Repair Manual

Repair Manual
MAN Industrial Diesel Engines

D0836 LE2xx
MAN Engines
A Division of MAN Truck & Bus
Repair Manual
MAN-Industrial Diesel Engines
D 0836 LE 2..
51.99598-8182 „Translation of the original instructions“

Version 03
Foreword
This Repair Manual is designed to facilitate repair of the engines listed in line with accepted technical prin-
ciples.
The pictures and associated descriptions show typical work that may not always be applicable to the en-
gine in hand, which nevertheless does not mean that they are not correct.
In such cases, the repair work is to be planned and carried out in a similar way.
It is compulsory that the engine be removed before performing any of the work described in this Repair
Manual.
The expert knowledge necessary for handling diesel engines was taken for granted when this publication
was compiled.
Note:
Only use fuel, coolants and lubricants in accordance with MAN regulations, otherwise the manu-
facturer’s warranty will not apply!
For basic information on the consumable materials, refer to the publication ”Fuels, Lubricants
and Coolants for MAN Diesel Engines”.
You can find the approved products on the Internet at:
−http://www.man-engines.com/ " Products & Solutions " E-Business
Any repair of components such as injection pump, alternator etc. ought to be left to our or the manufac-
turer’s service department.
Yours faithfully
MAN Truck & Bus AG
Werk Nürnberg
Vogelweiherstraße 33
90441 Nürnberg
Tel: +49911/420-1745
Fax: +49911/420-1932
E-Mail: Engine-Documentation@man.eu
Internet: www.man-engines.com
We reserve the right to make technical modifications in the course of further development.
© 2014 MAN Truck & Bus AG
Reprinting, copying or translation, also of excerpts, are not permitted without the approval in writing of
MAN. All rights according to copyright laws are expressly reserved by MAN.
Technical Status: 11.2005 51.99598−8182
1
Instruction
Important instructions concerning technical safety and personal protection are, as shown below, especially
highlighted.
Danger:
Relates to work and operating procedures which must be observed in order to avoid danger to
persons.
Important:
Relates to work and operating procedures which must be observed in order to avoid damage to
or destruction of materials.
Note:
Explanatory descriptions which help in understanding the relevant work or operating procedure
to be carried out.
Fitting flat seals / gaskets
Flat seals / gaskets are often inserted with sealing agents or adhesives to make fitting them easier or to
achieve better sealing. Flat seals may slip in operation due to the ”sewing-machine” effect, in particular if
they are used between parts with different rates of linear expansion under heat (e.g. aluminium and cast
iron), and leaks may then occur.
Example: The cap of the front crankshaft seal. If a sealing agent or an adhesive is used here the flat seal
will move inwards in the course of time as a result of the different expansion rates of the materials. Oil will
be lost, for which the shaft seal may be thought to be responsible.
Perfect assembly of gaskets can only be achieved if the following instructions are adhered to:
D Use only genuine MAN seals / gaskets.
D The sealing faces must be undamaged and clean.
D Do not use any sealing agent or adhesive − as an aid to fitting the seals a little grease can be used if
necessary so that the seal will stick to the part to be fitted.
D Tighten bolts evenly to the specified torque.
Assembly of round sealing rings

D Use only genuine MAN round sealing rings.
D The sealing faces must be undamaged and clean.
D Always wet round sealing rings with engine oil before fitting them.
2
Instruction
Masking of fuel and lube oil pipe con-

nections(for classified engines only)
The unions of pressurised oil and fuel pipes are
masked with a protective tape.
If this tape is removed during a repair, the unions
must be masked with protective tape again after-
wards.
The following pipes are affected:
− Oil supply pipe to turbochargers
− Fuel pipes between supply pump, filter and
injection pump
− Injection pipes protected against leaks 1
Fig. 1
A protective tape is wound around the unions. En-
sure that there is 50 % overlap on every pass.
Figs. 2 to 4
The unions to be masked must be clean and free
of oil and grease.
Do not apply the protective tape unless this is the
case. 2
3
Contents
Page
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Instruction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine type classification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Safety regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
General notes on engine overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Commissioning after engine overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Fault table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Engine views D 0836 LE 201 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Diagram of engine management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Fuel system schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Schematic diagram of cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Fuel system
Checking and setting start of fuel delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Removing and installing the injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Removing and installing injection nozzles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Checking and repairing fuel injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Fuel prefilter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Changing fuel filter cartridge, venting the fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Cooling
Draining and filling coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Removing and installing the thermostat insert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Removing and installing coolant pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Repairing coolant pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Cleaning cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Lubrication system
Changing oil filter cartridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Removing and installing the oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Removing and refitting oil pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Removing and installing oil spray nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Flywheel / Crankshaft seals

