D20/D26 8X4-4 BL
26X TGX 26/33.D20/D26 6X4 BB
T 39 2nd edition 21
INTRODUCTION
Bus/coach (P01 - P99)

P11 N 5217 SHD P15 CITYLINER C
P12 N 5218 SHD P16 CITYLINER L
P14 CITYLINER
OPERATING INSTRUCTIONS FOR CIRCUIT DIAGRAMS
(1) Electrical component designation (4) Cable number, for colour cables: abbrev.
(example – diode V100 on the central of the colour description, cross-section
electrical system, position 53) stated only if not 1²
(2) Installation location on the front of (5) Cable designation, numbers in brackets
the central electrical system (here – are printed conductors of a printed circuit
embossed position number 53) board
(3) Plug connector on the back of the (6) Line disconnection and line continuation
central electrical system (here – plug with sheet number (sheet 2) and path
78, connection 8) number (path 4)
22 T 39 2nd edition
INTRODUCTION
(7) Plug connector (example – single-pin plug (9) Current path (numbered from 1 up to 55/60
connector X104) for each plan)
(8) Installation location of the component (see
– identication of the installation locations)
Installation locations for location designations
Installation locations for left-hand drive vehicle (TG)
(A) Rear (F7) Co-driver's seat

(B1) Engine (F8) Gearshift console
(B2) Gearbox (G) Battery box
(C) Front (H1) B-pillar, driver's side
(C1) Bumper (H2) A-pillar, driver's side
(C2) Step unit, right (J1) B-pillar, co-driver's side
(C3) Step unit, left (J2) A-pillar, co-driver's side
(E6) Central electrical system area (L) Ceiling/roof
(E7) Control unit plug-in modules (N) Front axle
(E8) Cab rear wall (P) Rear axle
(F) Instrument panel (R1) Frame, front parts
(F1) Middle section (R2) Frame, rear part
(F2) Steering column/steering wheel (S1) Door, left
(F3) Pedals (S2) Door, right
(F4) Front wall, inside left
(F5) Front wall, inside right
(F6) Driver's seat
T 39 2nd edition 23
INTRODUCTION
Installation locations for right-hand drive vehicle (TG)
(A) Rear (J2) A-pillar, driver's side

(B1) Engine (L) Ceiling/roof
(B2) Gearbox (N) Front axle
(C) Front (P) Rear axle (RA)
(C1) Bumper (R1) Frame, front parts
(C2) Step unit, right (R2) Frame, rear part
(C3) Step unit, left (S1) Door, left
(E6) Central electrical system area (S2) Door, right
(E7) Control unit plug-in modules
(E8) Cab rear wall
(F) Instrument panel
(F1) Middle section
(F2) Steering column/steering wheel
(F3) Pedals
(F4) Front wall, inside left
(F5) Front wall, inside right
(F6) Co-driver's seat
(F7) Driver's seat
(F8) Gearshift console
(G) Battery box
(H1) B-pillar, co-driver's side
(H2) A-pillar, co-driver's side
(J1) B-pillar, driver's side
24 T 39 2nd edition
INTRODUCTION
Installation locations for P11, P12, P14, P15, P16
(A) Rear
(B) Engine, gearbox (EDC7 engine control)
(C) Front
(D) Main control panel
(E) Equipment compartment (battery box)
(E1) Mounting plate 1 (auxiliary control panel)
(F) Instrument panel
(F1) Instrument panel interface
(G) Battery box
(H) Left side of vehicle
(J) Right side of vehicle
(K) Middle of vehicle
(L) Ceiling
(N) Front axle
(P) Rear axle (RA)
T 39 2nd edition 25
DEVICE DESCRIPTION
DEVICE DESCRIPTION
SYSTEM DESCRIPTION
General
The Adaptive Cruise Control (ACC) is a driver assistance system

– that detects vehicles driving in front
– calculates their speed and
– controls the brakes and engine
to maintain the required distance.
THE ACC SYSTEM IS A COMFORT SYSTEM AND NOT A SAFETY SYSTEM!
The ACC system is an addition to the regular cruise control and the maximum speed control to be able
to maintain a constant distance to the vehicle ahead. The ACC system can automatically decelerate and
accelerate the vehicle. A distance sensor (radar sensor) integrated into the bumper provides information
about what is happening at the front of the vehicle. The speed is then controlled to maintain a constant
distance from the vehicle in front. If the vehicle approaches another vehicle in front of it in the same lane,
the vehicle's own speed is reduced and a safe distance is maintained. The system automatically accelerates
up to the set desired speed and brakes with a limited delay to correct the speed and distance to the vehicle
ahead. Braking is performed using the engine drag torque, and if additional braking power is required, the
engine brake, primary retarder, secondary retarder or service brake is also used. For safety reasons, braking
is restricted to about 30% of the maximum possible deceleration value. The driver can override the function
at any time by accelerating or braking. If no vehicle is detected in front, the ACC system functions like the
regular cruise control or maximum speed control function. As soon as the driver starts to overtake or the
vehicle in front changes out of the same lane, the vehicle under ACC control automatically accelerates to the
previously set target speed.
Limits of the ACC system

At present, the ACC system is only designed for use when driving on the motorway or similar fast main roads,
since bends in the road must not be tighter than a particular minimum radius in order for the system to function
reliably. Tight bends can result in the target vehicle being lost. The ACC system should thus be switched
off before you leave the motorway or main road otherwise there is a risk that the system may accelerate the
vehicle inadvertently. The system does not detect stationary targets such as broken-down vehicles, vehicles
at the tail end of a trafc jam, bridge pillars or road signs. As a result, the driver always has to keep an eye on
trafc and respond accordingly. The system may intermittently stop working in bad weather such as heavy
rain, driving snow or if the sensor cover is contaminated. The system is therefore only an aid to driving
and does not negate the driver's responsibility to pay attention to the trafc. In those rare cases when
the automatic delay by the limited braking is insufcient, the driver needs to override the system manually.
Note: The driver displays, text messages on the driver display, critical driving situations, general accident
risks and possible driver displays for ACC ON, ACC OFF and cruise control/road speed limiter functions are
explained in the Operator's Manual.
CAUTION: danger of accidents!

– The driver is always responsible for keeping his distance from the vehicle in front and for his speed.
– The driver must brake the vehicle himself in certain trafc conditions.
– Switch off the ACC system before leaving the motorway or dual carriageway.
– The ACC system only detects MOVING vehicles, NOT stationary vehicles.
– Do not use the ACC system if there is black ice on the road or if visibility is poor (e.g. fog, snow,
etc.).
Interfaces to other systems

The system communicates with the control unit using a data bus. See “CAN data bus system structure” for a
control unit diagram. A fault in or a failure of a system (e.g. EBS, EDC, ECAS, etc.) is notied to the central
on-board computer 2 via the driveline CAN data bus. If there is no anticipated and regular CAN message,
the system detects a timeout fault and displays it.
Example: in the event that a control unit malfunctions and no longer takes part in communication. The central
on-board computer 2 sends the signal to the combined instrument via the combined instrument CAN data
bus. The fault is displayed on the combined instrument using check lamps, symbols and texts.
26 T 39 2nd edition
DEVICE DESCRIPTION
CAN data bus system structure
TGA/TGL/TGM
(A143) ECAS control unit (A590) Control unit, TipMatic lite (on gearbox)
(A144) Retarder/intarder control unit (TGL/TGM)
(A148) Radio/cassette player (A609) Control unit, LGS (TGA)
(A302) Central on-board computer 2 (ZBR2) with (A635) Truck Gate with terminating resistor,
terminating resistor, combined instrument Highline CAN
CAN (A808) Denoxtronic supply module
(A312) Customer-specic control module with (A . . . ) Other systems can be networked
terminating resistor, body CAN (AB) Body manufacturer electronics at CAN
(A330) Control unit, TipMatic (on gearbox) (TGA connection, e.g. FMS systems
only) with terminating resistor, driveline (X200) Diagnostics plug
CAN (Body Body manufacturer CAN data bus
(A384) Rear-axle steering control unit (RAS-EC) CAN) (simultaneously connection for FMS
(A402a) EBS control unit, WABCO (TGL/TGM interface)
only) (Highline Highline CAN data bus
(A402b) EBS control unit, KNORR (TGA only) CAN)
(A403) Vehicle management computer with (HDOBD)CAN data bus Heavy Duty On-Board
terminating resistors, engine control CAN Diagnosis
and driveline CAN (Combined CAN data bus for combined instrument
(A407) Combined instrument with terminating instrument
resistor, Highline CAN CAN)
(A408) Tachograph with terminating resistor, (Engine CAN data bus, engine control
combined instrument CAN control
(A435) EDC control unit with terminating resistor, CAN)
engine control CAN (Driveline Driveline CAN data bus
(A479) Control unit, ACC (TGA) CAN)
(A574) Control element, MMI
(A577) On-board telematics module
T 39 2nd edition 27
DEVICE DESCRIPTION
TGA (heavy-duty semitrailer tractor)
(A143) ECAS control unit (A574) Control unit, MMI, with terminating
(A266) Converter-clutch unit/retarder control unit resistor, Highline CAN
(A302) Central on-board computer 2 (ZBR2) with (A577) On-board telematics module
terminating resistor, combined instrument (A609) LGS control unit
CAN (A688) Auxiliary management computer
(A312) Customer-specic control module with (A808) Denoxtronic supply module
terminating resistor, body CAN (A . . . ) Other systems can be networked
(A330) Control unit, TipMatic (AB) Body manufacturer electronics at CAN
(A384) Rear-axle steering control unit (RAS-EC) connection, e.g. FMS systems
(A402) EBS control unit, KNORR (X200) Diagnostics plug
(A403) Vehicle management computer with (Body Body manufacturer CAN data bus
terminating resistors, engine control CAN CAN) (simultaneously connection for FMS
and driveline CAN interface)
(A407) Combined instrument with terminating (Highline Highline CAN data bus
resistor, Highline CAN CAN)
(A408) Tachograph with terminating resistor, (HDOBD)CAN data bus Heavy Duty On-Board
combined instrument CAN Diagnosis
(A409) ECAM control unit with terminating (Combined CAN data bus for combined instrument
resistor, driveline CAN instrument
(A435) EDC control unit with (Common Rail, CAN)
master) (Engine CAN data bus, engine control
(A479) ACC control unit control
(A570) EDC control unit (Common Rail, slave) CAN)
with terminating resistor, engine control (Driveline Driveline CAN data bus
CAN CAN)
28 T 39 2nd edition
DEVICE DESCRIPTION
TGS/TGX
(A143) ECAS control unit (A577) On-board telematics module

(A250) Control unit, air-conditioning system (A609) LGS control unit
/auxiliary air conditioning system (A626) Hydrostatic front-wheel drive control unit
(A266) Converter-clutch unit/retarder control unit (A808) Denoxtronic supply module
(A302) Central on-board computer 2 (ZBR2) with (A . . . ) Other systems can be networked
terminating resistor, combined instrument (AB) Body manufacturer electronics on CAN
CAN connection, e.g. FMS systems
(A312) Customer-specic control module with (Body Body manufacturer CAN data bus
terminating resistor, body CAN CAN) (simultaneously connection for FMS
(A330) TipMatic control unit (on gearbox) with interface)
terminating resistor, driveline CAN (X200) Diagnostics plug
(A384) Rear-axle steering control unit (RAS-EC) (Highline Highline CAN data bus
(A402) EBS/ESP control unit CAN)
(A403) Vehicle management computer with (HDOBD)CAN data bus Heavy Duty On-Board
terminating resistors, engine control CAN Diagnosis
and driveline CAN (Combined CAN data bus for combined instrument
(A407) Combined instrument instrument
(A408) Tachograph with terminating resistor, CAN)
combined instrument CAN (Engine CAN data bus, engine control
(A435) EDC control unit with terminating resistor, control
engine control CAN CAN)
(A479) ACC control unit (Driveline Driveline CAN data bus
(A564) Radio/CD player CAN)
Bus/coach with TEPS

(TEPS – Twin-Electronic-Platform-System, shared data exchange)
T 39 2nd edition 29
DEVICE DESCRIPTION
(A143) ECAS control unit (A . . . ) Other systems can be networked

(A144) Retarder control unit (A411) Multiplex node, front, left 2-M 1.1
(A302) Central on-board computer 2 (ZBR2) with (A412) Multiplex node (customer special request)
terminating resistor, combined instrument 2-M 1.2
CAN (A413) Multiplex node, control units 2-M 1.3
(A330) TipMatic control unit (on gearbox) (A414) Multiplex node (customer special request)
(A360) Multiplex central computer (ZBRO) 2-M 1.4
(A402) EBS control unit, KNORR (A415) Multiplex node, roof 2-M 1.5
(A403) Vehicle management computer with (A416) Multiplex node (customer special request)
terminating resistors, engine control CAN 2-M 1.6
and driveline CAN (A417) Multiplex node (customer special request)
(A407) Combined instrument with terminating 2-M 1.7
resistors, combined instrument CAN and (A418) Multiplex node, rear, right 2-M 1.8
Highline CAN (A421) Multiplex node, front, right 2-M 2.1
(A408) Tachograph with terminating resistor, (A422) Multiplex node (customer special request)
combined instrument CAN 2-M 2.2
(A409) ECAM control unit with terminating (A423) Multiplex node, middle of vehicle 2-M 2.3
resistor, driveline CAN (A424) Multiplex node, integrated on-board
(A435) EDC control unit with terminating resistor, information system 2-M 2.4
engine control CAN (A425) Multiplex node, rear 3 2-M 2.5
(A574) Control unit, MMI, with terminating (A426) Multiplex node (customer special request)
resistor, Highline CAN 2-M 2.6
30 T 39 2nd edition
DEVICE DESCRIPTION
(A427) Multiplex node, trailer 2-M 2.7

(A428) Multiplex node, rear, left 2-M 2.8
(R195) Terminating resistor, front, basis CAN 1
(R196) Terminating resistor, rear, basis CAN 1
(R197) Terminating resistor, front, basis CAN 2
(R198) Terminating resistor, rear, basis CAN 2
(Combined CAN data bus for combined instrument
instrument
CAN)
(Highline Highline CAN data bus
CAN)
(Engine CAN data bus, engine control
control
CAN)
(Driveline Driveline CAN data bus
CAN)
T 39 2nd edition 31
DEVICE DESCRIPTION
FUNCTIONAL DESCRIPTION
ACC system structure without ESP – old version (TGA)
(A302) Central on-board computer 2

(A402) EBS control unit
(A403) Vehicle management computer
(A407) Highline combined instrument
(A408) Tachograph
(A429) Stalk switch for cruise control/gearbox
(A435) EDC control unit
(A479) ACC control unit
(B476) ESP/ACC yaw rate sensor
(B574) ACC distance sensor
(S284) Cruise control/road speed limiter switch
(S479) Continuous brake switch
(S550) Button, ACC, distance
(T119) Modular voltage converter
instrument
CAN)
(Engine Engine CAN data bus
control
CAN)
(S-CAN) Sensor CAN data bus
CAN)
32 T 39 2nd edition
DEVICE DESCRIPTION
ACC system structure without ESP – old version (TGS/TGX)

(A408) Tachograph
(A943) Multi-function steering wheel
instrument
CAN)
control
CAN)
CAN)
(LIN) LIN data bus
T 39 2nd edition 33
DEVICE DESCRIPTION
ACC system structure with ESP – old version (TGA)

(A408) Tachograph
(S284) Cruise control/road speed limiter switch
(S479) Continuous brake switch
instrument
CAN)
control
CAN)
CAN)
34 T 39 2nd edition
DEVICE DESCRIPTION
ACC system structure with ESP – old version (TGS/TGX)

(A408) Tachograph
instrument
CAN)
control
CAN)
CAN)
(LIN) LIN data bus
T 39 2nd edition 35
DEVICE DESCRIPTION
ACC system structure with ESP – old version (P11/P12/P14/P15/P16)

(A407) Combined instrument
(A408) Tachograph
instrument
CAN)
control
CAN)
CAN)
36 T 39 2nd edition
DEVICE DESCRIPTION
ACC system structure with/without ESP – new version (TGS/TGX)

(A408) Tachograph
instrument
CAN)
control
CAN)
CAN)
(LIN) LIN data bus
T 39 2nd edition 37
DEVICE DESCRIPTION
ACC system structure with ESP – new version (P11/P12/P14/P15/P16)

(A407) Combined instrument
(A408) Tachograph
instrument
CAN)
control
CAN)
CAN)
(LIN) LIN data bus
38 T 39 2nd edition
DEVICE DESCRIPTION

The operating voltage of the ACC control unit is 24 V. The power supply comes from the central electrical
system (A100).
The ACC control unit is protected by the following fuses: F414, fuse ACC terminal 30 (battery), F413, fuse
ACC terminal 15 (ignition) and F628, fuse terminal 15 (in P11/P12/P14/P15/P16 only).
In vehicles without ESP, the ACC control unit communicates with the ACC distance sensor (B574) and the
yaw rate sensor (B476) via the sensor CAN data bus. In vehicles with ESP, the ACC control unit only
communicates with the ACC distance sensor via the sensor CAN data bus. To receive the signals from the
yaw rate sensor, the ACC control unit communicates with the EBS control unit (A402) via the driveline CAN
data bus. As from July 2010 the yaw rate sensor (B476) is no longer directly connected to the ACC control
unit (A479). It is supplied with the required data from the EBS control unit (A402).
Pressing the ACC distance button (S550) sends the signals directly to the central on-board computer 2 (A302).
From there, the signals are sent to the ACC control unit via the driveline CAN data bus. If, in vehicles without
multi-function steering wheel (A943), the cruise control/gearbox stalk switch (A429), cruise control/road speed
limiter switch (S284) and the continuous brake switch (S479) are actuated, the signals are sent directly to
the vehicle management computer (A403). From there, the signals are sent to the ACC control unit via the
driveline CAN data bus. In vehicles with multi-function steering wheel (A943), ACC is switched on if the
ignition is “ON” and the continuous brake is activated. When the ignition is switched “ON”, the continuous
brake is switched on automatically. The check lamp in the continuous brake button (S1133) will remain off.
The cruise control/road speed limiter switch (S284) is not required because the cruise control/road speed
limiter function is provided by a switch integrated in the multi-function steering wheel. This switch is also used
to switch ACC on and off. The signals are sent directly to the vehicle management computer. From there,
the signals are sent to the ACC control unit via the driveline CAN data bus.
The ACC control unit uses this data to calculate the best possible approach strategy and uses the CAN data
bus and the vehicle management computer to control the EDC control unit, engine brake, retarder/intarder
control unit and the EBS control unit. This way deceleration or acceleration is actively controlled along with
the vehicle speed. The ACC control unit also allows the driver to override ACC settings. The ACC can only
be used to control the vehicle if all of the required messages and switch positions are satised and the driver
does not override the system.
Sensor parameters required for ACC are stored in the ACC control unit. For this reason, it is necessary to
pair-up the distance sensor and the ACC control unit. When comparing versions of ACC control units and
vehicle management computers and during the pairing of distance sensor and ACC control unit, the vehicle
identier is recorded. This is performed by calibrating the distance sensor and parameterising the control unit.
T 39 2nd edition 39
DEVICE DESCRIPTION
Plug assignment
Plug connector X1: TGA
Pin Line no. Designation