Removing and fitting vibration damper, replacing front crankshaft gasket . . . . . . . . . . . . . . . . . . . . . . 55
Removing and installing the flywheel, servicing − replacing the starter motor gear ring . . . . . . . . . . 57
Removing and installing the crankshaft gasket, flywheel side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Removing and installing the flywheel housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Intake- and exhaust system

Removing and installing the intake manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Removing and installing the exhaust manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Turbocharger, troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Checking charging pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Removing and installing the turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Measuring the axial / radial clearance of the turbocharger shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
4
Contents
Page
Cylinder head
Removing and installing the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Setting the valve clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Dismantling and assembling the rocker arm mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Removing and installing valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Removing and installing valve guides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Replacing valve seat insert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Reworking valve seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Refacing valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Checking compression . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Valve timing
Removing and installing the timing case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Removing and installing camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
Removing and fitting camshaft bearing bushes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Checking the valve timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Crankgear, pistons
Removing and installing the crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Removing and installing pistons with conrods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Removing pistons from conrod and fitting, checking − replacing conrod . . . . . . . . . . . . . . . . . . . . . . . 107
Removing and installing piston rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Replacing cylinder liners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Measuring piston protrusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Attachments
Removing and installing the starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
V-belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
Description of the electronic speed governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
Troubleshooting on the electronic speed governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Service Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125

Torque guide values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
5
Engine type classification
All the engines dealt with here are related in terms of their design and make up a family.
The type classification, which is made up of a series of letters and numbers, reveals some of the features
of the engine in question provided the reader is familiar with the underlying nomenclature.
The system is explained below using the model type D 0836 LE 201 as an example:
D The “D” at the start of the type classification stands for “diesel”.
08 The numbers “08” indicates that the power plant in question has a bore of 108 mm.
3 The “3” means 125 mm stroke
6 The “6” indicates the number of cylinders 6
L This letter stands for “charge−air cooling” (German: Ladeluftkühlung)
E The “E” stands for “fitted engine” (German: Einbaumotor) and is intended
to distinguish MAN vehicle engines
201 This is a factory-internal development number.
6
Safety regulations
General notes
Important safety regulations are summarised in this quick−reference overview and arranged by topic to ef-
fectively convey the knowledge necessary to avoid accidents causing injury, damage or environmental haz-
ards. Additional information can be found in the Operator’s Manual for the engine.
Important:
Should an accident occur despite all precautionary measures, particularly one involving contact with corros-
ive acid, penetration of fuel under the skin, scalding by hot oil, antifreeze splashing into the eyes etc., you
must seek medical assistance immediately.
Regulations designed to prevent accidents with injury to persons
Checks, setting jobs and repair work must be carried out by authorised, skilled personnel only.
D When carrying out maintenance and repair work, ensure that the engine cannot be ac-
cidentally started from the bridge by unauthorised persons.
D The engine must be started and operated only by authorised personnel.
D When the engine is running, do not get too close to the rotating parts.Wear closely−fit-
ting working clothes.
D Do not touch hot engine with bare hands: risk of burns.
ËË
D Keep area surrounding engine, ladders and stairways free of oil and grease. Accidents
caused by slipping can have serious consequences.
D Only work with tools which are in good condition. Worn spanners / wrenches slip: dan-
ger of injury.
D Persons must not stand under an engine suspended on a crane hook. Keep lifting gear
in order.
D Open the coolant circuit only when the engine has cooled down. If opening the coolant
circuit while the engine is hot is unavoidable, observe the instructions in the chapter
”Maintenance and care” in the Operator’s Manual.
D Do not tighten or undo pipes and hoses under pressure (lubricating oil circuit, coolant
circuit and any downstream hydraulic oil circuits). The fluids which flow out can cause
injury.
D When checking the injection nozzles, do not hold your hands in the fuel jet. Do not in-
hale fuel vapour.
7
Safety regulations
D When working on the electrical system, first disconnect the earth cable of the battery
and reconnect this last to prevent short circuits.
D Follow the manufacturer’s instructions for handling batteries.