Power supply, terminal 30
1 60030
ACC fuse (terminal 30) (F414)
2 60029
ACC fuse terminal 15 (F413)
3 31000 Ground point, cab, next to central electrical system (X1644)
4-9 —– not used
Sensor CAN data bus, High signal
10 red/yellow
ACC distance sensor (B574 pin 11)
11 —– not used
Sensor CAN data bus, Low signal
12 yellow/red
13 —– not used
Driveline CAN data bus, High signal
14 blue/red
Central on-board computer 2 (A302 pin M/1)
Driveline CAN data bus, Low signal
15 blue/white
16 - 17 —– not used
Diagnostic communication line
18 64205 using 21-pin potential distributor of the communication line (X2544),
connected to plug conn. for diagnosis (MAN-cats; X200, pin 3)
The plug connectors X2, X3 and X4 are not used.
Plug connector X1: TGS/TGX

1 60030
2 16000
Potential distributor, line 16000 (X4645)
3 31000 Ground point, cab, next to central electrical system (X1644)
4-9 —– not used
10 red/yellow Old version: ACC distance sensor (B574 pin 11)
New version: ACC distance sensor (B574 pin 4)
11 —– not used
12 yellow/red Old version: ACC distance sensor (B574 pin 10)
13 —– not used
40 T 39 2nd edition
DEVICE DESCRIPTION

14 blue/red
15 blue/white
16 - 17 —– not used
18 64205
21-pin potential distributor, communication line (X2544)
Plug connector X1: P11/P12/P14/P15/P16

1 60030
2 16000 Old version: ACC fuse terminal 15 (F413)
New version: Fuse for terminal 15 (F628)
Ground
3 31000
Central electrical system (A100 connection 92)
4-9 —– not used
10 yellow/red Old version: ACC distance sensor (B574 pin 11)
11 —– not used
12 red/yellow Old version: ACC distance sensor (B574 pin 10)
13 —– not used
14 blue/red
15 blue/white
16 - 17 —– not used
18 64205
21-pin potential distributor, communication line (X2544)
Repair instructions
– Removing and tting the control unit

Parameterisation is not required for removing or tting a present ACC control unit.
– Replacing a control unit
If the ACC control unit is replaced, the ACC control unit must be parameterised (pairing).
– Parameterising the control unit
Parameterisation is also required if the ACC control unit was not parameterised correctly.
T 39 2nd edition 41
DEVICE DESCRIPTION

Please observe that there are three versions of the yaw rate sensor (B476):
– Yaw rate sensor 81.25937-0050 (TGA/TGS/TGX); Knorr brake

– Yaw rate sensor 81.25937-0051 (TGA/TGS/TGX); Knorr brake
– Yaw rate sensor 85.25808-6001 (P11/P12/P14/P15/P16); Wabco
Yaw rate sensor 81.25937-0050; Knorr-Bremse

The operating voltage of the yaw rate sensor is 12 V. The power supply comes from the central electrical
system (A100). A voltage converter (T119) ensures that the yaw rate sensor is not supplied with 24 V but
with the required 12 V.
In vehicles without ESP, the yaw rate sensor (B476) communicates with the ACC distance sensor (B574) and
the ACC control unit (A479) via the sensor CAN data bus. In vehicles with ESP, the yaw rate sensor (B476)
communicates with the EBS control unit (A402) via the sensor CAN data bus. The signals are sent from the
EBS control unit to the ACC control unit (A479) via the driveline CAN data bus.
The sensor CAN data bus is equipped with two terminating resistors with 120 Ω each. In vehicles without
ESP, one terminating resistor is tted in the ACC control unit and one in the yaw rate sensor. In vehicles with
ESP, one terminating resistor is tted in the ACC control unit and one ACC sensor CAN terminating resistor
(R258) is separately tted on the plug connector “Cab member, left ACC (X3287)”.
Measuring principle of the yaw rate sensor
The yaw rate sensor detects your vehicle's direction of travel. This is a micromechanical, combined yaw rate
and lateral acceleration sensor. If the vehicle is equipped with an electronic stability program (ESP), this yaw
rate sensor signal, which is accessed via the driveline CAN data bus, is used. The mass mounted in the yaw
rate sensor moves in the direction of rotation = yaw rate (1), transverse direction = lateral acceleration (2)
and longitudinal direction = longitudinal acceleration (3).
Electrical signals are generated from the movements and accelerations in these directions and the ACC
control unit (A479) calculates the impact and direction of the change to the vehicle's direction. The ACC
control unit must know the vehicle's change of direction to be able to allocate vehicles in the own lane (when
driving through corners or going straight ahead) that are detected by the ACC distance sensor (B574).
42 T 39 2nd edition
DEVICE DESCRIPTION
Plug assignment

1 165 12 V power supply
2 166 Ground
3 167 Sensor CAN data bus, High signal
4 168 Sensor CAN data bus, Low signal
Technical data:
Operating voltage: 8.2 - 16 V

Nominal voltage: 12 V
Test voltage: 14 V
Operating temperature: -40°C to +85°C
Repair instructions
– Installation position
It is essential to observe the correct installation position of the yaw rate sensor to avoid the occurrence of
SPN diagnostic codes 04482, 04483, 04581 and 04582. The direction indicated on the adhesive label (1)
must always point along the vehicle, not across the vehicle. The plug connector (2) points in or against the
direction of travel, depending on the vehicle version (see “Yaw rate sensor installation location”). In the case
of repair work/conversions on the vehicle, you must not change the installation location and the installation
position of the yaw rate sensor otherwise the function of the yaw rate sensor cannot be ensured. Please only
perform modications after coordinating them with MAN.
T 39 2nd edition 43
DEVICE DESCRIPTION
– Opening for pressure compensation
There is a bore (1) for pressure compensation on the bottom side of the housing. If you are required to paint
the chassis after repair work/conversions, please ensure not to cover the bore (1) with paint. Please do not
block or cover the bore in any other way.
– Adhesive label "Keep Clear"
The installation location/installation position of the yaw rate sensor differs depending on the vehicle version.
For this reason, the “Keep Clear” label is applied in some cases. In case of repair work/conversions on the
vehicle, the yaw rate sensor must not be subject to loads of any kind (stepping on it, pressure, impact). If the
chassis is painted, the adhesive label must be covered beforehand. Please remove the cover after painting.
The adhesive label must be visible at all times.
– Removing/replacing the yaw rate sensor

The yaw rate sensor must not be dropped (impact), to avoid malfunctions in the respective system (ESP,
ACC, etc.).
Yaw rate sensor 81.25937-0051; Knorr-Bremse

The operating voltage of the yaw rate sensor is 12 V. The power supply comes from the central electrical
system (A100). A voltage converter (T119) ensures that the yaw rate sensor is not supplied with 24 V but
with the required 12 V.
In vehicles without ESP, the yaw rate sensor (B476) communicates with the ACC distance sensor (B574)
and the ACC control unit (A479) via the sensor CAN data bus. In vehicles with ESP, the yaw rate sensor
(B476) communicates with the EBS control unit (A402) via the sensor CAN data bus. The signals are sent
from the EBS control unit to the ACC control unit (A479) via the driveline CAN data bus. As from July 2010
the yaw rate sensor (B476) is no longer directly connected to the ACC control unit (A479). It is supplied with
the required data from the EBS control unit (A402).
The sensor CAN data bus is equipped with two terminating resistors with 120 Ω each. In vehicles without
ESP, one terminating resistor is tted in the ACC control unit and one in the yaw rate sensor. In vehicles with
ESP, one terminating resistor is tted in the ACC control unit and one ACC sensor CAN terminating resistor
44 T 39 2nd edition
DEVICE DESCRIPTION
(R258) is separately tted on the plug connector “Cab member, left ACC (X3287)”. As from the beginning
of July 2010, one terminating resistor is tted in the ACC control unit and one ACC sensor CAN terminating
resistor (R258) is separately tted on the plug connector “Cab member, left ACC (X3287)”, even in vehicles
without ESP. The yaw rate sensor is no longer connected to the ACC control unit (A479) but to the EBS
control unit (A402).
The yaw rate sensor detects your vehicle's direction of travel. This is a micromechanical, combined yaw rate
and lateral acceleration sensor. If the vehicle is equipped with an electronic stability program (ESP), this yaw
rate sensor signal, which is accessed via the driveline CAN data bus, is used. The mass mounted in the yaw
rate sensor moves in the direction of rotation = yaw rate (1), transverse direction = lateral acceleration (2)
and longitudinal direction = longitudinal acceleration (3).
Electrical signals are generated from the movements and accelerations in these directions and the ACC
control unit (A479) calculates the impact and direction of the change to the vehicle's direction. The ACC
control unit must know the vehicle's change of direction to be able to allocate vehicles in the own lane (when
driving through corners or going straight ahead) that are detected by the ACC distance sensor (B574).
T 39 2nd edition 45
DEVICE DESCRIPTION
Plug assignment

2 166 Ground
Technical data:
Operating voltage: 7 - 18 V
Test voltage: 14 V
Repair instructions
It is essential to observe the correct installation position of the yaw rate sensor to avoid the occurrence of SPN
diagnostic codes 04482, 04483, 04581 and 04582. The arrows (1) attached to the adhesive label mark the
direction of travel in the respective installation position. In the case of repair work/conversions on the vehicle,
you must not change the installation location and the installation position of the yaw rate sensor otherwise the
function of the yaw rate sensor cannot be ensured. Please only perform modications after coordinating them
with MAN. The yaw rate sensor must not be subject to loads of any kind (stepping on it, pressure, impact,
etc.).
46 T 39 2nd edition
DEVICE DESCRIPTION
– Opening for pressure compensation
There is an opening (1) for pressure compensation on the bottom side of the housing. If you are required to
paint the chassis after repair work/conversions, please ensure not to cover the opening (1) with paint. Please
do not block or cover the opening in any other way.

ACC, etc.). This yaw rate sensor may be tted offset in all four directions. The installation position of the
yaw rate sensor must be parameterised in the EBS control unit and must not be changed.
Yaw rate sensor 85.25808-6001; Wabco

It is a micromechanical, combined yaw rate and lateral acceleration sensor. The operating voltage of the yaw
rate sensor is 24 V. The power supply comes from the central electrical system (A100). The output signals
(yaw rate and lateral acceleration) are transferred to the central brake unit via a CAN sensor. In vehicles with
ESP, the yaw rate sensor (B476) communicates with the EBS control unit (A402) via the sensor CAN data
bus. The signals are sent from the EBS control unit to the ACC control unit via the driveline CAN data bus.
The yaw rate sensor contains two micromechanical oscillating masses. Each of the masses has two
micromechanical acceleration sensors integrated into their surface. These register the Coriolis acceleration.
The measuring principle is based on the Coriolis force that is caused by a rotational movement (yaw rate) at
right angles to the given oscillation direction of the seismic masses. The lateral acceleration is measured by
an additional micromechanical acceleration sensor.
The yaw rate sensor signal is calibrated when the switch is turned on. Standstill calibration (normal case)
is performed if the vehicle is at a standstill; rapid calibration is performed if the vehicle is already driving. The
calculated offset value is continuously compared with the permitted limit value.
The standstill calibration is performed when the wheel speed, the steering angle and the yaw rate indicate
that the vehicle is at a standstill. The procedure is cancelled if “Driving” is detected before the end of
calibration.
T 39 2nd edition 47
DEVICE DESCRIPTION
Rapid calibration only takes place once per switch-on cycle (switch on) if it was not possible to perform
a standstill calibration previously. The offset is calculated as the difference between the measured and
calculated yaw rate.
The normal calibration is performed during operation after the standstill or rapid calibration has been
performed. The principle of the normal calibration is the same as for rapid calibration.
The sensitivity of the yaw rate sensor is measured during cornering with the help of a calculated reference
yaw rate and the measured yaw rate.
Plug assignment

2 166 Ground
Technical data:
Test voltage: 27 V
Repair instructions
It is essential to observe the correct installation position of the yaw rate sensor to avoid the occurrence of SPN
diagnostic codes 04482, 04483, 04581 and 04582. In the case of repair work/conversions on the vehicle,
you must not change the installation location and the installation position of the yaw rate sensor otherwise the
function of the yaw rate sensor cannot be ensured. Please only perform modications after coordinating them
with MAN. The yaw rate sensor must not be subject to loads of any kind (stepping on it, pressure, impact,
etc.). Following service work (removing, tting, replacing), the yaw rate sensor must be calibrated with the
diagnostics function of the MAN-cats® II test system. This is done by sending a calibration request to the
sensors via the EBS control unit.

ACC, etc.). The installation position of the yaw rate sensor must be parameterised in the EBS control unit
and must not be changed.
48 T 39 2nd edition
DEVICE DESCRIPTION

Please observe that there are two different versions of the ACC distance sensor (B574):
– ACC distance sensor 81.27610-0024 (TGA/TGS/TGX) and 81.27610-0013 (P11, P12, P14, P15, P16) –
old version; TRW Automotive Electronics
– ACC distance sensor 81.27610-0023 – new version; TRW Automotive Electronics
ACC distance sensor 81.27610-0013 and 81.27610-0024 – old version; TRW Automotive Electronics
The operating voltage of the ACC distance sensor is 12 V. The power supply comes from the central electrical
system (A100). A voltage converter (T119) ensures that the ACC distance sensor is not supplied with 24 V
but with the required 12 V.
A radar sensor (also called an antenna) works as the distance sensor in high-frequency operation and a
transmission frequency of 76 - 77 GHz. The distance sensor is tted in the vehicle's bumper. Its detection
range is 150 metres and the beam angle is approx. ±5.5°. The yaw rate sensor signal detects the current
direction of the road and allocates vehicles to the lanes. Radar beams are reected by vehicles in front and
subsequently evaluated. This means the system detects the distance and relative speed of vehicles in front
of it in the same lane. This information is sent to the ACC control unit via the sensor CAN data bus.
Plug assignment

2 166 Ground
T 39 2nd edition 49
DEVICE DESCRIPTION
Panel
TGA: TGS/TGX:
A panel (1) is tted in front of the distance sensor to act as mechanical protection.
Note: In order to allow radar beams to pass through the panel, the panel must not be painted.
Calibration
The ACC distance sensor must be calibrated
– After modications to the running gear (springs, tyres, wheels, etc.)

– After every accident
– After replacing the ACC distance sensor
– After replacing the bumper
– Whenever you detect displacement on the bolt securing lacquer
– Whenever there is no bolt securing lacquer
High-frequency operation is deactivated before calibration, i.e. ACC is without function. High-frequency mode
is not re-established until completing correct calibration. This means that ACC is ready for operation again.
TGA: TGS/TGX:
The distance sensor is aligned in parallel to the driven rear axle. The distance sensor is equipped with a
mirror (1) (optical axis). This involves aligning the distance sensor correctly according to the specied values
for AZOF mirror offset (horizontal position of the distance sensor) and ELOF mirror offset (vertical position of
the distance sensor). This is performed using MAN-cats® II. Its variance from the radar axis (2) is indicated
on the adhesive label on the bottom side of the housing and also saved in the EEPROM of the distance
sensor. Radar axis refers to the central axis of the distance sensor's radar eld of view. The optical axis is
perpendicular to the small square mirror of the distance sensor.
50 T 39 2nd edition
DEVICE DESCRIPTION
AZOF = horizontal position of the distance sensor signal
ELOF = vertical position of the distance sensor signal
There is an adhesive label on the rear side of the distance sensor. Values for AZOF mirror offset and ELOF
mirror offset (1) are indicated here. This basic setting was carried out by the supplier. MAN-cats® II reads
out the values indicated on the distance sensor. During calibration, these values are set as variance from the
centre of the scale above the two adjusting screws on the distance sensor (see Chapter “Calibrating the ACC
distance sensor (B574)”).
Technical data:
Operating voltage: 8.2 - 16 V

Test voltage: 14 V
ACC distance sensor 81.27610-0023 – new version; TRW Automotive Electronics

The operating voltage of the ACC distance sensor is 24 V. The power supply comes from the central electrical
system (A100).
A radar sensor (also called an antenna) works as the distance sensor in high-frequency operation and a
transmission frequency of 76 - 77 GHz. The distance sensor is tted in the vehicle's bumper. Its detection
range is 200 metres and the beam angle is approx. ±5.5°. The yaw rate sensor signal detects the current
direction of the road and allocates vehicles to the lanes. Radar beams are reected by vehicles in front and
subsequently evaluated. This means the system detects the distance and relative speed of vehicles in front
of it in the same lane. This information is sent to the ACC control unit via the sensor CAN data bus.
T 39 2nd edition 51
DEVICE DESCRIPTION
Plug assignment TGS, TGX, P11, P12, P14, P15, P16

9 166 Ground
Panel
TGS/TGX:
Panel (1) on vehicles without light array

A panel (1) is tted in front of the distance sensor to Panel (2) on vehicles with light array
act as mechanical protection.
Note: In order to allow radar beams to pass through the panel, the panel must not be painted.
Calibration

This ACC distance sensor is frame-mounted and does not need to be recalibrated after the bumper is replaced.
High-frequency operation is deactivated before calibration, i.e. ACC is without function. High-frequency mode
is not re-established until completing correct calibration. This means that ACC is ready for operation again.
TGS/TGX:
52 T 39 2nd edition
DEVICE DESCRIPTION
The distance sensor is aligned in parallel to the driven rear axle. The distance sensor is equipped with a
mirror (1) (optical axis). This involves aligning the distance sensor correctly according to the specied values
for AZOF mirror offset (horizontal position of the distance sensor) and ELOF mirror offset (vertical position of
the distance sensor). This is performed using MAN-cats® II. Its variance from the radar axis (2) is indicated
on the adhesive label on the bottom side of the housing and also saved in the EEPROM of the distance
sensor. Radar axis refers to the central axis of the distance sensor's radar eld of view. The optical axis is
perpendicular to the small square mirror of the distance sensor.
AZOF = horizontal position of the distance sensor signal
ELOF = vertical position of the distance sensor signal
There is an adhesive label on the rear side of the distance sensor. Values for AZOF mirror offset and ELOF
mirror offset (1) are indicated here. This basic setting was carried out by the supplier. MAN-cats® II reads
out the values indicated on the distance sensor. During calibration, these values are set as variance from the
centre of the scale above the two adjusting screws on the distance sensor (see Chapter “Calibrating the ACC
distance sensor (B574) (TGA/TGS/TGX)”). The designation AC20 (2) for the new version of the distance
sensor can be found on the top right of the adhesive label.
Technical data:
Repair instructions
– Removing and tting the distance sensor
Calibration is required subsequent to replacing/tting a present distance sensor.
– Replacing the distance sensor
If the distance sensor is replaced and the ACC control unit remains tted, you must subsequently calibrate
the distance sensor and parameterise the ACC control unit.
– Calibrating the distance sensor
See Chapter “Calibrating the ACC distance sensor (B574)”
T 39 2nd edition 53
DEVICE DESCRIPTION
Modular voltage converter (T119)

The ACC distance sensor (B574) and the yaw rate sensor (B476) require a 12 V power supply. The task of
the voltage converter is to convert the 24 V power supply into a 12 V power supply for the aforementioned
sensors.
The operating voltage of the voltage converter is 24 V. The power supply comes from the central electrical
system (A100). The voltage converter is protected by the 12 V voltage converter fuse (F216) – terminal 30
(battery).
The voltage converter is equipped with a cooling element. The cooling element ensures that the voltage
converter does not exceed the permitted operating temperature of between +85°C and approx. +95°C. Do
not cover ventilating slits on the side of the voltage converter.
The output voltage is reduced in case of an overload and short-circuit on the output of the voltage converter.
The voltage converter deactivates itself in the following operating conditions until normal operating conditions
are restored. See also SI 191302a.
– Input voltage too low

If the input voltage is below 18 V, the voltage converter deactivates all outputs after waiting for 30 sec. If
the input voltage is between 18 V and 23 V, the voltage converter deactivates all outputs after waiting for
200 sec. As soon as the power supply exceeds 23.5 V, outputs required for ACC are reactivated.
Note: The voltage converter starts up only at an input voltage of 16 V.
– Permitted operating temperature exceeded
If the cooling element temperature exceeds +100°C, the voltage converter deactivates the ACC outputs.
Subsequently allow the cooling element of the voltage converter to cool down to below +85°C. After the
temperature has fallen to below +85°C for more than 5 minutes, the voltage converter reactivates the
outputs.
– In the event of excess currents and voltages at the outputs
In the event of overcurrent, please perform an overcurrent reset. You disconnect the ACC distance sensor
(B574) and in vehicles without ESP you additionally disconnect the yaw rate sensor (B476) from the
deactivated output of the voltage converter. Subsequently wait approx. one second. Then the ACC
outputs are automatically reactivated. If the voltage converter does not switch itself back on, switch the
ignition off and on. The ACC distance sensor and in vehicles without ESP additionally the yaw rate sensor
is reconnected to the activated output of the voltage converter.
The voltage converter switches off in the event of an overvoltage at the output > 19 V, and an overvoltage
reset must be carried out. For this purpose, remove the 12 V voltage converter fuse (F216 – power supply
of the voltage converter). Subsequently wait 60 seconds before reinserting the fuse.
Important! It is possible that the voltage in the vehicle electrical system is too low in low temperatures. In this
case, the voltage converter switches off the outputs to the ACC after the ignition has been “ON” for 3 minutes.
54 T 39 2nd edition
DEVICE DESCRIPTION
Technical data:
Input:
Operating voltage: 16 - 32V
Overvoltage: 36 V/1 hour at 40°C ambient temperature
Test voltage: 27.6V
min. current at U = 16 V: 12 mA
max. current at U = 32 V: 17 A
Output:
Nominal voltage: 13.5 - 14.2 V
Plug assignment
(1) Plug connector X1 code 1 – 24 V input (3) Plug connector X3 code 2 – 12 V output
voltage voltage
(2) Plug connector X2 – plug connector for
ACC power supply, radio phone, radio,
navigation
Plug connector X1 code 1 – 24 V input voltage
Pin Line no. Assignment

24 V power supply, terminal 30 – Input voltage
1 30012
12 V voltage converter fuse (F216)
Ground
2 31000 TGA: Ground point, cab, behind instrument panel (X1642)
TGS/TGX: Ground point, cab, next to central electrical system (X1644)
Plug connector X2

Output voltage (terminal 15)
3 75301
TGA: Terminal 15 adapter, 12 V modular voltage converter
12 V power supply, ACC distance sensor (terminal 15)
ACC without ESP: ESP/ACC yaw rate sensor (B476 pin 1) and ACC
7 60050
distance sensor (B574 pin 1)
ACC with ESP: ACC distance sensor (B574 pin 1)
T 39 2nd edition 55
DEVICE DESCRIPTION

24 V power supply, terminal 15 – Input voltage
15002
12 TGA: Ignition lock plug connector (X1966)
16000
TGS/TGX: Potential distributor, line 16000 (X4645)
Ground 12 V ACC distance sensor from voltage converter – ACC with
17 31030 ESP
Ground ACC distance sensor 12 V from voltage converter – ACC without
ESP
18 31030
ESP/ACC yaw rate sensor (B476 pin 2) and ACC distance sensor (B574
pin 2)
Plug connector X3 code 2 – 12 V output voltage

12 V power supply socket
1 30325
12 V socket (X723 pin +)
12 V ground socket
2 31034
12 V socket (X723 pin -)
56 T 39 2nd edition
DEVICE DESCRIPTION
– TGA
– TGS/TGX/P11/P12/P14/P15/P16
The ACC distance button enables the driver to reduce or increase the distance from the vehicle driving in
front.
The distance from the vehicle driving in front is reduced by pressing the button down. This is displayed at
the top right of the display in the combined instrument. The number of arrows decreases. Pressing the
button down establishes a connection to terminal 15 which means that the power supply is 24 V. This is
communicated to the central on-board computer (A302).
The distance from the vehicle driving in front is increased by pressing the button up. This is displayed at the
top right of the display in the combined instrument. The number of arrows increases. Pressing the button up
establishes a connection to ground which means that the power supply is 0 V. This is communicated to the
central on-board computer (A302).
T 39 2nd edition 57
DEVICE DESCRIPTION
Internal circuit
Technical data:
Operating voltage: 16 - 32V

Test voltage: 27.6 V
Resistor R4: 47 kΩ (location lighting)
Plug assignment
TGA/P11/P12/P14/P15/P16

1 —– not used
2 60029 Power supply, terminal 15
Request ACC nominal distance – Reduce distance
3 60630
Connected to ACC distance button (S550 pin 4)
Request ACC nominal distance – Increase distance
4 60630 Connected to ACC distance button (S550 pin 3); central on-board
computer 2 (A302 pin F2/2)
Ground terminal 31
5 31000
6 —– not used
58 T 39 2nd edition
DEVICE DESCRIPTION

Ground terminal 31
7 31000
TGS/TGX

1 —– not used
Ground terminal 31
2 31000 Connected to ACC distance button (S550 pin 7); potential distributor,
21-pin, line 31000 (X2541)
Request ACC nominal distance – Reduce distance
3 60630
Request ACC nominal distance – Increase distance
4 60630 Central on-board computer 2 (A302 pin F2/2); connected to ACC range
button (S550 pin 3)
5 16000 Connected to ACC distance button (S550 pin 8); potential distributor, line
16000 (X4645)
6 —– not used
Ground terminal 31
7 31000
8 16000
T 39 2nd edition 59
DEVICE DESCRIPTION
Cruise control/road speed limiter switch (S284)
Use: Vehicles without multi-function steering wheel
Functions
– FGR: Cruise control
– FGB: Road speed limiter
The switch is a vehicle management computer input component. The vehicle management computer
transmits the driver's request to the EDC control unit via the engine CAN data bus.
Note: This switch is not required in vehicles with multi-function steering wheel (A943) because the cruise
control/road speed limiter functions are provided by a button that is integrated into the multi-function steering
wheel. This button is also used to switch ACC on and off.
ACC function
– Cruise control/road speed limiter switch (S284) is deactivated.
– Continuous brake switch (S479) is activated.
Internal circuit
60 T 39 2nd edition
DEVICE DESCRIPTION
Technical data:
Resistor R1: 2.2 kΩ
Plug assignment

1 —– not used
Request, cruise control/limiter
2 60521
Vehicle management computer (A403 pin X2/16)
3 —– not used
4 60028 Fuse, vehicle management computer, terminal 15, switches/sensors
(F583)
5-6 —– not used
Ground
7 31000
Ground point, cab, behind instrument panel (X1642)
Power supply, terminal 58, location lighting
8 58000
Fuse, instrument, switch and location lighting (F125)
T 39 2nd edition 61
DEVICE DESCRIPTION
Continuous brake switch (S479)
The switch links the cruise control with the brake and intarder. The purpose of the switch is to activate or
deactivate the power supply to the retarder/intarder electronics and thus to all retarder/intarder functions.
Pressing the switch down activates the automatic retarder/intarder system. Activation is displayed by an LED
in the switch. A connection to terminal 15 is established, which means a power supply of 24 V is provided.
This is communicated to the vehicle management computer (A403).
Pressing the switch up deactivates the automatic retarder/intarder system. The LED in the switch is no
longer lit up which indicates that the system is deactivated. The connection to terminal 15 is interrupted,
which means that the power supply is no longer issued. This is communicated to the vehicle management
computer (A403).
ACC function
– Continuous brake switch (S479) is activated.
– Cruise control/road speed limiter switch (S284) is deactivated.
Internal circuit
Technical data:
Test voltage: 27.6V
Resistor R1: 2.2 kΩ
62 T 39 2nd edition
DEVICE DESCRIPTION
Plug assignment

1 —– not used
Request for intelligent brake function or coupling
2 60610
3 —– not used
(F583)
5-6 —– not used
Ground
7 31000
Power supply, terminal 58, location lighting
8 58000
Fuse, instrument, switch and location lighting (F125)
T 39 2nd edition 63
DEVICE DESCRIPTION

ACC is operated in the same way as cruise control using the stalk switch. It is used to control the set speed
above 25 km/h.
If the stalk switch is actuated, this has the following effects on the vehicle:
– (1) “SET+”
Increase speed (+1 km/h)
– (2) “SET-”
Reduce speed (-1 km/h)
– (3) Rocker switch
– (4) “MEM”
Using the rocker switch (3), the “MEM” (“Memory”) function (4) calls up the last stored driving speed (if ACC
has already been activated before)
– (5) “OFF”
You temporarily deactivate the ACC system by operating the “OFF” function (5) on the rocker switch (3).
The system is in the status “Ready”. The previous set speed and the nominal distance are stored to make
it easier to resume these settings.
Note: ACC operation is only possible if the cruise control/road speed limiter switch (S284) is not actuated
but the continuous brake switch (S479) is actuated!
ACC is deactivated:
– after starting (after terminal 15 ON): Changeover to cruise control mode is achieved by moving the
changeover ring (6) on the stalk switch inwards.
– from ACC driving mode: The changeover ring (6) on the stalk switch must also be moved inwards to
switch from passive or active ACC driving mode into cruise control mode. The previous set speed is stored
in the memory. The speed set in ACC mode is also set for cruise control and the road speed limiter. It is
not set again but is called up using the “MEM” memory function (4) on the stalk switch.
CAUTION: danger of accidents! If the automatic cruise control ACC is deactivated, the driver must
regulate the distance himself to be able to maintain the statutory minimum distance to the vehicle in
front.
All these functions and operating statuses are communicated to the vehicle management computer (A403).
The signals are sent to the ACC control unit (A479) via the driveline CAN data bus. The ACC control unit
uses this data to control the EDC control unit (A435), the engine brake (EVB), the intarder/retarder control
unit (A144) via the vehicle management computer and it controls the EBS control unit (A402) directly. In this
way, deceleration or acceleration is actively controlled along with the vehicle speed.
64 T 39 2nd edition
DEVICE DESCRIPTION
Plug assignment

Ground, stalk switch
1 31000
Clock line
2 60608
LED actuation
3 60609
Data line
4 60607
5 —– not used
Power supply to stalk switch
(F583)
Technical data:
Min. current at 16 V: approx. 21 mA (combination with vehicle management computer)
Max. current at 32 V: approx. 24 mA (combination with vehicle management computer)
– Input
Input resistance: 5 kΩ to 24 V
125 kΩ to ground
Switching points: low < 4 V
high > 10 V
Input capacitance: 1 nF
– Outlet
Maximum input current: 100 mA

Output impedance: 5 kΩ
Output level: low < 0.5 V (100 mA)
high > 5 kΩ to 24 V
Output capacitance: 1 nF
T 39 2nd edition 65
DEVICE DESCRIPTION
Operation of the ACC system
Without multi-function steering wheel
The ACC system is operated in the same way as the cruise control via the stalk switch (A429) (1). It can be
used to set any desired speed above 25 km/h.
There is an additional control element, namely the ACC distance button (S550) (2) installed in the instrument
panel. This allows the driver to increase or reduce the time interval from the vehicle in front. Press the button
“UP” to increase the time interval (+), press the button “DOWN” to decrease the time interval (-).
With multi-function steering wheel
(1-5) Menu operations
66 T 39 2nd edition
DEVICE DESCRIPTION
(6-10) Cruise control/road speed limiter
The ACC system is operated using buttons 6 to 10 on the multi-function steering wheel (A943). It can be
used to set any desired speed above 25 km/h.
Road speed limiter and cruise control
Button 6 "+":
– Switch on and store speed once ignition has been switched on
– Increase speed (accelerate) and store
Button 7 "-":
– Switch on and store speed once ignition has been switched on
– Reduce speed (decelerate) and store
Button 8 "OFF": Switch off
Button 9 "MEM": Switch back on with the most recently stored speed
Button 10 "Preselect button": changeover between road speed limiter, cruise control and ACC
After the ignition is switched on, ACC is preselected

– ACC must be preselected and switched on in order to start operating
– ACC is not ready for use until MAN BrakeMatic is switched on
Preselect ACC (changeover)

– Press button 10 "Preselect button" repeatedly until the ACC symbol appears on the display
There is an additional control element, namely the ACC distance button (S550) (1) installed in the instrument
panel. This allows the driver to increase or reduce the time interval from the vehicle in front.
T 39 2nd edition 67
DEVICE DESCRIPTION
Continuous brake button (S1133)
In vehicles with multi-function steering wheel, ACC is active if the ignition is “ON” and the continuous brake is
activated. When the ignition is switched “ON”, the continuous brake is switched on automatically. The check
lamp in the continuous brake button (S1133) (1) will remain off. The cruise control/road speed limiter switch
is not required because the cruise control/road speed limiter function is provided by a switch integrated in the
multi-function steering wheel. This switch is also used to switch ACC on and off.
68 T 39 2nd edition
DEVICE DESCRIPTION
Calibrating the ACC distance sensor (B574)
General
Calibration refers to the procedure of setting the distance sensor in a dened geometrical orientation in relation
to the lengthways axis of the vehicle.

– After replacing the bumper
Exception: The ACC distance sensor with the designation AC20 – new version is frame-mounted and does
not need to be recalibrated after the bumper is replaced.
The fault message (SPN 04573-00) in the ACC control unit is stored if a tolerance of ±0.9° is exceeded. The
ACC only switches off at a value above ±0.9°, and calibration is required.
Note: The distance sensor is calibrated ex works. The adjusting screws of the distance sensor are sealed
with RAL 3002 (Carmine Red) bolt securing lacquer – MAN item number: 04.10139-9103. The calibration can
be checked using the calibration correction value with MAN-cats® II. No calibration is allowed to be performed
if this value is less than ±0.7°.
In the case of vehicles with air suspension, the vehicle must be at driving height in order for the adjustment
to be performed.
CAUTION: Safety regulations when working with lasers are to be observed.
Tools
Note: In the course of technical changes/enhancements, the following tools are already documented and in
use.
– Adjust ACC distance sensor with HD20+LC30 (TGA/TGS/TGX)

– Adjust ACC distance sensor with HD30+LC40 (TGA/TGS/TGX/P11/P12/P14/P15/P16)
The LC30 Koch calibration device for the ACC sensor can be used with TGS/TGX only with the aid of
an adapter (MAN item number: 80.99607-0211). SI 277102 must also be observed.
The ACC distance sensor with the designation AC20 – new version is calibrated exclusively with the
calibration device LC40 for ACC sensor. The designation AC20 can be found on an adhesive label on
the back of the distance sensor. SI 277102 must also be observed.
New order/reorder: Only HD30+LC40 can be used for a new order or reorder. In the near future, it will also
be possible to use this tool to cover any technical changes/enhancements of the ACC distance sensor, for all
types. The time saved in the assembly of HD30+LC40 is a signicant advantage.
The calibration process has been performed on TGA, TGS and TGX vehicles.
T 39 2nd edition 69
DEVICE DESCRIPTION
LC30 Koch calibration device for ACC sensor
Use: TGA/TGS/TGX
Order from the appropriate national organisation
LC40 calibration device for ACC sensor
Use: TGS/TGX/P11/P12/P14/P15/P16
MAN item number: 80.99607-6042
Koch HD20 axle alignment device
70 T 39 2nd edition
DEVICE DESCRIPTION
Koch HD30 axle alignment device
MAN-cats® II
Check and adjust ACC using MAN-cats® II.
T 39 2nd edition 71
DEVICE DESCRIPTION
Adjusting tool
A tap wrench (1) with extension (2) may be used for the adjusting screws of the distance sensor.
The tool is commercially available.
– Tap wrench: adjustable, size 1

– Extension: size 5.5 (outer and inner square head, identical in size)
72 T 39 2nd edition
DEVICE DESCRIPTION
Calibrating the ACC distance sensor with HD20+LC30 (TGA)