Caution:
Accumulator acid is toxic and caustic. Battery gases are explosive.
D When performing welding work, observe the “Notes for welders”.
Regulations designed to prevent damage to engine and premature wear
D The engine must be cleaned thoroughly prior to repair. Ensure that dirt, sand or foreign matter
cannot get into the engine during repair work.
D If engine operation is disrupted, immediately determine the cause and have it remedied to prevent addi-
tional damage.
D Only ever use genuine MAN parts. Installation of ”equally good parts” from other suppliers may cause
severe damage for which the workshop carrying out the work is liable.
D Never allow the engine to run dry, i.e. without lubricant or coolant.
Appropriate notices must be attached to engines that are not in an operable condition.
D Use only MAN−approved service products (fuel, engine oil, antifreeze and anticorrosion agent). Maintain
a high standard of cleanliness. Diesel fuel must be free of water.
D Do not fill engine oil beyond the max. notch on the dipstick. Do not exceed the maximum per-
missible engine inclination.
The engine may be seriously damaged if these instructions are not adhered to.
D Control and monitoring devices (charge control, oil pressure, coolant temperature) must be in perfect
working order.
D Observe the instructions for operating the alternator; see chapter ”Maintenance and care” in the Opera-
tor’s Manual.
Regulations designed to prevent pollution
Engine oil and filter elements / cartridges, fuel / fuel filter

D Hand old oil over to old oil disposal companies only.
D Take strict precautions to ensure that no oil or diesel fuel gets into the drains or the ground.
Caution: The drinking water supply could be contaminated.
D Filter elements are classed as hazardous waste and must be treated as such.
Coolants
D Treat undiluted anticorrosion agent and / or anti−freeze as hazardous waste.
D The regulations of the respective local authorities must be observed when used coolant is disposed of.
8
Safety regulations
Notes on safety in handling used engine oil *
Prolonged or repeated contact between the skin and any kind of engine oil degreases the skin. Drying, irri-
tation or inflammation of the skin may therefore occur. Used engine oil also contains hazardous substances
that can cause skin cancer. If the basic rules of hygiene and health and safety at work are observed, health
risks are not to the expected as a result of handling used engine oil.
Health precautions:
D Avoid prolonged or repeated skin contact with used engine oil.
D Protect your skin by means of suitable agents (creams etc.) or wear protective gloves.
D Clean skin which has been in contact with engine oil.
− Wash yourself thoroughly with soap and water. A nailbrush is an effective aid.
− Certain products make it easier to clean your hands.
− Do not use petrol, diesel fuel, gas oil, thinners or solvents as washing agents.
D After washing apply a fatty skin cream to the skin.
D Change oil-soaked clothing and shoes.
D Do not put oily rags into your pockets.
Pay meticulous attention to the proper disposal of old engine oil.
− Old oil is a water hazard −
For this reason, do not pour any old oil into the ground, the drains or the sewerage system. Any violation of
this rule is punishable by law.
Collect and dispose of old engine oil properly. For information concerning collection points, contact seller,
supplier or the local authorities.
∗ Based on “Information sheet for handling used engine oil”.
9
General notes on engine overhaul
The service life of an engine is influenced by very different factors. It is therefore not possible to specify
certain fixed numbers of operating hours for general overhauls.
Regular intermediate examinations and overhauls which are performed in many cases on large engines
(e.g. built by MAN Augsburg) are generally not required on MAN diesel engines built in Nuremberg.
In our view, it is not necessary to open up and engine or perform a general overhaul as long as the engine
has good compression values and the following operating values have not changed significantly in relation
to the values measured on commissioning the engine:
D Boost pressure
D Exhaust temperature
D Coolant and lubricant temperature
D Oil pressure and oil consumption
D Smoke emissions
The following criteria greatly influence the length of the engine service life:
D Correct power output setting according to the type of application

D Proper installation in accordance with the installation instructions
D Inspection of installation by authorised personnel
D Regular maintenance in accordance with the maintenance schedule in the Service
Booklet
D Choice and quality of lube oil, fuel and coolant in accordance with the publication
“Fuels, Lubricants and Coolants for MAN Diesel Engines”
10
Commissioning after engine overhaul
Pressurisation
It is extremely important for internal combustion engines (following the completion of repair work, i.e. in
their dry state) to be pressurised with lubricating oil before being recommissioned. This procedure can also
be used to ascertain damage and its causes.
If engines are not pressurised, the risk of premature damage to bearing surfaces is very high because it
takes a relatively long period of time for the lube oil drawn in from the oil pan via the oil pump to reach the
individual bearings.
Such incipient damage need not necessarily lead to immediate bearing failure, but may impair the proper
functioning of the bearings and reduce their service lives.
Schematic diagram of the flow of oil in non-pressurised engines (source:
11
Commissioning after engine overhaul
Pressurising an engine affords the following advantages:

D All engine parts are lubricated before engine startup; a lubricating film can be built up inside the bea-
rings as early as after the first few rotations of the crankshaft, thereby preventing damage to the bearing
races.
D Any loss of oil, be it the result of excessively large bearing play or leaks from the crankcase or from
crankcase bores which may not be plugged, can be detected immediately. For this purpose, mount the
engine on an assembly dolly, remove the oil pan and install a suitable oil collector under the crankcase
in such a way that the bearings are visible.
Performance of pressurisation:
At least 30% of the total oil quantity is forced from the pressurisation container into the engine oil circuit.
The operating pressure serves as the yardstick for the pressure to be forced in and must not be exceeded.
The pressurisation container is connected up to the engine oil circuit at the oil filter housing (screw plug
M18x1.5).
12
Fault table
Operating faults and possible causes
We recommend
A repair is only complete when both the damage that occurred and the possible causes have been elimi-
nated. Finding out the cause of damage is often more difficult than repairing the damage that occurred. We
therefore recommend that you obtain a precise description of the operating fault before removing and dis-
mantling components. Then use a process of elimination (questions) to pinpoint the probable causes and
investigate and eliminate these successively on the basis of the table and your own experience. This
helps to reduce repairs to the required scale and to counteract claims regarding “overeager” replacement of
parts and complaints about expensive work and down time.
Note:
The following fault table refers mainly to the mechanical components of the engine.
Malfunctions in the electronic control and their rectification are described additionally on page
120.
13
Fault table
1. Starter turns over engine only slowly or not at all

2 Starter motor turns engine, engine does not start
3. Engine does not start while cold
4. Engine does not run smoothly, and stops
5 Speed fluctuations during operation
6. Slow, periodic fluctuation of speed (approx. 0.5 − 1 Hz)
7. Quick periodic fluctuation of speed (approx. 8 − 12 Hz)
8. Engine cannot be switched off
9. Performance unsatisfactory
10. Coolant temperature too high, coolant loss
11. Lubricating oil pressure varies/too low
12. Lubricating oil consumption too high
13. Fuel consumption too high
14. Black smoke
15. Blue smoke
16. White smoke
17. Engine knocks
Possible causes
x Battery main switch in “off” position
x Batteries flat
x Battery cable connections loose or corroded
x x x Battery voltage at control unit is too low, see page 122
x Starter electromagnetic switch sticking (clicks)
x Cable connection from ignition lock to starter electromagnetic switch is loose or interrupted
x Starter motor defective (carbon brushes loosened, coil damaged, ground fault)
x Starter interlock relay defective
x x Fuel tank empty
x x Fuel valve shut
x x x x x Air in fuel system
x x x x x Fuel lines leaking, broken, clogged
x x x x Fuel filter / prefilter clogged
x Fuel filter clogged with paraffin, see “Fuels, Lubricants...”
x Fuel temperature too high
x x x x x x Unsuitable fuel, see “Fuels, Lubricants...”
x Fuel is slow to ignite, see “Fuels, Lubricants...”
x x Suction height of fuel delivery pump (max. 0.5 m) exceeded
x x Fuel delivery pump faulty
x x Air supply/exhaust gas pipes clogged
x x x x x x x Delivery start incorrect
x x x x Valve clearance not correct
x x x x x x Injectors defective, leaking, worn
x x Injector needle sticking
x x x x x Compression insufficient
x Fuel pressure in injection pump too low
x x x Injection pump defective
x See page 123, Troubleshooting on the electronic governor
x See page 123, Troubleshooting on the electronic governor
x Clutch too soft or worn
x x Speed pickup signal inadequate
x Temperature in engine room too high, combustion air and fuel too hot
x x x Supply of combustion air insufficient, intake vacuum too high
x Charge−air pipes leaky
x Intercooler soiled, leaking
14
Fault table
1. Starter turns over engine only slowly or not at all