– HD20 = Koch axle alignment device
– LC30 = Koch calibration device for ACC sensor
It is not permitted to calibrate up to a calibration correction value of +/-0.7°.
Remove the panel of the distance sensor and attach adapter with laser head
The panel on the distance sensor has engaged. The panel can be removed by lifting it at the sides. This is
required to attach the adapter (1) and laser head (2).
Important! Please turn only the knurled handle (3) of the laser head. If the laser head is rmly attached, the
knurled handle can be turned without effect. If you turn the smooth handle (4), you will damage the mirror of
the distance sensor behind it. If this should be the case, replace the complete distance sensor (based on the
current status).
Install the HD20 axle alignment device
Mount one laser head (1) on the left and right of the rear axle respectively. Clamping arms (2) are additionally
used for aluminium wheels.
The xtures for the laser heads on the left and right of the rear axle are secured with four magnetic rods (3).
T 39 2nd edition 73
DEVICE DESCRIPTION
To prevent the laser beam shining into anybody's eye, it is possible to turn the laser head in such a way that
a small spirit level (1) appears when seen from above.
Pressing the “ON/OFF” switch (2) causes the laser beam (3) to shine downwards. The supply voltage for the
laser heads on the left and right rear axle and the distance sensor comes from a battery in each laser head
respectively.
Position the LC30 Koch calibration device for ACC sensor
Place the guide rails (1) centrally in front of the vehicle.
Place the measuring trolley (2) on the rail and push it directly in front of the vehicle.
Set up the LC30 Koch calibration device for ACC sensor/HD20 axle alignment device
Note: Please observe the safety regulations when using laser equipment.
Switch on the laser heads on the left and right rear axle with the “On/Off” switch (1) and calibrate to the front
in line with the scale.
74 T 39 2nd edition
DEVICE DESCRIPTION
The left and right rear axle laser beams (1) shine horizontally onto the measuring scales (2) on the measuring
trolley.
Undo the mounting bolt (1) on the measuring trolley. This is how you move the “rod” to the left and right in
a horizontal direction until the displayed values on the scale on the left and right of the measuring trolley are
identical. Then the mounting bolt (1) is retightened.
A spirit level (3) is tted in the measuring trolley. Its purpose is to determine if the measuring trolley is
horizontal.
A target disc with system of coordinates (4) graduated in 0.1° steps is installed on the measuring trolley. This
target disc can be moved in elevation and azimuth using the “rod” to take account of different construction
types and tyres. Azimuth (AZOF) means the horizontal position of the distance sensor signal and elevation
(ELOF) means the vertical position of the distance sensor signal.
Undo the mounting bolt (2) on the measuring trolley. This moves the “rod” up and down vertically. Undo
the mounting bolt (5) attached behind it. This moves the target disc with coordinate system (4) horizontally
to the left and right. You move the “rod” vertically up and down and the target disc with coordinate system
(4) horizontally to the left and right until the laser beam coming from the distance sensor is exactly in the
horizontal and vertical zero mark of the target disc. Mounting bolts (2) and (5) are subsequently retightened.
This brings the distance sensor to the optical zero point.
T 39 2nd edition 75
DEVICE DESCRIPTION
The laser head for the distance sensor is activated by connecting the plug connectors for the laser head (1)
and adapter (2) together. The laser beam from the distance sensor (3) shines horizontally onto the target disc
with coordinate system that is attached to the measuring trolley.
Performing calibration with MAN-cats® II
Calibration is performed in the “ACC/calibration diagnostics selection menu”.
Step 1 – Optical calibration
The optical setting of the distance sensor is made correctly using the target disc. This target disc with
coordinate system is a tool for setting and checking the variance between the radar axis and the optical axis.
During optical calibration the target disc with coordinate system is brought to the zero point (1) directly in front
of the laser head of the distance sensor. It is required that the measuring trolley is horizontal and values on
the left and right scale are identical (e.g. 22 cm left/right). The zero point on the target disc can be determined
by moving the “rod” horizontally or vertically.
76 T 39 2nd edition
DEVICE DESCRIPTION
(1) Laser beam from the distance sensor to the target disc with coordinate system at the measuring trolley
Step 2 – Calibration correction
You must perform a calibration correction after optical calibration. The radar of the distance sensor must be
correctly aligned according to the specied AZOF mirror offset and ELOF mirror offset.
Push the measuring trolley 3 m away from the front axle. Next, the measuring scales must be set to the
same value again. You must undo the mounting bolt (1) to move the “rod” to the left and right in a horizontal
direction until the displayed values on the scale on the left and right of the measuring trolley are identical (e.g.
22 cm left/right). Then the mounting bolt (1) is retightened. After this, use the target disc to read the value
and determine the sensor variance. If variance is detected, correct the sensor following the instructions in
MAN-cats® II.
T 39 2nd edition 77
DEVICE DESCRIPTION
Example of MAN-cats® II screen:
(1) Mirror offset AZOF......-0.2°: Variance in °
(2) Mirror offset ELOF......-0.2°: Variance in °
(3) Bolt lock, top, ELOF...…-2: Turn two “teeth” anti-clockwise (clicking)
(4) Bolt lock, bottom AZOF...…-2: Turn two “teeth” anti-clockwise (clicking)
(5) Calibration correction value......-0.5°: The permitted variance of -0.5° is reached after correction.
There are two setting ranges for correcting the distance sensor during calibration correction according to the
instructions of MAN-cats® II.
The adjusting screw at the top left (ELOF) (1) is used for vertical adjustment of the distance sensor and the
adjusting screw at the bottom right (AZOF) (2) is used for horizontal adjustment of the distance sensor.
78 T 39 2nd edition
DEVICE DESCRIPTION
The bolt at the bottom left (1) is the mounting bolt for the distance sensor.

Follow the instructions in MAN-cats® II after calibration.
Locking mounting bolt/adjusting screws
Subsequently after rectifying the fault or calibrating, the adjusting screws (1) of the distance sensor are
marked with RAL 3002 (Carmine Red) bolt securing lacquer – MAN item number: 04.10139-9103 – to ensure
that the distance sensor was calibrated by specialist personnel. If the distance sensor is tted and removed,
you must also mark the mounting bolt (2) of the distance sensor with RAL 3002 (Carmine Red) bolt securing
lacquer – MAN item number: 04.10139-9103.
T 39 2nd edition 79
DEVICE DESCRIPTION
Fitting the distance sensor panel
Finally ret the panel of the distance sensor.
80 T 39 2nd edition
DEVICE DESCRIPTION
Calibrating the ACC distance sensor with HD30+LC40 (TGA/TGS/TGX)

– HD30 = Koch axle alignment device
– LC40 = calibration device for ACC sensor
It is not permitted to calibrate up to a calibration correction value of +/-0.7°.
Depiction of HD30+LC40
HD30 LC40
Removing the distance sensor panel
Unscrew mounting bolts (1) and remove the panel.
(1) Distance sensor mirror
T 39 2nd edition 81
DEVICE DESCRIPTION
Install the HD30 axle alignment device
Mount laser head with retainer (1) on the left rear axle. Fasten scale (2) to the shaft.
Mount laser head with retainer (1) on the right rear axle. Fasten scale (2) to the shaft.
Position the LC40 calibration device for ACC sensor
Position cross bar (1) in the centre of the vehicle.
Distance: 100 cm to distance sensor.
82 T 39 2nd edition
DEVICE DESCRIPTION
Using the adjusting screws (1), align the cross bar (2) horizontally (3).
Attach measurement unit to the measurement cross bar and switch on power magnet (1).
Align measurement unit horizontally (1).
T 39 2nd edition 83
DEVICE DESCRIPTION
Set up the LC40 calibration device for ACC sensor/HD30 axle alignment device
Note: Please observe the safety regulations when using laser equipment. Note the sign on the measuring
unit.
Left rear axle.
Switch on the laser head using the switch (1) and align with the cross bar towards the front. The supply
voltage for the laser head, left rear axle, comes from a battery integrated into the laser head.
(2) Laser beam to the cross bar
(3) Laser beam from the cross bar
Right rear axle.
Switch on the laser head using the switch (1) and align with the cross bar towards the front. The supply
voltage for the laser head right rear axle comes from a battery integrated into the laser head.
(2) Laser beam to the cross bar
(3) Laser beam from the cross bar
84 T 39 2nd edition
DEVICE DESCRIPTION
Move cross bar in the direction of the arrow until the reection values on the scale of the left/right rear axle
are identical.
Pole wheel, left rear axle .......... 5 cm
Pole wheel, right rear axle .......... 5 cm
T 39 2nd edition 85
DEVICE DESCRIPTION
Switch on the measuring unit using the switch (1). The supply voltage for the measurement unit comes from
a battery positioned in the measuring unit.
Move the measuring unit until the laser beam is reected by the distance sensor mirror.
(2) Laser beam from the measuring unit to the distance sensor mirror.
(3) Laser beam from the distance sensor mirror to the measuring unit.
Coordinate system (graduation)
Azimuth (AZOF) means the horizontal position of the distance sensor signal and elevation (ELOF) means the
vertical position of the distance sensor signal.
(2) Laser beam from the distance sensor mirror to the measuring unit
86 T 39 2nd edition
DEVICE DESCRIPTION
Example: ELOF = -1.0° and AZOF = +1.0°
In this example, the distance sensor must be calibrated using MAN-cats® II.
Note: It is not permitted to calibrate up to a calibration correction value of +/-0.7°(3).
Performing calibration with MAN-cats® II
Calibration is performed in the "ACC/calibration diagnostics selection menu".
Step 1 – Optical calibration
The “optical” alignment of the distance sensor is performed correctly by positioning the measuring unit such
that the laser beam from the measuring unit hits the distance sensor mirror.
Step 2 – Calibration correction
You must perform a calibration correction after optical calibration. The radar of the distance sensor must be
correctly aligned according to the specied AZOF mirror offset and ELOF mirror offset.
T 39 2nd edition 87
DEVICE DESCRIPTION
Example of MAN-cats® II screen:
(1) Mirror offset AZOF......-0.2°: Variance in °
(2) Mirror offset ELOF......-0.2°: Variance in °
(3) Bolt lock, top, ELOF...…-2: Turn two “teeth” anti-clockwise (clicking)
(4) Bolt lock, bottom AZOF...…-2: Turn two “teeth” anti-clockwise (clicking)
(5) Calibration correction value......-0.5°: The permitted variance of -0.5° is reached after correction.
There are two setting ranges for correcting the distance sensor during calibration correction according to the
instructions of MAN-cats® II.
The adjusting screw at the bottom left (AZOF) (1) is used for horizontal adjustment of the distance sensor
and the adjusting screw at the top right (ELOF) (2) is used for vertical adjustment of the distance sensor.
88 T 39 2nd edition
DEVICE DESCRIPTION

Follow the instructions in MAN-cats® II after calibration.
Locking mounting bolt/adjusting screws
Subsequently after rectifying the fault or calibrating, the adjusting screws (1) of the distance sensor are
marked with RAL 3002 (Carmine Red) bolt securing lacquer – MAN item number: 04.10139-9103 – to ensure
that the distance sensor was calibrated by specialist personnel. If the distance sensor is tted and removed,
you must also mark the mounting bolt (2) of the distance sensor with RAL 3002 (Carmine Red) bolt securing
lacquer – MAN item number: 04.10139-9103.
Fitting the distance sensor panel
Finally ret the panel of the distance sensor.
T 39 2nd edition 89
DEVICE DESCRIPTION
Monitoring with MAN-cats® II:

Properties and operating statuses of the ACC can be called up in the “Monitoring” selection menu in the “ACC
diagnostics selection menu”. These are dynamic values, static values and status displays of the distance
sensor.
These are issued after replacing the ACC control unit or the distance sensor if the ACC control unit or distance
sensor are not parameterised afterwards. The vehicle identier is entered in the ACC control unit and the
distance sensor by a vehicle data le or conversion data le.
– “Dynamic values”
The “Dynamic values” menu displays the TRM status, calibration correction value and supply voltages.
– “Static values”
The “Static values” menu displays the serial number, radar identication and vehicle identication. This
shows a pairing between the distance sensor and the ACC control unit that is performed by a vehicle data
le or conversion data le.
– “Status display of the radar sensor (distance sensor)”
The following points are listed in the “Monitoring status display” menu:
– General status display
The general operating state of the distance sensor is displayed. If the operating state is not OK, switch
the ignition off and on.
– Internal hardware fault
The operating state of the distance sensor hardware is displayed. If the operating status indicates a
malfunction, switch the ignition off and on.
– Initialisation
The status of the initialisation of the distance sensor is displayed. After a failed rev-up, switch the ignition
off and on.
– Microwave transmission
If the distance sensor is adjusted, the microwave transmission is issued. If a new distance sensor has
been installed or the calibration has been cancelled, a new calibration process must be carried out.
– Antenna status
The yaw rate sensor signal detects the current direction of the road and allocates vehicles to the lanes.
Radar beams are reected by vehicles in front and subsequently evaluated. If the distance sensor does
not receive the reected radar beams, i.e. if the antenna status is blocked, the panel must be cleaned.
– Misalignment
The status of the alignment of the distance sensor is displayed. If the orientation is not OK, then the
distance sensor is misaligned. The distance sensor must be realigned.
– Malfunction due to interference frequency
In this case, the function of the distance sensor is disrupted by an interference frequency. This may be
external signals, for example. A test is to be performed, in order to establish where the signals occur.
– TRM excessive temperature
The status of the sender/receiver unit of the distance sensor is displayed. This relates to an internal value
of the ACC control unit.
– TRM undertemperature
The status of the sender/receiver unit of the distance sensor is displayed. This relates to an internal value
– PCB excessive temperature
The status of the printed circuit board of the distance sensor is displayed. This relates to an internal value
– 12 V current supply overvoltage
The status of the 12 V power supply of the distance sensor is displayed. If there is an overvoltage, check
the 12 V power supply of the voltage converter – see also SI 191302a.
– 12 V current supply undervoltage
The status of the 12 V power supply of the distance sensor is displayed. If there is an undervoltage, check
the 12 V power supply of the voltage converter – see also SI 191302a.
– Incorrect calibration for software version
The status of the calibration for the software version of the distance sensor is displayed. If the ACC
control unit and/or the distance sensor has/have been replaced, then the new ACC control unit is to be
reparameterised and the distance sensor is to be recalibrated.
– Calibration corrupt
The status of the calibration of the distance sensor is displayed. If the calibration is not OK, the calibration
of the distance sensor was cancelled. Calibration must be carried out again.
– CAN bus fault
90 T 39 2nd edition
DEVICE DESCRIPTION
The status of the sensor CAN data bus is displayed. If the function of the sensor CAN data bus is not
available, check the cables and plug connectors of the sensor CAN data bus and the ACC control unit
(A479) for short-circuit or line disconnection.
– Input data CAN fault
The status of the sensor CAN data bus is displayed. If the function of the sensor CAN data bus is not
available, check the cables and plug connectors of the sensor CAN data bus and the ACC control unit
(A479) for short-circuit or line disconnection.
– Left-hand trafc
This information is available only when the vehicle is driving. A test drive must be performed.
– Right-hand trafc
This information is available only when the vehicle is driving. A test drive must be performed.
T 39 2nd edition 91
DEVICE DESCRIPTION
DESCRIPTION OF COMPONENTS

Set-up
The ACC control unit communicates with the other systems via the CAN data bus. The control unit contains
a printed circuit board with a multipoint connector. The electronics of the control unit are congured with
integrated control circuits, microcontrollers and other electronic components.
Installation location
The ACC control unit (1) is located in the control unit compartment behind the front cover on the co-driver's
side.
92 T 39 2nd edition
DEVICE DESCRIPTION

Set-up
– TGA/TGS/TGX – old version
– TGA/TGS/TGX – new version
– P11/P12/P14/P15/P16
It relates to a micromechanical, combined yaw rate and lateral acceleration sensor.
The illustrations below show an installation example and various installation positions for the yaw rate sensor
in the TGA/TGS/TGX – old version.
T 39 2nd edition 93
DEVICE DESCRIPTION
The yaw rate sensor is tted to the frame cross member near the centre of the vehicle.
Different installation positions of the yaw rate sensor

– FD/FDL:
(A) Direction of travel (1) Plug connector in the direction of travel
– FFD/L:
94 T 39 2nd edition
DEVICE DESCRIPTION
(A) Direction of travel (1) Plug connector against the direction of

travel
– FNLS/FNLLS:
(A) Direction of travel

(1) Plug connector in the direction of travel
T 39 2nd edition 95
DEVICE DESCRIPTION

Set-up
Old version: New version:
Its detection range is 150 metres in the old version and 200 metres in the new version. The opening angle
of the beam is approx. ±5.5°. This means the system detects the distance and relative speed of vehicles in
front of it in the same lane. This information is sent to the ACC control unit.
Old version
TGA: TGS/TGX:
96 T 39 2nd edition
DEVICE DESCRIPTION
New version
TGS/TGX:
Note: The panel (cover) of the distance sensor must not be painted over.
T 39 2nd edition 97
DEVICE DESCRIPTION
Modular voltage converter (T119)

Set-up
The voltage converter converts the 24 V power supply into a 12 V power supply for the ACC distance sensor
and the yaw rate sensor. A cooling element is integrated into the voltage converter among other things.
This graphic shows an installation example for TGS/TGX. The voltage converter is installed on the co-driver's
side below the central electrical system in the area of the A-pillar.
98 T 39 2nd edition
DEVICE DESCRIPTION

The button can be used for reducing or increasing the distance from the vehicle driving in front.
Set-up
– TGA
The button contains an LED for night lighting.
– TGS/TGX/P11/P12/P14/P15/P16
After the ignition is switched on, distance setting 3 is always set.
– TGA
The button (1) is located in the instrument panel, next to the combined instrument.
T 39 2nd edition 99
DEVICE DESCRIPTION
– TGS/TGX
The button (1) is located in the instrument panel, next to the combined instrument.
100 T 39 2nd edition

DEVICE DESCRIPTION

Set-up
The ACC is operated using the stalk switch in the same way as cruise control. The stalk switch has a total of
7 shift functions and contains an LED for the cruise control and road speed limiter.
The stalk switch (1) is located on the right-hand side of the steering column.
T 39 2nd edition 101

DEVICE DESCRIPTION
Multi-function steering wheel (A943)
Set-up
(1-5) Vehicle menu (6-10) Road speed limiter and cruise control
– TGS/TGX

DEVICE DESCRIPTION
DIAGNOSTICS
General
Most control units that can be tested using MAN-cats® are connected with diagnostic socket X200 pin 3 via a
communication line. The diagnostic system stimulates a specic control unit via the communication line. The
control unit responds and transmits the faults stored in its diagnostic memory via the communication line in
digital code.
“KWP-on-CAN” control units such as ECAS2 and EBS5 do not have a communication line. Control units
with KWP-on-CAN diagnosis are stimulated by the vehicle management computer communication line. The
vehicle management computer opens a gateway to the control unit in question via the CAN.
System structure of communication lines
TGA
(A143) Electronically controlled air suspension (A403) Vehicle management computer

(ECAS); note – ECAS2 has KWP-on-CAN (A407) Combined instrument
diagnostics (A435) Electronic diesel injection
(A266) Converter-clutch unit/retarder control unit (A451) Door control module, driver's side
(A302) Central computer 2 (A452) Door control module, co-driver's side
(A312) Customer-specic control module (A474) Air-conditioning system
(A330) TipMatic gearbox control (A479) ACC control unit
(A402) Electronic brake system (EBS); note – (A483) Auxiliary air heater
EBS5 has KWP-on-CAN diagnostics (A486) Airbag control unit

DEVICE DESCRIPTION
(A494) Auxiliary water heater (A . . .) Other systems can be networked

(A626) Hydrostatic front-wheel drive control unit (X200) Diagnostic socket
(A688) Additional vehicle computer (only in (X2544) 21-pin potential distributor, communication
heavy-duty semitrailer tractor) line
(A713) Control unit in distributor unit
(air-conditioning system with auxiliary air
conditioning system)
TGS/TGX
(A144) Retarder/intarder control unit (A407) Combined instrument

(A250) Control unit, air-conditioning system (A435) Electronic diesel injection
/auxiliary air conditioning system (A451) Door control module, driver's side
(A266) Converter-clutch unit/retarder control unit (A452) Door control module, co-driver's side
(A302) Central computer 2 (A479) ACC control unit
(A312) Customer-specic control module (A483) Auxiliary air heater
(A330) TipMatic gearbox control (A494) Auxiliary water heater
(A384) Control unit, RAS-EC (A626) Hydrostatic front-wheel drive control unit
(A402) Electronic brake system (EBS); note – (A688) Additional vehicle computer (only in
EBS5 has KWP-on-CAN diagnostics heavy-duty semitrailer tractor)
(A403) Vehicle management computer (A . . . ) Other systems can be networked

DEVICE DESCRIPTION
(X200) Diagnostic socket, 16-pin (16202) Diagnostic communication line

(X2544) 21-pin potential distributor, communication
line
Bus/coach with TEPS
(A143) Electronically controlled air suspension (A403) Vehicle management computer

(ECAS). Note: ECAS2 has KWP-on-CAN (A407) Combined instrument
diagnostics (A435) Electronic diesel injection
(A144) Retarder/intarder control unit (A736) Control unit, gearbox, ZF
(A302) Central on-board computer 2 (A . . .) Other systems can be networked
(A312) Customer-specic control module (X200) Diagnostic socket
(A330) TipMatic gearbox control (X2544) 21-pin potential distributor, communication
(A354) Control unit, retarder module line
(A402) Electronic brake system
Diagnostic socket, 12-pin (X200)

The SPN diagnostic codes can be read out from the diagnostic memory of various control units using
MAN-cats® II (connection on diagnostic socket X200). The results are displayed on the MAN-cats® II display.
View of socket, cable side

DEVICE DESCRIPTION
(A) Arrow in middle points to pin 1
Plug assignment
Diagnostic socket X200 Address

Central
electrical
Pin Function Terminal Line from
system
pin
Option: HD-OBD
1 not used
CAN High
Option: HD-OBD
2 not used
CAN Low
Communication via X2544 to the
4 16202
line KWP 2000 control units
Ground point, central
9 Negative potential 31 31000 electrical system,
X1644 via X1829
10 Power supply 30 30009 via X1535 to fuse F412/10 A A2/11
11 Power supply 15 16000 via X1833 to fuse F376/10 A F/3
12 Alternator signal W 59101 Alternator G102 pin 1
Diagnostic socket HD-OBD (X200)

The 16-pin diagnostic socket HD-OBD according to ISO 15031-3 replaces the former 12-pin MAN diagnostic
socket. HD-OBD stands for Heavy Duty On-Board Diagnosis. Heavy duty in this case refers to heavy
commercial vehicles.
In future, this OBD standardisation will make it possible for the rst time for almost all vehicles worldwide to
have a uniform diagnostic system for exhaust-relevant components.
Plug assignment table
Pin Line Function

1 59101 Speed signal, alternator, terminal W
2 —- not used
3 16202 Communication line

DEVICE DESCRIPTION
4 31000 Ground terminal 31

5 —- not used
6 185 HD-OBD-CAN High
7 —- not used
9 - 13 —- not used
14 186 HD-OBD-CAN Low
15 —- not used
Installation locations of the diagnostic socket (X200), TGA
Old version
The old installation location of the 12-pin diagnostic socket X200 (1) is on the back of the central electrical
system.
New version
The new installation location of the diagnostic socket X200, 12-pin (1) is behind a cover below the cup holder
on the co-driver's side.

DEVICE DESCRIPTION
Installation location of the diagnostic socket HD-OBD (X200) in TGA
The installation location of the diagnostic socket HD-OBD X200, 16-pin (1) is located behind a cover below
the cup holder on the co-driver's side and replaces the previous 12-pin diagnostic socket.
Installation location of the diagnostic socket HD-OBD (X200) in TGS/TGX
The diagnostic socket HD-OBD X200, 16-pin (1) is located on the co-driver's side under a cover, which has
to be folded down. The central electrical system is located above the socket.
Bus/coach with TEPS

(shared data exchange)
The diagnostic sockets X200 (1) and X3090 (2) are located on the driver's partition in front of the 1st row of
seats on the left-hand side.

DEVICE DESCRIPTION
Main functions of the diagnostics

– Fault detection
– Fault analysis
Occurrence
Meaning
Identication
Fault type (static, sporadic, etc.)
– Fault storage
– Simulation for troubleshooting
Malfunction indicators
The electronic control unit has self-diagnosis functions for all outputs and various inputs. The faults at the
inputs and outputs, as well as internal faults, are detected, analysed and stored in the control unit diagnostic
memory.
The faults are also indicated on the combined instrument display and/or by the central warning lamp (H111)
in conjunction with the check lamp of the corresponding system.
In the case of STOP commands, the word STOP also appears on the display and the central warning lamp
(H111) ashes RED at 1-second intervals.
The central warning lamp (H111) lights up:

– YELLOW to indicate either a function or a warning
– RED to indicate a fault
Red always has priority over yellow. Functions or warnings (YELLOW) are always overridden by malfunctions
(RED).
In the event of a CAN failure (combined instrument – central on-board computer), the central warning lamp
(H111) lights up RED.
All current malfunction indicators are available when the ignition is switched “ON” (terminal 15), irrespective
of the vehicle status.
The faults diagnosed and stored in the control unit may involve different risks. Therefore, each individual fault
is assigned a priority.
Priorities of the displays (TGA)

The display cannot show all the information at once. It therefore shows information according to priorities.
Lower-priority information can be overwritten by higher-priority information.
Pieces of information that have the same priority are shown alternately if there is not enough room on the
display.
Diagnosis requires priorities 1 – 5.
Some function indicators have the same or a higher priority than fault indicators. In other words, a function
indicator (YELLOW) can have the same priority as a RED fault or even a STOP fault.
If the display area is already full and additional function indicators and fault indicators with the same priority
occur, the function indicator is given priority.

DEVICE DESCRIPTION
Priorities, indicator/diagnosis (TGA)
Diagnostics, Colour of central

Indicator meaning Diagnostics, meaning
priority warning lamp (H111)
Indicator critical to Driveability or safety is endangered
1 Flashing RED
safety (STOP fault, RED)
Driving information with
Indicator critical to
2 Illuminated RED recommended action, check
functioning
(RED fault)
Indicator not necessary Information before starting to drive
3 for purely normal Illuminated YELLOW or driving safety not restricted
driving operation (YELLOW fault)
4 — — No effect on driveability
Information about fault
5 Illuminated YELLOW Warning (YELLOW fault)
whilst vehicle in motion
The display only ever shows one fault at a time.
Structure of the fault texts in the diagnostic message

There are 2 lines of 16 characters available for the fault texts in the diagnostic message.
The fault text message structure always includes:

– Fault location/fault designation
– Fault information/recommended action
There are 2 types of fault text messages:

– Global fault text messages
– Specic fault text messages
Global fault text message

In the global fault text message, only the priority and the source address from the DM1 message (diagnostic
message 1) are evaluated. A general message is displayed, indicating the faulty system and the transmitted
fault number.
Diagnosis Fault text

Central warning lamp Comments
priority 1234567890123456
Sysname no. xxxxx-yy In conjunction with STOP symbol.
1 Flashing RED
diagnosis Engine must be stopped!
Sysname no. xxxxx-yy Possibly workshop-relevant fault!
2 Illuminated RED
diagnosis Indicates malfunction
Display at standstill, fault information
Sysname no. xxxxx-yy
3 Illuminated YELLOW only; no recommended action
diagnosis
necessary
4 — — No display
Sysname no. xxxxx-yy Display when vehicle in motion and at
5 Illuminated YELLOW
diagnosis standstill; fault information only
– “Sysname”: Details of the faulty system from the source address of DM1 (e.g.: ACC)
– “xxxxx”: Indicates the fault number from the fault location number (SPN) in the DM1 message (e.g.: ACC
no. 04536)
– “yy”: Indicates the fault type number (FMI) (e.g.: ACC no. 04536-03)
SPN –> Suspect Parameter Number (fault location)
FMI –> Failure Mode Identication (fault type)

DEVICE DESCRIPTION
Status display, FMI (Failure Mode Identication)
FMI 12 Disconnection or
FMI 0 Fault not specied FMI 6 Short-circuit to +UBat
short-circuit to +UBat
FMI 1 Too high FMI 13 Disconnection or

FMI 7 Short-circuit
short-circuit to ground
Memory status
FMI 2 Too low FMI 8 Signal faulty

FMI No fault
FMI 3 Implausible FMI 9 Device fault FMI Fault stored
FMI 4 No signal available FMI 10 Disconnection FMI Intermittent fault
FMI 5 Short-circuit to ground FMI 11 Loose contact FMI Fault active and has been
stored
Specic fault text message

In the case of the specic fault text message, the priority, SPN fault number and fault type (FMI) transmitted in
the DM1 message are also evaluated. Specic action if recommended and the specic fault cause is named.
The SPN fault number is not displayed in the case of specic fault text messages.
Note: Several different faults can trigger the same specic fault text message.

DEVICE DESCRIPTION
Priority in the display/diagnostics, software versions R22 and R24
Colour of central
Symbol Indicator meaning Diagnostics, meaning
warning lamp (H111)
Threat of vehicle damage. Driving

Safety Flashing red
safety at risk.
Workshop visit necessary

Workshop Illuminated red immediately. Driving safety may
be at risk.
Remedy the fault immediately

or drive slowly to a workshop,
Information Illuminated yellow
depending on the cause of the yellow
message.
For display of fault texts, see system description of combined instrument T 62.
Structure of the fault texts in the diagnostic message
The fault text message structure always includes:

– Symbol
– Text message
– Check lamp
– Audible signal
There are 3 types of text message:

– One message
– Several messages
– Message indicating a value
One message
In the case of a single message, only the fault, system data and priority are indicated.

DEVICE DESCRIPTION
Several messages with multi-function steering wheel A943
(1) Display for several faults (3) Symbol for scrolling

(2) Symbol for conrmation (4) Symbol for at least 10 faults
If there are several faults, this can be seen by the double left edge (1). If more than 9 faults occur, this is
indicated by the plus sign (4) in the status line.
Several messages without multi-function steering wheel A943
The double edge indicates that there are several messages, while the two lower rectangular elds indicate
the possible button functions for the buttons shown on the next graphic.

DEVICE DESCRIPTION
Message indicating a value
The combined message shows precisely the rear axle and side on which the tyre with insufcient pressure is
located. The values allow a comparison. The deviating value has a black background.

DEVICE DESCRIPTION
SPN – diagnostic codes shown on the display, software versions R22 and R24
The display is integrated in the combined instrument (A407). All the driver and service information is displayed.
View of the display
The gure above shows a fault message from the ACC system. If you now call up the diagnostics in the
menu, you will see the SPN diagnostic code on the display, as shown by the next illustration.
The fault is active and has a priority of 5. The SPN is 02201 and the FMI (Failure Mode Identication) is 3
(specic fault text message).

DEVICE DESCRIPTION
Break box
After having tted the stalk switch for cruise control/gearbox (A429), cruise control/road speed limiter switch
(S284), continuous brake switch (S479), continuous brake button (S1133) and multi-function steering wheel
(A943), the vehicle management computer checks the function of the components that require a connection
to ACC using a break box.
Example of a break box connection:
Components:
Components connected:
Position Designation Item number

1 Break box with measuring jumpers 80.99641-6027
The set of 69-pin cable arms for the vehicle management computer and ECAS
consists of items 2, 3 and 4, which are described below. The components 80.99641-6023
included in the set can also be ordered individually at a later date.
2 Cover plate for break box, 69-pin 80.99641-0068
3 Cable arms, 69-pin (pin) for connection to the vehicle cable harness 80.99641-0050
4 Cable arms, 69-pin (socket) for connection to the control unit 80.99641-0049
5 Connection to vehicle cable harness “A403 - X1: white”
6 Connection to vehicle cable harness “A403 - X2: dark grey”
7 Connection to vehicle cable harness “A403 - X3: yellow”
8 Connection to vehicle cable harness “A403 - X4: light grey”
9 Connection to vehicle management computer “A403 - X4: light grey”
10 Connection to vehicle management computer “A403 - X3: violet”

DEVICE DESCRIPTION
Connection to vehicle management computer “A403 - X2: dark

11
grey”
12 Connection to vehicle management computer “A403 - X1: white”
Connecting the break box:

– Secure the vehicle to prevent it from rolling away unintentionally (parking brake, wheel chocks).
– Switch off the engine and the ignition.
– Check that the vehicle management computer is protected by the specied 10 A or 7.5 A fuses: F371
– power supply, vehicle management computer, terminal 30 (battery) and F372 – power supply, vehicle
management computer, terminal 15 (ignition).
– Disconnect the vehicle management computer.
– Connect the break box between the vehicle management computer and the vehicle cable harness.
Use the test step list to check the components or functions of the vehicle management computer that are
required in conjunction with ACC using the break box and a multi-function measuring device (multimeter).
Square-wave signals are measured with a Fluke ScopeMeter 123.
Multi-function measuring device – multimeter

Voltage and resistance values are determined using the multi-function measuring device (multimeter).

DEVICE DESCRIPTION
Fluke ScopeMeter 123

Square-wave signals are monitored using the Fluke ScopeMeter 123.
Troubleshooting program
The following troubleshooting program contains the faults that can be detected by the diagnostic memory.
The sequence of tests corresponds to the numerical succession of diagnostic codes (SPNs), irrespective of
the evaluation of the fault.
During the receipt check on a vehicle, always read out the entire diagnostic memory and document all stored
errors (MAN-cats® shortcut CTRL+F11). This is important because cables and/or components have to be
disconnected during troubleshooting and this means the corresponding fault messages may be set and saved.
Consequently, the diagnostic memory should always be deleted after intermediate inspections. If parts are
exchanged, send a printout from MAN-cats® verifying the fault together with the returned part in order to claim
back the costs. (The printout is an extract from the diagnostic memory, see above.)
Other procedures are only permitted subject to consultation with the Service Department in Munich!
Likewise, control units may only be exchanged under warranty subject to consultation with the Service
Department in Munich.
Repeat the check and delete the diagnostic memory after rectifying the fault and checking the repair work.
The diagnostic memory should always be deleted using MAN-cats®
Always delete the diagnostic memory and observe the fault before replacing any components or
control units. If there are several diagnostic memory entries, always take test information into account
rst that does not require any components or control units to be replaced. Always switch off the

DEVICE DESCRIPTION
ignition before carrying out the repair and replacing components or control units. Failure to switch
off the ignition will lead to diagnostic memory entries (SPNs) in the various electronic control units.
Always carry out the "Check cables" step as follows:

– Disconnection or contact resistance (e.g. due to widened sockets, pushed back plugs/sockets or oxidised
plug connectors)
– Short-circuit to negative
– Short-circuit to positive
– Short-circuit to adjacent lines
– Loose contacts
– Water or moisture in the cable harness
Cable harnesses may be damaged even though the corrugated tube appears undamaged from the outside!
Break the connection to the control unit before measuring resistance values.
Refer to vehicle-specic circuit diagrams!
Resistance measurement
– Ignition “OFF”
– The break box is connected between the vehicle management computer and the vehicle.
– All jumpers must be closed in the break box. The jumper at which the value is being measured must be
open.
Voltage measurement
– The break box is connected between the vehicle management computer and the vehicle.
– Ignition “ON”
– All jumpers must be closed in the break box. Measurement for the "cruise control/gearbox" stalk switch is
also performed with the jumper open.
Voltage is measured with the engine running and the vehicle stationary.

DEVICE DESCRIPTION
SPN – diagnostic code description

This section presents the diagnostic codes that are shown on the combined instrument display or MAN-cats®
screen in the event of a fault. The fault causes and responses are documented for the listed diagnostic code
descriptions.
SPN - Suspect Parameter Number – fault location
Note: See test step list for test step
The SPN diagnostic codes in the range from 04432 up to and including 04499 are not stored in the diagnostic
memory of the ACC control unit (A479). These diagnostic codes dene shut-off conditions of the ACC.
ACC depends on other control units being set correctly (parameterisation). This means it is possible for an
ACC fault to be signalled although the fault that occurs has not been caused by ACC, only detected by ACC.
The SPN diagnostic codes in the range from 04500 up to and including 04585 are stored in the diagnostic
memory of the ACC control unit (A479). These diagnostic codes dene the faults that have occurred or
been detected in the ACC.
SPN SPN-Plain text

Description
04432 Cruise control switch (sleeve) operated
The signal comes from the cruise control/road speed limiter switch (S284) in connection with the
stalk switch for cruise control/gearbox (A429). "Sleeve" is the changeover ring of the stalk switch
for cruise control/gearbox. Move the changeover ring on the stalk switch to the inside if you would
like to go from ACC driving mode to cruise control mode.
Fault reaction: ACC switches off.
Fault cause: Operator error by the driver. No realistic shifting and functional states, caused by
an operator error by the driver.
Fault rectication: No fault rectication required. ACC must be reactivated by the driver. If this
fault is frequently reported, the driver must be informed about operation/functions of the ACC.
Information is documented in the Operator's Manual.
04433 Cruise control switch “Off” actuated
Signal coming from the cruise control/road speed limiter switch (S284) or the preselect button
"FGB, FGR and ACC" ("road speed limiter, cruise control and Adaptive Cruise Control") on the
multi-function steering wheel.
04434 Road speed limiter mode/road speed limiter switch is on
Signal coming from the cruise control/road speed limiter switch (S284) or the preselect button
"FGB, FGR and ACC" ("road speed limiter, cruise control and Adaptive Cruise Control") on the
multi-function steering wheel.