2 Starter motor turns engine, engine does not start
3. Engine does not start while cold
4. Engine does not run smoothly, and stops
5 Speed fluctuations during operation
6. Slow, periodic fluctuation of speed (approx. 0.5 − 1 Hz)
7. Quick periodic fluctuation of speed (approx. 8 − 12 Hz)
8. Engine cannot be switched off
9. Performance unsatisfactory
10. Coolant temperature too high, coolant loss
11. Lubricating oil pressure varies/too low
12. Lubricating oil consumption too high
13. Fuel consumption too high
14. Black smoke
15. Blue smoke
16. White smoke
17. Engine knocks
Possible causes
x x Turbocharger contaminated or defective
x x Turbocharger wear
x Coolant level too low
x Proportion of anti−freeze / anticorrosion agent too high, see “Fuels, lubricants...”
x Cap with working valves on expansion tank defective, leaky
x Thermostat in closed position blocked
x Radiator heavily contaminated
x V-belt for water pump drive not correctly tensioned (slipping)
x Water pump leaky, defective (bearing damage)
x Coolant circuit clogged by foreign matter
x Temperature indicator defective
x x Oil viscosity unsuitable (viscosity too high), see “Fuels, Lubricants...”
x Oil viscosity unsuitable (viscosity too low), see “Fuels, Lubricants...”
x Lubricating oil quality does not satisfy regulations, see “Fuels, Lubricants...”
x Oil level in oil pan too low
x Oil level in oil pan too high
x Automatic oil refill system incorrectly adjusted
x Max. inclination exceeded
x Oil pump gears heavily worn
x Safety valve in oil circuit defective (does not shut, spring fatigued or broken)
x Safety valve in oil circuit defective (does not open)
x Oil pressure gauge defective
x x x Engine in cold running phase
x Leaks in lube oil circuit, particularly at turbocharger and oil cooler
x x Piston rings heavily worn
x Heavy bearing wear
x x Valve guides heavily worn
x Crankcase breather clogged (excess pressure in the crankcase)
x Cylinder head gasket leaky/burned through
x Crankshaft drive blocked
x Mainly low-load operation
15
Engine views D 0836 LE 201
3
1
9 8 7
10 11
12
13
14
16
Engine views D 0836 LE 201
À Fan hub
Á Fuel filter
Â Fuel prefilter with hand pump
Ã Injection pump
Ä Starter motor
Å Oil filter
Æ Combustion air line from intercooler
Ç Fuel pump
È Oil drain screw
É Oil filler neck
11 Combustion air line to intercooler
12 Alternator
13 Tensioning pulley
14 Oil dipstick
17
Diagram of engine management
2
6
3
5
4
À Injection pump wheel Ä Crankshaft gear

Á Intermediate gear Å Camshaft phasing gear
Â Oil pump drive gear
Ã Oil pump supply wheels
18
Diagram of engine lubrication
10 9 8
1
4
5
2 3
À Gear oil pump Å Switch for oil pressure warning lamp

Á Pressure relief valve Æ Exhaust turbocharger
Â Oil cooler Ç Main oil channel
Ã Main flow oil filter È Oil injection nozzle for piston cooling
Ä Bypass valve for oil filter cartridge É Intermediate control gear
19
Fuel system schedule
1 2 3 4
11 10 9 8
À Fuel return Æ Injection lines to the injection nozzles

Á Return from injection nozzles Ç Fuel pre-supply pump
Â Inlet for injection pump È Fuel prefilter and manual supply pump
Ã Injection nozzles É Fuel pre-filter and water separator
Ä Fuel filter 11 Tank
Å Injection pump
20
Schematic diagram of cooling system
1 2 3 4 5 6 1
12 11 10
À Overflow and ventilation line Æ Filling line

Á Positive pressure / negative pressure valve Ç Thermostat
Â Coolant level in the expansion tank È Engine / crankcase
Ã Expansion tank É Coolant pump
Ä Fluid filler neck 11 Fan
Å Degassing system 12 Coolant radiator
21
Checking and setting start of fuel delivery
Checking start of delivery