DEVICE DESCRIPTION
SPN SPN-Plain text

Description
04435 Parking brake not released/parking brake applied
The signal is sent from the EBS control unit (A402).
04436 ABS faulty/invalid
Fault cause: ABS not responding and/or faulty
Fault rectication: Read out diagnostic memory of the “Overall vehicle” with MAN-cats® II and
rectify the faults in the corresponding system.
04437 EBS faulty/invalid
Fault cause: EBS not responding and/or faulty or EBS 5/4 tted. EBS 4 is standard. EBS 5/4
disables braking by the ACC when trailers with no ABS are used.
04438 Footbrake activated
The signal is sent from the accelerator unit (A402).
Fault reaction: Controlled ACC deactivation is performed.
04439 Continuous brake lever operated
The signal is sent from retarder/intarder.
04440 Continuous brakes “Off”
The signal is sent from the continuous brake switch (S479) or the continuous brake button
(S1133).
04441 ASR intervention
Fault cause: ASR intervention

DEVICE DESCRIPTION
SPN SPN-Plain text

Description
04442 ABS intervention
Fault cause: ABS intervention
04443 ESP intervention
Fault cause: ESP intervention
04444 ACC has activated EBS for too long/brake temperature
Fault rectication: Adapt driving style to allow the brakes to cool down and to be able to
reactivate ACC.
04445 Engine speed too low
The signal is sent from the EDC control unit (A435).
Fault rectication: Increase speed, observe shifting states.
04446 Delay too long
Fault cause: Excessive ACC system deceleration, EBS mass estimate possibly incorrect.
Fault rectication: Driving longer distances. Read out diagnostic memory of the “Overall vehicle”
with MAN-cats® II and rectify the faults in the corresponding system.
04447 No/invalid driving speed
The signal is sent from the vehicle management computer (A403) or the central on-board
computer 2 (A302) or the tachograph (A408).
Fault cause: No driving speed available on the driveline CAN data bus.
04448 No EBS intervention possible
Fault cause: EBS does not permit ACC intervention
04449 EBS status check
Fault cause: EBS status implausible

DEVICE DESCRIPTION
SPN SPN-Plain text

Description
04450 ESP faulty
Fault cause: ESP failed/ESP not responding and/or faulty.
04451 No brake pedal/invalid CAN message EBC1. Brake pedal
EBC1 = Electronic Brake Controller 1. EBC1 is the name of the message. It is sent from the EBS
control unit (A402) and supplies information on the brake pedal.
Fault cause: If the EBC1 message is not OK or has not been received within a time period that
can be parameterised, a timeout is set.
04452 Continuous brake lever faulty/invalid CAN message ERC1X.Continuous brake lever
In vehicles without multi-function steering wheel, the continuous brake lever is the continuous
braking momentary switch (A437), in vehicles with multi-function steering wheel, this is the stalk
switch for retarder/gearbox (A942). The signal is sent from the stalk switch that the driver uses
in normal mode to create continuous brake torque.
Fault cause: Continuous brake rocker switch (A437)/stalk switch for retarder/gearbox (A942) not
responding and/or faulty.
04453 No engine/invalid CAN message EEC1.Torque
EEC1 = Electronic Engine Controller 1. EEC1 is the name of the message that is sent from the
EDC control unit or the vehicle management computer (A403) and supplies information about
engine torque.
Fault cause: If the EEC1 message is not OK or hasn't been received within a time period that
04454 Engine intervention not by ACC, driver, gearbox, road speed limiter, max. road speed
limiter, maximum-speed governor (EDR) or brake.
Fault cause: Intervention by unknown control unit.
04455 No engine speed/invalid CAN message EEC1.Engine speed
EEC1 = Electronic Engine Controller 1. EEC1 is the name of the message that is sent from EDC
or the vehicle management computer (A403) and supplies information about engine speed.
Fault cause: If the EEC1 message is not OK or hasn't been received within a time period that

DEVICE DESCRIPTION
SPN SPN-Plain text

Description
04456 No accelerator/invalid CAN message EEC2.Accelerator
EEC2 = Electronic Engine Controller 2. EEC2 is the name of the message sent by the EDC or
vehicle management computer (A403). The message contains signals from the accelerator, kick
down or the load in force at the current speed.
Fault cause: Accelerator invalid or EEC2 message not received. Vehicle management computer
failed/vehicle management computer not responding or faulty.
04457 No accelerator/invalid CAN message EEC2.Idling speed switch
EEC2 = Electronic Engine Controller 2. EEC2 is the name of the message sent by the EDC or
vehicle management computer (A403). The message contains signals from the accelerator, kick
down or the load in force at the current speed.
Fault cause: Accelerator programming incorrect or not performed
Fault rectication: Program accelerator. Read out diagnostic memory of the “Overall vehicle”
04458 No RX/invalid CAN message ERC1_RX.Torques (engine brake)
ERC1_RX is the message that is only sent if there is an engine brake (EVB) installed
(parameterise vehicle management computer).
Fault cause: EVB not responding and/or faulty.
04459 No RD/invalid CAN message ERC1_RD.Torques (secondary retarder)
ERC1_RD is the message that is only sent if there is a secondary retarder installed (parameterise
vehicle management computer).
Fault cause: Intarder not responding and/or faulty.
04460 No RE/invalid CAN message ERC1_RE.Torques (primary retarder)
ERC1_RE is the message that is only sent if there is a primary retarder installed (parameterise
Fault cause: PriTarder not responding and/or faulty.
04461 Retarder intervention fault
The signal is sent from the intarder/PriTarder or the vehicle management computer (A403).
Fault cause: Intarder, PriTarder or vehicle management computer not responding and/or faulty.
04462 No ground
The signal is sent from the EBS control unit (A402) or the vehicle management computer (A403).
Fault cause: Ground calculation incorrect

DEVICE DESCRIPTION
SPN SPN-Plain text

Description
04463 Display faulty
The signal is sent from the combined instrument (A407).
Fault cause: Display not responding and/or faulty.
04464 No cruise control switch/invalid CAN message CCVS.Cruise control switch
CCVS = Cruise Control/Vehicle Speed. It includes information about the status of the cruise
control/road speed limiter (S284) switch and the status of the preselect button "FGB, FGR and
ACC" (road speed limiter, cruise control and Adaptive Cruise Control) on a multi-function steering
wheel.
Fault cause: Cruise control switch not responding and/or faulty.
rectify the faults in the corresponding system. Check cruise control switch for functionality, check
cables and plug connectors.
04465 Cruise control active in ACC mode/invalid CAN message CCVS.enable == cruise control
wheel.
Fault cause: Cruise control switch not responding and/or faulty.
rectify the faults in the corresponding system. Check cruise control switch for functionality, check
04466 No road speed limiter switch/invalid CAN message CCVS.Road speed limiter switch
wheel.
Fault cause: Road speed limiter switch not responding and/or faulty.
rectify the faults in the corresponding system. Check road speed limiter switch for functionality,
check cables and plug connectors.
04467 No continuous brakes OFF/invalid CAN message CCVS.IntelBrakeCoupl.
CCVS = Cruise Control/Vehicle Speed. Here, it includes information on intelligent brake coupling
– the status of the continuous brake switch (S479) and the continuous brake button (S1133).
Fault cause: Switch or button for Brakematic not responding and/or faulty.
rectify the faults in the corresponding system. Check Brakematic switch/button for functionality,
check cables and plug connectors.
04468 No cruise control lever/invalid CAN message CCVS.Off switch or CCVS.Lever
CCVS = Cruise Control/Vehicle Speed. Here, it includes information on the status of the stalk
switch for cruise control/gearbox (A429).
Fault cause: Stalk switch for cruise control/gearbox not responding and/or faulty.
rectify the faults in the corresponding system. Check stalk switch for cruise control/gearbox for
functionality, check cables and plug connectors.

DEVICE DESCRIPTION
SPN SPN-Plain text

Description
04469 No range selector switch/invalid CAN message AUX1_ZBR.Switch
The message is called AUX1_ZBR and it includes information about the status of the ACC
distance button (S550).
Fault cause: ACC distance button not responding and/or faulty.
rectify the faults in the corresponding system. Check ACC distance button for functionality, check
Test steps:
Measure voltage:
Power supply for location lighting; ACC distance button – pin 8 (+) and pin 7 (-): ~= 16 - 32 V
(UBat)
Reduce power supply for distance; ACC distance button – pin 3 (+) and pin 2 (-) on vehicles
without multi-function steering wheel; pin 3 (+) and pin 5 (-) on vehicles with multi-function steering
wheel: press button down, connection to terminal 15: ~= 16 - 32 V (UBat)
Increase power supply for distance; ACC distance button – pin 4 (+) and pin 5 (-) on vehicles
without multi-function steering wheel; pin 4 (+) and pin 2 (-) on vehicles with multi-function steering
wheel: press button up, connection to ground: 0 V.
Replace the ACC distance button (S550) if the cause of the fault is not clear.
04470 Driveline fault/invalid CAN message ETC1.ShiftInProcess or ETC1.DrivelineEngaged
ETC1 = Electronic Transmission Control 1. This message is sent by the vehicle management
computer (A403) only when there is a manually operated gearbox.
Fault cause: Fault in driveline CAN data bus
04471 Clutch fault/invalid CAN message CCVS.Clutch
CCVS = Cruise Control/Vehicle Speed. It includes information about the clutch.
Fault cause: Fault in driveline CAN data bus
04472 Clutch travel invalid
The signal is sent from the clutch travel sensor.
Fault cause: Clutch pedal travel programmed incorrectly or not at all
Fault rectication: Program clutch travel. Read out diagnostic memory of the “Overall vehicle”
04473 Speed irregularities between EEC1.Engine speed and TCO1.Speed
EEC1 = Electronic Engine Controller 1. The number 1 denes the content (engine speed) of the
message.
TCO1 = Tachograph. The message contains speed information and a malfunction warning ag.
Fault cause: Speed sensors supply contradicting signals.

DEVICE DESCRIPTION
SPN SPN-Plain text

Description
04474 Valid ETC2.Ratio markedly different from valid speed ratio
ETC2 = Electronic Transmission Control 2. The number 2 denes the content (gear display and
shift arrows) of the message.
Fault cause: Axle ratio deviates considerably. The message from the vehicle management
computer (A403) is not received.
04475 No TCO speed/invalid CAN message TCO.Speed
TCO = Tachograph. The message contains speed information and a malfunction warning ag.
Fault cause: Tachograph not responding and/or faulty.
04476 No wheel speed/invalid CAN message EBC2.Speed
EBC2 = Wheel speed information. The number 2 denes the content (wheel speed) of the
message. The signal is sent from the EBS control unit (A402).
Fault cause: EBS wheel speed incorrect
04477 Engine speed too high
The signal is sent from the EDC control unit (A435).
Fault rectication: ACC is reactivated by reducing engine speed. If this fault is frequently
reported, the driver must be informed about operation/functions of the ACC. Information is
documented in the Operator's Manual.
04478 No gear or clutch disengaged/open driveline for about 10 sec.
The signal is sent from the vehicle management computer (A403).
Fault rectication: ACC is reactivated by engaging the clutch or a gear. If this fault is frequently
04479 Speed too slow
an operator error by the driver. Driving speed < 25 km/h
Fault rectication: ACC is reactivated by increasing driving speed. If this fault is frequently
04480 Speed too fast
Fault rectication: ACC is reactivated by adapting driving speed. If this fault is frequently

DEVICE DESCRIPTION
SPN SPN-Plain text

Description
04481 Bend too tight/valid bending too great
The signal is sent from the ACC distance sensor (B574).
Fault cause: Corner radius too small.
Fault rectication: No fault rectication required. ACC must be reactivated by the driver.
04482 No yaw rate/invalid yaw rate
The signal is sent from the yaw rate sensor (B476).
Fault cause: Yaw rate sensor supplying invalid yaw rate.
Fault rectication: Check the yaw rate sensor for functionality and its installation position; the
arrow on an adhesive label attached to the side of the yaw rate sensor must always point along
the vehicle, never across the vehicle.
Test step:
Measure voltage:
Power supply for yaw rate sensor; yaw rate sensor – pin 1 (+) and pin 2 (-): ~= 12 V.
Replace the yaw rate sensor (B476) if the cause of the fault is not clear.
04483 No lateral acceleration/invalid lateral acceleration
The signal is sent from the yaw rate sensor (B476).
Fault cause: Yaw rate sensor supplying invalid lateral acceleration.
Fault rectication: Check the yaw rate sensor for functionality and its installation position; the
arrow on an adhesive label attached to the side of the yaw rate sensor must always point along
the vehicle, never across the vehicle.
Test step:
Measure voltage:
Power supply for yaw rate sensor; yaw rate sensor – pin 1 (+) and pin 2 (-): ~= 12 V.
Replace the yaw rate sensor (B476) if the cause of the fault is not clear.
04484 Radar still in initialisation mode (after ACC initialisation mode)
Fault cause: ACC distance sensor still in initialisation mode when activated.
Fault rectication: Ignition "OFF" and ignition "ON" again; check 12 V power supply of the ACC
distance sensor; check cables and plug connectors
Test step:
Measure voltage:
Power supply for ACC distance sensor; ACC distance sensor – pin 1 (+) and pin 2 (-): ~= 12 V.
Replace the ACC distance sensor (B574) if the cause of the fault is not clear.
04485 Bending is detected as invalid in CAN message
Fault cause: Minimum curve radius not reached
Fault rectication: No fault rectication required.

DEVICE DESCRIPTION
SPN SPN-Plain text

Description
04499 ACC control unit is still in initialisation phase
The signal is sent from the ACC control unit (A479).
Fault reaction: Unable to activate ACC.
Fault cause: ACC control unit still in initialisation mode on activation.
Fault rectication: Ignition "OFF" and ignition "ON" again; check 24 V power supply of the ACC
control unit; check cables and plug connectors
Test steps:
Measure voltage:
Power supply for ACC control unit terminal 15; ACC control unit – pin X1/2 (+) and pin X1/3 (-):
~= 16 - 32 V (UBat)
~= 16 - 32 V (UBat)
04500 Internal system error, Trap NMI
Fault reaction: ACC control unit function cancelled.
Fault cause: Control unit fault
Fault rectication: Replace ACC control unit
04501 Internal system error, Stack overow
04502 Internal system error, Stack underow
04503 Internal system error, Trap ILLBUS
04504 Internal system error, Trap ILLINA
04505 Internal system error, Trap ILLOPA
04506 Internal system error, Trap PRTFLT

DEVICE DESCRIPTION
SPN SPN-Plain text

Description
04507 Internal system error, Trap UNDOPC
04508 Internal system error, Trap PECC5
04511 Internal RAM faulty/memory test on switch-on
04512 External RAM faulty/address line test on switch-on
04513 External RAM faulty/memory test on switch-on
04514 Flash faulty/ash checksum test on switch-on
04515 External watchdog/test of function of the external watchdog on switch-on

DEVICE DESCRIPTION
SPN SPN-Plain text

Description
04516 Program runtime exceeded
04517 HighLevelTask too long/runtime monitoring
04518 LowLevelTask too long/runtime monitoring
04519 Application task too long
04520 Supply voltage (tl.15) too low
Fault cause: Supply voltage below 18 V for 5 seconds; the fault may be caused by briey
disconnecting, switching off or removing the fuse for the ACC control unit
subsequently delete the diagnostic memory. If the fault is still present: Check the power supply;
wait at least 20 seconds before the ACC control unit can be disconnected
Test step:
Measure voltage:
~= 16 - 32 V (UBat)
04521 Tl. 30 voltage too low
Fault cause: Terminal 30 voltage below 8 V for 1 second; the fault occurs by briey disconnecting,
switching off or removing the fuse of the ACC control unit.
subsequently delete the diagnostic memory. If the fault is still present: Check the power supply;
wait at least 20 seconds before the ACC control unit can be disconnected
Test step:
Measure voltage:
~= 16 - 32 V (UBat)

DEVICE DESCRIPTION
SPN SPN-Plain text

Description
04522 Relay faulty, no terminal 30.
Fault cause: Check the relay function by switching on and off and measuring voltages; the fault
may be caused by briey disconnecting, switching off or removing the fuse of the ACC control
unit.
Fault rectication: Read out diagnostic memory of the “Overall vehicle” with MAN-cats® II
and subsequently delete the diagnostic memory. If the fault is still present: Check terminal 30
connection on the ACC control unit and cable harness; wait at least 20 seconds before the ACC
control unit is allowed to be removed.
Test step:
Measure voltage:
~= 16 - 32 V (UBat)
04523 Relay faulty, continuous terminal 30.
Fault cause: Check the relay function by switching on and off and measuring voltages to
double-check.
Fault rectication: Read out diagnostic memory of the “Overall vehicle” with MAN-cats® II
and subsequently delete the diagnostic memory. If the fault is still present: check terminal 30
connection to the ACC control unit and cable harness
Test step:
Measure voltage:
~= 16 - 32 V (UBat)
04524 Invalid data record/EEPROM checksum test on switch-on.
Fault cause: Control unit fault or incorrect parameterisation
Fault rectication: Reparameterise ACC control unit and subsequently switch off terminal 15.
Replace the ACC control unit if unsuccessful.
04525 Driveline CAN fault/if Bus-Off is reached and 0.5 s afterwards
In the event of Bus-Off, the control unit is not taking part in CAN communication. The signal is
sent from the driveline CAN data bus.
Fault cause: Driveline CAN data bus fault
rectify the faults in the corresponding system. Check the cables and plug connectors of the
driveline CAN data bus for short-circuit or line disconnection.
Test steps:
Measure resistance:
Driveline CAN data bus; ACC control unit – pin X1/14 (+) and pin X1/15 (-): approx. 60 Ω
Driveline CAN data bus; vehicle management computer – pin X1/14 (+) and pin X1/15 (-): approx.
120 Ω, at approx. 0 Ω short-circuit from CAN-High to CAN-Low.

DEVICE DESCRIPTION
SPN SPN-Plain text

Description
04526 Driveline CAN fault/if overow occurred in CAN controller
The signal is sent from the driveline CAN data bus.
Test steps:
Measure resistance:
Driveline CAN data bus; ACC control unit – pin X1/14 (+) and pin X1/15 (-): approx. 60 Ω
Driveline CAN data bus; vehicle management computer – pin X1/14 (+) and pin X1/15 (-): approx.
120 Ω, at approx. 0 Ω short-circuit from CAN-High to CAN-Low.
04527 Cannot send TSC1-EBS/last send message has not been sent yet
TSC1 = Torque Speed Control 1. The message for torque speed control is sent from the EBS
control unit (A402).
04528 Cannot send TSC1-vehicle management computer/last send message has not been sent
yet
TSC1 = Torque Speed Control 1. The message for torque speed control is sent from the vehicle
management computer (A403).
04529 EBC1 CAN message not received
EBC1 is the name of the message from the EBS control unit (A402) and contains signals related
to the brake pedal and/or the ABS and ASR statuses.
Fault cause: Failure of gearbox control unit/EBS
04530 ERC1_RX CAN message not received (engine brake)
ERC1_RX is the message that is only sent if there is an engine brake installed (parameterise
Fault cause: Failure of vehicle management computer
04531 ERC1_RE CAN message not received (primary retarder)
ERC1_RE is the message that is only sent if there is a primary retarder installed (parameterise
Fault cause: Failure of exhaust valve brake (EVB)

DEVICE DESCRIPTION
SPN SPN-Plain text

Description
04532 ERC1_RD CAN message not received (secondary retarder)
ERC1_RD is the message that is only sent if there is a secondary retarder installed (parameterise
Fault cause: Intarder failure
04533 EEC1 CAN message not received
EEC1 = Electronic Engine Controller 1. EEC1 is the name of the message that is sent from the
EDC control unit (A435) or the vehicle management computer (A403) and contains information
about engine torque.
04534 CCVS CAN message not received
CCVS = Cruise Control/Vehicle Speed. The signal is sent from the vehicle management computer
(A403)
04535 Not all control lever operations/CCVS message cycle too fast
CCVS = Cruise Control/Vehicle Speed. The signal is sent from the vehicle management computer
(A403).
Fault cause: Fault in vehicle management computer
Fault rectication: Check parameterisation of vehicle management computer (A403) and/or
reparameterise.
04536 TCO1 CAN message not received
TCO1 is the name of the message and TCO stands for tachograph. The message contains speed
information and a malfunction warning ag.
Fault cause: Failure of tachograph/central on-board computer 2
04537 EBC2 CAN message not received
EBC2 = Wheel speed information. The number 2 denes the content of the message and contains
information about wheel speed. The signal is sent from the EBS control unit (A402).
Fault cause: Failure of EBS
04538 EEC2 CAN message not received
EEC2 = Electronic Engine Controller 2. EEC2 is the name of the message sent by the EDC
control unit (A435) or vehicle management computer (A403). The message contains signals
from the accelerator, kick down or the load in force at the current speed.

DEVICE DESCRIPTION
SPN SPN-Plain text

Description
04539 ETC1 CAN message not received
ETC1 = Electronic Transmission Control 1. This message is sent from the vehicle management
computer.
Fault cause: Failure of gearbox control unit
04540 ETC2 CAN message not received
ETC2 = Electronic Transmission Control 2. The number 2 denes the content of the message
and contains information about gear display and shift arrows.
Fault cause: Failure of gearbox control unit
04541 TC1 CAN message not received
TC1 = Transmission Control 1.
Fault cause: Failure of vehicle management computer/gearbox control unit
04542 VDC1 CAN message not received
VDC1 = Vehicle Dynamic Stability Control 1. The signal is sent from ESP.
Fault cause: Failure of ESP/EBS and/or incorrect parameterisation
04543 AUX1_ZBR CAN message not received
AUX1_ZBR is a message from the central computer 2 (A302) (switch statuses, check lamps).
Fault cause: Failure of central on-board computer 2/combined instrument
04544 Cannot send ACC1/last send message has not been sent yet
Fault cause: Unable to send messages at the driveline CAN data bus.
driveline CAN data bus for short-circuit or line disconnection. Check cables and plug connectors
of the ACC, measure resistance at the driveline CAN data bus.
04545 Cannot send DM1/last send message has not been sent yet
DM1 = Diagnostic Message 1 and is used to send an active fault message.

DEVICE DESCRIPTION
SPN SPN-Plain text

Description
04546 Synchronisation fault/TCO1 CAN messages not received in cycle
TCO1 = Tachograph. This message contains speed information and a malfunction warning ag.
Fault cause: Tachograph failure
rectify the faults in the corresponding system. Check parameterisation of tachograph (A408)
and/or reparameterise. Check the cables and plug connectors of the driveline CAN data bus for
short-circuit or line disconnection.
04547 WEIG CAN message not received
The CAN message “Vehicle weight” from EBS control unit (A402) is not received.
Fault cause: Failure of EBS.
04548 ALB CAN message not received
The CAN message “Axle load” from EBS control unit (A402) is not received.
Fault cause: Failure of EBS
04549 Unable to send Trans-Conf request/unable to request Trans-Cong CAN message
04550 No conguration messages/Trans,Rx,Rd,Re,Ccvs Cong not received
Fault cause: No conguration messages
rectify the faults in the corresponding system. If in combination with other messages: check
parameterisation of ACC control unit (A479) and reparameterise.
04551 Eng-Conf CAN messages not received
The engine conguration message is sent from the EDC control unit (A435).
Fault cause: EDC failure
04552 Check EBC1 timeout/timeout was only detected by additional monitoring
EBC1 = Electronic Brake Controller 1. This message is sent from the EBS control unit (A402)
and contains signals related to the brake pedal and/or the ABS and ASR statuses.
Fault cause: Control unit fault.
Fault rectication: Check parameterisation of the ACC control unit (A479)/replace ACC control
unit

DEVICE DESCRIPTION
SPN SPN-Plain text

Description
04553 Check brake/excessive braking time only detected in additional monitoring
unit
04554 Check TCO1 tachograph timeout/timeout was only detected by additional monitoring
TCO1 = Tachograph. This message contains speed information and a malfunction warning ag.
unit
04555 Check delay/excessively long delay was only detected in additional monitoring
unit
04556 Sensor CAN fault/if Bus-Off is reached
In the event of Bus-Off, the control unit is not taking part in CAN communication. The signal is
sent from the sensor CAN data bus.
Fault cause: ACC distance sensor, sensor CAN data bus fault
Fault rectication: Check the cables and plug connectors of the sensor CAN data bus for
short-circuit or line disconnection.
Test step:
Measure resistance:
ACC distance sensor, sensor CAN data bus; ACC control unit – pin X1/10 (+) and pin X1/12 (-):
approx. 60 Ω (control unit connected); approx. 120 Ω (control unit disconnected); at approx. 0 Ω
short-circuit from CAN-High to CAN-Low.
04557 SSTA not received
Message from the ACC distance sensor (B574) is not received.
Fault cause: The ACC distance sensor is not supplied with 12 V. Sensor CAN data bus not
connected correctly.
Fault rectication: Check the wiring, fuse of 12 V power supply (F216) or voltage converter
(T119). Check the cables and plug connectors of the sensor CAN data bus for short-circuit or line
disconnection.
Test steps:
Measure voltage:
Power supply for ACC distance sensor; ACC distance sensor – pin 1 (+) and pin 2 (-): ~= 12 V
Measure resistance:
Sensor CAN data bus; ACC control unit – pin X1/10 (+) and pin X1/12 (-): approx. 60 Ω (control
unit connected); approx. 120 Ω (control unit disconnected); at approx. 0 Ω short-circuit from
CAN-High to CAN-Low.

DEVICE DESCRIPTION
SPN SPN-Plain text

Description
04558 STGT not received
disconnection.
Test steps:
Measure voltage:
Measure resistance:
04559 STGT2 not received
disconnection.
Test steps:
Measure voltage:
Measure resistance:
04560 Radar fault/internal radar fault
Fault cause: General fault of ACC distance sensor
disconnection.
Test steps:
Measure voltage:
Measure resistance:
Replace the ACC distance sensor and recalibrate it if the cause of the fault is not clear.
04561 Radar fault/incorrect or irreparably damaged radar software (ERROR_SOFTWARE1)
Fault cause: ACC distance sensor not responding and/or faulty.
Fault rectication: Replace and recalibrate ACC distance sensor.

DEVICE DESCRIPTION
SPN SPN-Plain text

Description
04562 Radar fault/incorrect or irreparably damaged radar software (ERROR_SOFTWARE2)
Fault cause: ACC distance sensor not responding and/or faulty.
Fault rectication: Replace and recalibrate ACC distance sensor.
04563 Radar fault/supply voltage too high
The signal is sent from the voltage converter (T119).
Fault cause: 12 V power supply unavailable
Fault rectication: Check 12 V power supply of the voltage converter – see also SI 191302a
Test step:
Measure voltage:
Power supply for ACC distance sensor – pin 1 (+) and pin 2 (-): ~= 12 V
04564 Radar fault/supply voltage too low
The signal is sent from the voltage converter (T119).
Fault cause: 12 V power supply unavailable
Fault rectication: Check 12 V power supply of the voltage converter – see also SI 191302
Test step:
Measure voltage:
Power supply for ACC distance sensor – pin 1 (+) and pin 2 (-): ~= 12 V
04565 Radar fault/TRM too hot
This refers to the high-frequency unit 1st temperature sensor. The signal is sent from the ACC
distance sensor (B574).
Fault cause: High-frequency unit too hot
Fault rectication: Terminal 15 off, wait, terminal 15 on and wait to see if the fault re-occurs,
otherwise replace the ACC distance sensor.
04566 Radar fault/TRM too cold
This refers to the high-frequency unit 1st temperature sensor. The signal is sent from the ACC
Fault cause: High-frequency unit too cold
04567 Radar fault/PCM too hot
This refers to the high-frequency unit 2nd temperature sensor. The signal is sent from the ACC
Fault cause: PCM too hot
04568 Radar fault/sensor CAN bus fault
Fault cause: Sensor CAN data bus function unavailable
Fault rectication: Check the cables and plug connectors of the sensor CAN data bus and the
ACC control unit (A479) for short-circuit or line disconnection.
Test step:
Measure resistance:

DEVICE DESCRIPTION
SPN SPN-Plain text

Description
04569 Radar fault/sensor CAN message fault
Fault cause: Sensor CAN data bus function unavailable
ACC control unit (A479) for short-circuit or line disconnection.
Test step:
Measure resistance:
04570 Radar fault/no parameter settings
Fault cause: ACC control unit (A479) parameterised incorrectly
Fault rectication: Reparameterise ACC control unit and recalibrate ACC distance sensor.
04571 Radar fault/pairing fault
The signal is sent from the ACC control unit (A479) and the ACC distance sensor (B574).
Fault cause: ACC control unit and ACC distance sensor do not have identical ID.
04572 Radar fault/HF switched off
HF = high-frequency unit. The signal is sent from the ACC control unit (A479) and the ACC
Fault cause: High-frequency unit is switched off
04573 Radar fault/sensor alignment fault
Fault cause: ACC distance sensor has detected that it is incorrectly aligned.
Fault rectication: Recalibrate ACC distance sensor.
04574 Radar fault/background noise fault
Fault cause: Excessive background noise
Fault rectication: No known remedy. Terminal 15 off. Replace the ACC distance sensor if the
fault re-occurs. Reparameterise ACC control unit and recalibrate ACC distance sensor
04575 Radar fault/antenna blocked
A radar sensor (also called an antenna) works as the ACC distance sensor in high-frequency
operation and a transmission frequency of 76-77 GHz.
Fault cause: Radar antenna is blocked
Fault rectication: Remove panel and clean. Remove dirt and/or ice, etc. from the ACC distance
sensor.

DEVICE DESCRIPTION
SPN SPN-Plain text

Description
04576 ESP gyro fault
Gyro = yaw rate sensor (B476). This fault occurs only in vehicles with ESP. The signal is sent
from the EBS control unit (A402).
Fault cause: ESP no longer supplies this message to the driveline CAN data bus for the ACC
control unit (A479). Incorrect parameterisation.
rectify the faults in the corresponding system. Load the conversion data le. Check EBS control
unit for functionality and parameterisation, check parameterisation of the ACC control unit (A479)
and/or reparameterise
04577 Cannot send YRSContr./last gyro request not sent
Gyro = yaw rate sensor (B476). This fault occurs only in vehicles without ESP.
Fault cause: Unable to request yaw rate sensor. Sensor CAN data bus is interrupted.
ACC control unit (A479) for short-circuit or line disconnection. If only in combination with SPN
diagnostic code 04578; check cable harness for yaw rate sensor.
Test step:
Measure resistance:
04578 Cannot receive YRSData/gyro message not received
Fault cause: Unable to request yaw rate sensor. Sensor CAN data bus is interrupted.
ACC control unit (A479) for short-circuit or line disconnection. If only in combination with SPN
diagnostic code 04577; check cable harness for yaw rate sensor.
Test step:
Measure resistance:
04579 YRS fault/internal gyro fault or wrong ID
Fault cause: Yaw rate sensor supplies faults or sends incorrect ID code.
Fault rectication: Check functionality of yaw rate sensor, check parameterisation of ACC
control unit (A479) or reparameterise; if fault cause is not clear, replace yaw rate sensor
04580 Cannot send SVEH
The signal is sent from the sensor CAN data bus.
Fault cause: Sensor CAN data bus is disrupted.
ACC control unit (A479) for short-circuit or line disconnection. If single fault, check cabling; if in
combination with SPN diagnostic codes 04577 and 04578, check yaw rate sensor cable harness;
if in combination with SPN diagnostic codes 04577, 04578 and 04557, 04558, 04559, check
entire cable harness or plug connector on ACC control unit.
Test step:
Measure resistance:

DEVICE DESCRIPTION
SPN SPN-Plain text

Description
04581 Yaw rates installation/internal gyro installed incorrectly
Gyro = yaw rate sensor. The signal is sent from the yaw rate sensor (B476).
Fault cause: Yaw rate sensor tted incorrectly
Fault rectication: Fit yaw rate sensor correctly: the direction indicated on the adhesive label
on the side of the yaw rate sensor must always point along the vehicle, not across the vehicle.
04582 Transverse acceleration installation/internal gyro installed incorrectly
Gyro = yaw rate sensor. The signal is sent from the yaw rate sensor (B476).
Fault cause: Yaw rate sensor tted incorrectly
Fault rectication: Fit yaw rate sensor correctly: the direction indicated on the adhesive label
on the side of the yaw rate sensor must always point along the vehicle, not across the vehicle.
04583 User stack fault
Fault rectication: Replace the ACC control unit if the fault is permanent
04584 Unit AT fault
04585 ACC status fault

DEVICE DESCRIPTION
Test step list

The test step list enables the components and/or functions of the ACC to be checked with the break box, a
multi-function measuring device (multimeter) and a FLUKE ScopeMeter 123.
Test description
In the list of test steps given in this Chapter (example: test step 1), the rst test contact is identied with
“pin X2/8” and the second test contact with “pin X1/3”. Use a multi-function measuring device (multimeter)
to measure the resistance between these pins. This involves direct measurement of ACC components. The
measuring mode to be set on the multi-function measuring device (multimeter) is shown between columns
Pin+ and Pin- that specify the test contacts.
Example: Setting “V” = Voltage measurement
Example: Setting “Ω” = Resistance measurement
Once the test conditions have been met, the value displayed on the multi-function measuring device
(multimeter) (actual property) can be compared with the setpoint value (nominal property).
The break box is connected between the vehicle management computer and the vehicle. All jumpers must
be closed in the break box. The jumper at which the value is being measured must be open.
Test step list for ACC without multi-function steering wheel (A943)
Test performed by:

SN: ................................................................
..........................................................
Customer: .......................................................... First registration: .............................................
Vehicle type: ................................................. Vehicle identier: ............................................
Engine type: ....................................................... Engine number: ..............................................
....................................................................... Control unit no.: ...........................................
Mileage: ................................................. Date: .........................................................
Read out the diagnostic memory of the ACC control unit (A479) using MAN-cats® II. Use the test step list to
locate the entered active faults.
– Use brief overviews and/or circuit diagrams for the specic vehicle in question when troubleshooting.
– Voltage measurements are taken with the ignition switched on, the engine running and the vehicle stationary.
– Resistance measurements are taken with the ignition switched off.
– Voltage and resistance values are measured between the positive connection (pin+) and negative
connection (pin-) on the multi-function measuring device (multimeter).
– Never measure at the plug contacts themselves without using suitable test probes! Danger of
bending open the contacts!
– Disconnect and connect the plug connector from the control unit on which the measurement is being made.
Stalk switch for cruise control/gearbox
Comment: The values are measured directly on the vehicle management computer.

DEVICE DESCRIPTION
Measuring device Setpoint value [Ω] Measured value [Ω]

Vehicle management
computer pin Vehicle
designation Pin+ Pin- management Vehicle FFR Vehicle
computer
Gearbox cruise control
and retarder data line ~= 1.5 MΩ ~= 1.6 MΩ
X2/8 X1/3 Plug Plug
Stalk switch for cruise ......... .........
control/gearbox (A429) connector connector
connected disconnected
Cable number 60607 31000
Gearbox cruise control
and retarder clock line ~= 1.2 MΩ ~= 1.7 MΩ
X1/7 X1/3 Plug Plug
Road speed limiter check
lamp ~= 8.4 kΩ ~= 1.67 kΩ
X2/17 X1/3 Plug Plug

DEVICE DESCRIPTION
Cruise control/road speed limiter switch
Comment: in the active state, the switch is closed. The values are measured directly on the vehicle
management computer.
Vehicle management Measuring device Measured

Setpoint value [Ω]
computer pin designation Pin+ Pin- value [Ω]
Cruise control/road speed

limiter request, cruise
control/road speed limiter
X2/16 X1/3
switch (S284) ~= 4.6 kΩ ..................
Closed: road speed limiter
Open: cruise control
Continuous brake switch
Comment: in the active state, the switch is closed. The values are measured directly on the vehicle
management computer.

Setpoint value [Ω]
Request, intelligent brake

function (coupling)
X1/16 X1/3
TGA: Continuous brake switch ~= 4.6 kΩ ..................
(S479)
CAN data bus
Comment: No 120 Ω terminating resistor is integrated in the ACC control unit.
ACC control unit pin Measuring device Measured

Setpoint value [Ω]
designation Pin+ Pin- value [Ω]
Resistance between driveline

CAN-High and driveline
CAN-Low X1/14 X1/15 approx. 60 Ω
– ACC control unit No terminating ..................
disconnected resistor!
blue blue
Wire colour
/red /white
X1/14 X1/15
CAN-Low
– ACC control unit connected approx. 60 Ω ..................
blue blue
Wire colour
/red /white
Resistance between sensor
CAN-High and sensor
CAN-Low X1/10 X1/12
– ACC control unit approx. 120 Ω ..................
disconnected
red yellow
Wire colour
/yellow /red

DEVICE DESCRIPTION

Setpoint value [Ω]

CAN-High and sensor
X1/10 X1/12
CAN-Low
red yellow
Wire colour
/yellow /red
Voltage measurement
– The measurement is made directly on the control unit, sensor, button, etc.
The operating voltage is approximately 28 V; the operating voltage range is 16 – 32 V
ACC control unit power supply
Comment: Pin X1/3 is connected to terminal 31 – battery ground.

Setpoint value [V]
designation Pin+ Pin- value [V]

– Terminal 15 X1/2 X1/3
ACC fuse, terminal 15 (F413) 16 - 32 V (UBat) ..................

Yaw rate sensor power supply
Yaw rate sensor pin Measuring device Measured

Setpoint value [V]

1 2
Voltage converter (T119) ~= 12 V ..................
ACC distance sensor power supply
ACC distance sensor pin Measuring device Measured

Setpoint value [V]
ACC distance sensor power

supply 1 2

DEVICE DESCRIPTION
Power supply for ACC range button
ACC range button pin Measuring device Measured

Setpoint value [V]
Power supply for ACC distance

2 5
button (S550) – terminal 15 16 - 32 V (UBat) ..................
Power supply for location
lighting of ACC distance button 8 7 16 - 32 V (UBat)
(S550) Light switch (S111) ..................
switched on
Power supply for ACC range 16 - 32 V (UBat)
button (S550) 3 (4) 5 Pressing the button
– Reduce distance down establishes a ..................
connection to terminal
Cable number 60630 31000 15
Power supply for ACC range
button (S550) 4 (3) 5 0 V, pressing the
– Increase distance button up establishes ..................
a connection to ground
Cruise control/road speed limiter switch
Comment: in active state (road speed limiter), the switch is closed. The values are measured directly on the
vehicle management computer.

Setpoint value [V]
computer pin designation Pin+ Pin- value [V]

limiter request UTL15 switch closed
Cruise control/road speed X2/16 X1/3 (switch pressed down;
limiter switch (S284) ..................
– Road speed limiter function 15): road speed limiter
limiter request 0 V switch open
Cruise control/road speed X2/16 X1/3 (switch pressed up;
limiter switch (S284) ..................
– Cruise control function 15 interrupted): FGR
Comment: The value is measured directly on the cruise control/road speed limiter switch.

DEVICE DESCRIPTION
Cruise control/road Measuring device Measured

speed limiter switch pin Setpoint value [V]
Pin+ Pin- value [V]
designation
Search light power supply
Cruise control/road speed 8 7
limiter switch (S284) 16 - 32 V (UBat) ..................
Continuous brake switch
Comment: The switch is closed in active status (continuous brake activated). The values are measured
directly on the vehicle management computer.

Setpoint value [V]

function (coupling) UTL15 switch closed
Continuous brake switch X1/16 X1/3 (switch pressed down;
(S479) ..................
– Continuous brake activated 15)
function (coupling)
Continuous brake switch 0 V switch open
X1/16 X1/3 (switch pressed up;
(S479) ..................
– Continuous brake connection to terminal
deactivated 15 interrupted):
Comment: The value is measured directly on the continuous brake switch.
Continuous brake switch pin Measuring device Measured

Setpoint value [V]
Search light power supply

Continuous brake switch 8 7
(S479) 16 - 32 V (UBat) ..................
Stalk switch for cruise control/gearbox
Comment: The values are measured directly on the vehicle management computer.
The break box is used for measuring the voltage values of the cruise control/gearbox stalk switch.
– The break box is connected between the vehicle management computer and the vehicle cable harness.
– All jumpers must be closed in the break box. The “gearbox cruise control and retarder data line” and
“gearbox cruise control and retarder clock line” measuring steps are also performed with the jumper open.

DEVICE DESCRIPTION
Setpoint value [V] Measured value [V]

Vehicle
management Measuring device Jumper
computer pin opened Jumper Jumper opened Jumper
designation closed closed
Pin+ Pin- FFR Vehicle FFR Vehicle
Gearbox cruise
control and
retarder data line ~= ~=
X2/8 X1/3 ~=
Stalk switch for 23.5 14.2 ....... ....... .......
cruise control 14.2 V
V V
/gearbox (A429)
Gearbox cruise
control and
retarder clock line ~= ~=
X1/7 X1/3 ~=
Stalk switch for 13.5 22.4 ....... ....... .......
cruise control 12.3 V
V V
/gearbox (A429)
Vehicle management Measuring device Setpoint value [V] Measured value [V]
computer pin
designation Pin+ Pin- ON OFF ON OFF
Road speed limiter check

lamp
X2/17 X1/3
Stalk switch for cruise ~= 27 V 0V ......... .........
control/gearbox (A429)

DEVICE DESCRIPTION
Driveline CAN data bus

Setpoint value [V]
Voltage between driveline ~= 1.8 - 3.2 V

X1/14 X1/3
CAN-High and ground Square-wave ..................
Cable colour, cable number blue/red 31000 signal*
Voltage between driveline
X1/15 X1/3 ~= 1.8 - 3.2 V
CAN-Low and ground
Square-wave ..................
blue signal*
Cable colour, cable number 31000
/white
* Test with a Fluke ScopeMeter 123
The diagram above shows signal characteristics for the driveline CAN data bus high signal (channel A) and
the driveline CAN data bus low signal (channel B).
Sensor CAN data bus

Setpoint value [V]
Voltage between sensor

X1/10 X1/3
CAN-High and ground ~= 1.8 - 3.2 V
..................
red Square-wave signal*
/yellow
X1/12 X1/3
CAN-Low and ground ~= 1.8 - 3.2 V
..................
yellow Square-wave signal*
/red

DEVICE DESCRIPTION
The diagram above shows signal characteristics for the sensor CAN data bus high signal (channel A) and the
sensor CAN data bus low signal (channel B).

Setpoint value [V]

diagnostic socket (X200) 16 - 32 V (UBat -2 V)
X1/18 X1/3
Condition: No data trafc on (MAN-cats® II not ..................
communication line connected)
X1/18 X1/3
With data trafc on (MAN-cats® II ..................
Delete diagnostic memory with MAN-cats® II

Read out diagnostic memory and archive the faults. Please delete the diagnostic memory with MAN-cats® II
after rectifying all faults.
There must not be any faults in the memory when the ignition is switched back on. Otherwise, search for the
fault and remedy the problem.

DEVICE DESCRIPTION
Test step list for ACC with multi-function steering wheel (A943)
Test performed by:

SN: ................................................................
..........................................................
Customer: .......................................................... First registration: .............................................
Vehicle type: ................................................. Vehicle identier: ............................................
Engine type: ....................................................... Engine number:..............................................
....................................................................... Control unit no.: ...........................................
Mileage: ................................................. Date: .........................................................
Read out the diagnostic memory of the ACC control unit (A479) using MAN-cats® II. Use the test step list to
locate the entered active faults.
– Use brief overviews and/or circuit diagrams for the specic vehicle in question when troubleshooting.
– Voltage measurements are taken with the ignition switched on, the engine running and the vehicle stationary.
– Resistance measurements are taken with the ignition switched off.
– Voltage and resistance values are measured between the positive connection (pin+) and negative
connection (pin-) on the multi-function measuring device (multimeter).
– Never measure at the plug contacts themselves without using suitable test probes! Danger of
bending open the contacts!
– Disconnect and connect the plug connector from the control unit on which the measurement is being made.
Button, continuous brake
Comment: in the active state, the switch in the button is closed. The values are measured directly on the
vehicle management computer.

Setpoint value [Ω]

function (coupling)
X1/16 X1/3
Continuous brake button ~= 4.6 kΩ ..................
(S1133)

DEVICE DESCRIPTION
CAN data bus
Comment: No 120 Ω terminating resistor is integrated in the ACC control unit.

Setpoint value [Ω]

CAN-Low X1/14 X1/15 approx. 60 Ω
– ACC control unit No terminating ..................
disconnected resistor!
blue blue
Wire colour
/red /white
X1/14 X1/15
CAN-Low
blue blue
Wire colour
/red /white
CAN-High and sensor
CAN-Low X1/10 X1/12
– ACC control unit approx. 120 Ω ..................
disconnected
red yellow
Wire colour
/yellow /red
CAN-High and sensor
X1/10 X1/12
CAN-Low
red yellow
Wire colour
/yellow /red
Voltage measurement
– The measurement is made directly on the control unit, sensor, button, etc.
The operating voltage is approximately 28 V; the operating voltage range is 16 – 32 V
Comment: Pin X1/3 is connected to terminal 31 – battery ground.

Setpoint value [V]

X1/2 X1/3
– Terminal 15 16 - 32 V (UBat) ..................

DEVICE DESCRIPTION
Yaw rate sensor pin Measuring device Measured

Setpoint value [V]

1 2
ACC distance sensor power supply
ACC distance sensor pin Measuring device Measured

Setpoint value [V]
ACC distance sensor power

supply 1 2
Power supply for ACC range button
ACC range button pin Measuring device Measured

Setpoint value [V]
Power supply for switch 16 - 32 V (UBat)

or location lighting of ACC 8 7 Rotary light switch with
distance button (S550) ..................
rear fog lamp (S1112)
Cable number 16000 31000 switched on
Power supply for ACC range 16 - 32 V (UBat)
button (S550) 3 (4) 2 Pressing the button
– Reduce distance down establishes a ..................
Cable number 60630 31000 15
Power supply for ACC range
button (S550) 4 (3) 2 0 V, pressing the
– Increase distance button up establishes ..................
a connection to ground
Power supply for ACC distance
5 2
button (S550) – terminal 15 16 - 32 V (UBat) ..................

DEVICE DESCRIPTION
Button, continuous brake
Comment: The switch is closed in active status (continuous brake activated). The values are measured
directly on the vehicle management computer.

Setpoint value [V]
Request, intelligent brake UTL15 switch closed in

function (coupling) button; when ignition is
Continuous brake button X1/16 X1/3 turned “ON”, continuous
(S1133) brake is activated
..................
– Continuous brake activated automatically; no check
lamp will be lit in the
Cable number 60610 31000 button (connection to
terminal 15)
Request, intelligent brake 0 V switch open in
function (coupling) the button; continuous
Continuous brake button brake is switched off,
X1/16 X1/3
(S1133) one check lamp will
..................
– Continuous brake be lit in the button
deactivated (button pressed up,
Cable number 60610 31000 15 interrupted)
Comment: The value is measured directly on the continuous brake button.
Continuous brake button, Measuring device Measured

Setpoint value [V]
pin designation Pin+ Pin- value [V]
Power supply, switch or

location lighting
8 7
Continuous brake button 16 - 32 V (UBat) ..................
(S1133)
Driveline CAN data bus

Setpoint value [V]
Voltage between driveline ~= 1.8 - 3.2 V

X1/14 X1/3
CAN-High and ground Square-wave ..................
Cable colour, cable number blue/red 31000 signal*
Voltage between driveline
X1/15 X1/3 ~= 1.8 - 3.2 V
CAN-Low and ground
Square-wave ..................
blue signal*
/white

DEVICE DESCRIPTION
The diagram above shows signal characteristics for the driveline CAN data bus high signal (channel A) and
the driveline CAN data bus low signal (channel B).
Sensor CAN data bus

Setpoint value [V]

X1/10 X1/3
CAN-High and ground ~= 1.8 - 3.2 V
..................
red Square-wave signal*
/yellow
X1/12 X1/3
CAN-Low and ground ~= 1.8 - 3.2 V
..................
yellow Square-wave signal*
/red
The diagram above shows signal characteristics for the sensor CAN data bus high signal (channel A) and the
sensor CAN data bus low signal (channel B).

DEVICE DESCRIPTION

Setpoint value [V]

X1/18 X1/3
Condition: No data trafc on (MAN-cats® II not ..................
X1/18 X1/3
With data trafc on (MAN-cats® II ..................
Delete diagnostic memory with MAN-cats® II

Read out diagnostic memory and archive the faults. Please delete the diagnostic memory with MAN-cats® II
after rectifying all faults.
There must not be any faults in the memory when the ignition is switched back on. Otherwise, search for the
fault and remedy the problem.

ADDITIONAL CIRCUIT DIAGRAMS

BRIEF OVERVIEWS

BRIEF OVERVIEW, ACC WITH ESP – OLD VERSION (TGA)
As at: 09/2004
Legend
A100 Central electrical system
A302 Central computer 2
A403 Vehicle management computer
A429 Stalk switch for cruise control/gearbox
A479 ACC control unit
B574 ACC distance sensor
F125 Fuse, location lighting
F413 ACC fuse (terminal 15)
F583 Vehicle management computer fuse (terminal 15) switches/sensors
R258 Terminating resistor, ACC sensor CAN
S550 Button, ACC, distance
T119 Modular voltage converter
X200 Pl. con. 37-pin diagnosis (MAN-cats)
X1642 Ground point, cab, behind combined instrument
X1644 Ground point, cab, next to central electrical system
X2541 21-pin potential distributor for line 31000
X2544 21-pin potential distributor, communication line
X3287 Cab member, left ACC
——– ————————————————————————
B1 Installation location, engine
E6 Installation location, central electrical system area
E7 Installation location, control units, plug-in modules
F Installation location, instrument panel
F1 Installation location, middle section
F2 Installation location, steering column/steering wheel
F4 Installation location, front wall, inside left

BRIEF OVERVIEW, ACC WITH ESP – OLD VERSION (TGA)

BRIEF OVERVIEW, ACC WITHOUT ESP – OLD VERSION (TGA)
As at: 09/2004
Legend
B476 ESP/ACC yaw rate sensor
F125 Fuse, location lighting
F583 Vehicle management computer fuse (terminal 15) switches/sensors
X200 Pl. con. 37-pin diagnosis (MAN-cats)
X1642 Ground point, cab, behind combined instrument
X2204 Pl. con. Cab yaw rate sensor
——– ————————————————————————
C1 Installation location, bumper
F5 Installation location, front wall, inside right
R1 Installation location, frame front section

BRIEF OVERVIEW, ACC WITHOUT ESP – OLD VERSION (TGA)

BRIEF OVERVIEW, ACC WITH ESP – OLD VERSION (TGS/TGX)
As at: 02/2008
Legend
A407 Combined instrument
A943 Multi-function steering wheel
X4397 Pl. con. Multi-function steering wheel
——– ————————————————————————
J2 Installation location, A-pillar, co-driver's side

BRIEF OVERVIEW, ACC WITH ESP – OLD VERSION (TGS/TGX)

BRIEF OVERVIEW, ACC WITHOUT ESP – OLD VERSION (TGS/TGX)
As at: 02/2008
Legend
B476 ESP/ACC yaw rate sensor
X2204 Pl. con. Cab yaw rate sensor
——– ————————————————————————
F5 Installation location, front wall, inside right
J2 Installation location, A-pillar, co-driver's side
R1 Installation location, frame front section

BRIEF OVERVIEW, ACC WITHOUT ESP – OLD VERSION (TGS/TGX)

BRIEF OVERVIEW, ACC WITH OR WITHOUT ESP – NEW VERSION (TGS/TGX)
As at: 11/2008
Legend
A1124 Power Train Manager
——– ————————————————————————

BRIEF OVERVIEW, ACC WITH OR WITHOUT ESP – NEW VERSION (TGS/TGX)

BRIEF OVERVIEW, ACC WITH ESP – OLD VERSION (P11/P12/P14/P15/P16)
As at: 08/2005
Legend
F628 Fuse for terminal 15
R262 ACC heating sensor panel (not currently tted)
X3013 Pl. con. Instrument panel 1
X3313 Pl. con. ACC 12 V adaptation
X3720 Pl. con. ACC main control panel
——– ————————————————————————
C Installation location, front
D Installation location, main control panel
F1 Installation location, interface, instrument panel

BRIEF OVERVIEW, ACC WITH ESP – OLD VERSION (P11/P12/P14/P15/P16)

BRIEF OVERVIEW, ACC WITH ESP – NEW VERSION (P11/P12/P14/P15/P16)
As at: 12/2009
Legend
A942 Stalk switch for retarder/gearbox
F628 Fuse for terminal 15
X1968 Pl. con. Cruise control switch
X3013 Pl. con. Instrument panel 1
X3720 Pl. con. ACC main control panel
——– ————————————————————————
C Installation location, front
D Installation location, main control panel
F1 Installation location, interface, instrument panel

BRIEF OVERVIEW, ACC WITH ESP – NEW VERSION (P11/P12/P14/P15/P16)

Adaptive Cruise Control (ACC)

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Adaptive Cruise Control (ACC)

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Electrical system

Adaptive Cruise Control

Editorial deadline 07/2010

MAN Truck & Bus AG

We reserve the right to make modications in the course of further development.

© 2010 MAN Truck & Bus AG

Editorial Department: SAWET-Y, OB/WT, 07/2010

Pressure: MAN-Werksdruckerei (on-site printing works)

Safety instructions ....................................................................................................... 13

System description ...................................................................................................... 26

Additional circuit diagrams

Brief overviews ......................................................................................................... 159

Components ........................................................................................................................................... 102

EVB Exhaust valve brake

IMR Integrated mechanical relay (start control)

NSL Rear fog lamp

TBM On-board telematics module

1. Regulations for preventing accidents leading to injury to personnel

During inspection, adjustment and repair work

Working on the brake system

Working on vehicles with a compressed natural gas (CNG) system

Working on the compressed natural gas (CNG) system

Operating the engine

Attachments and special bodies

Working on high-pressure lines

Testing injection nozzles

Work on the vehicle electrical system

Important: battery gases are explosive!

Caution! Battery acid is poisonous and corrosive!

Work on plastic tubes – risk of damage and re

Working with a tilted cab

Work on the air-conditioning system

Work on the airbag or belt pretensioner units

Working on the independent heater

2. Guidelines for preventing damage and premature wear on units

3. Limited liability for spare parts and accessories

4. Regulations for avoiding injury and environmental contamination

Health protection precautions

Service products and process materials

Cleaning the cooling circuit

Cleaning the lter insert

Used engine/gearbox oil

Dealing with AdBlue®

5. Information for working on the Common Rail system

Information for people with pacemakers

Risk of damage due to ingress of dirt

Before starting work on the clean side

After opening the clean side

Risk of damage due to ingress of dirt

6. Limp-home program for units with electronic control units

– Output of a fault message with a diagnostic memory entry.

Note: No claims are made regarding completeness of this list.

Trucknology Generation A (H01 - H99)

Type Model designation Type Model designation

H41 TGA 32/35.D20 8X4 BL H99 TGA 28.D20 6X2-4 LL-LE

Trucknology Generation S (01S - 99S, 01W - 99W)

Type Model designation Type Model designation

Type Model designation Type Model designation

Trucknology Generation X (01X - 99X)

Type Model designation Type Model designation

Bus/coach (P01 - P99)

Type Model designation Type Model designation

OPERATING INSTRUCTIONS FOR CIRCUIT DIAGRAMS

Installation locations for location designations