Figs. 1 and 2
To check the start of delivery setting, there is an
inspection hole at the bottom of the flywheel hous-
ing to enable observation of the scale on the fly-
wheel.
The scale ranges from 15_ before ignition TDC to
20_ after ignition TDC.
Fig. 3
In order to be able to turn the engine manually
when making the settings, an engine cranking tool
(special tool, see page 147, item 11) can be fitted.
Fig. 4
D Turn the engine until the 1st cylinder is at
“TDC”
D Unscrew the internal hexagon bolt in the injec-
tion pump housing
D Check whether the slanted face at the pump
shaft can be seen
If so, the engine is in the right position
(cylinder 1 at “TDC”)
If not, turn the engine by another 360°
D Turn the engine with the barring device to ap-
prox. 30° before “TDC” 4
22
Fig. 5
D Screw in the adapter with dial gauge and probe
extension
D Set the dial gauge to “0”.
Important:
The dial gauge runs on the injection
pump on a basic circle.
The start of delivery is measured on a
falling slant at the end of the basic circle.
There is a countersink after the slant!
if the dial gauge tip falls into this counter-
sink and the shaft of the injection pump is 5
turned forwards or backwards, the dial
gauge tip can shear off.
In this case, the injection pump has to be 1 2 3
replaced.
Fig. 6
0
À Countersink 40
45 5
10
Á Falling slant 35 15
Â Dial gauge 30
25
20
Ã Basic circle
4
6
Fig. 7 and Fig. 8

D Turn the engine towards “TDC” until the value
stamped on the injection pump (arrow, e.g.
0.86) is displayed on the dial gauge
Important:
The dial gauge probe is now slanted.
The value is given in millimetres.
Note:
The dial runs anticlockwise.
7
D The scale on the flywheel must now display the
prescribed start of delivery. This is the case
when the flywheel is in the position shown in
Fig. 8.
If this is not the case, correct the start of delivery
setting.
23
Fig. 9
If the inspection hole is difficult to access, use a
mirror if required.
Fig. 10
To avoid read−off errors, always look over the
notch on the flywheel housing vertically to the cen-
tre of the flywheel.
The marking on the graduated scale must be on
the imaginary “notch − flywheel centre” line.
10
24
Adjusting start of delivery

Fig. 11
If the start of delivery setting is not correct after the
check, proceed as follows:
D Unscrew the adapter with dial gauge and probe
extension.
D Remove the cap of the assembly hatch
The injection pump drive wheel is now accessible.
11
Fig. 12
D Mark a mounting bolt (do not undo), then keep
turning the engine and then release the other 4
mounting bolts until the marked bolt is visible
once again
D Turn the engine by another 360°
D Repeat the check of the start of delivery as of
Fig. 2
12
Fig. 13
D Detach the blocking bolt of the injection pump
shaft
D Remove the washer (lug)
D Retighten the blocking bolt
The injection pump is now blocked.
D Release the marked mounting bolt on the injec-
tion pump wheel
13
Fig. 14
D Carefully turn the engine until the prescribed
start of delivery is reached
Important:
If the pump is blocked, it can only be
turned within the elongated hole.
If the adjustment possibility is not sufficient, the

injection pump must be removed (see page 27 and
offset by one tooth.
14
25
Fig.15
If the start of delivery is reached:
D Tighten the marked mounting bolt on the injec-
tion pump wheel with 20 Nm
shaft
D Check the start of delivery once again
15
Fig. 16
If the start of delivery is correctly set:
D Turn the engine further in the direction of rota-
tion; tighten all the mounting bolts on the injec-
D Place the washer (lug) under the blocking bolt
D Tighten the blocking bolt
Unscrew the adapter with dial gauge and probe
extension.
Screw the internal hexagon bolt into the injection
pump housing
Fit the fuel filter with a new gasket. 16
26
Removing and installing the injection pump
Removing the fuel pump

Fig. 1
Unscrew the fuel lines at the feed pump at the
manual supply pump and at the fuel filter.
Fig. 2
1 2
Unscrew the cap of the assembly hatch À and
take the fuel pump Á off the timing case.
Removing the injection pump

Figs. 3 and 4
D Turn engine to ignition “TDC”.
D Unscrew the internal hexagon bolt in the
measurement adapted
D Check whether the slanted face at the pump
shaft can be seen
If so, the engine is in the right position
(cylinder 1 at “TDC”)
If not, turn the engine by another 360_
27
Fig. 5
D Mark a visible / reachable mounting bolt (do not
undo), then keep turning the engine and by 90_
and undo the other three mounting bolts until
the marked bolt is visible once again
D Turn the engine by another 360_
Fig. 6
shaft
D Remove the washer (lug)
The injection pump is now blocked.
D Release the marked mounting bolt on the injec-
tion pump wheel
Fig. 7
D Unscrew or disconnect all the pipes/cables from
the injection pump
After removal of the injection lines we recommend
fitting caps to the connections on the injection
nozzles and injection pump.
This prevents dirt from getting into the injection
system.
Important:
Dirt in the injection system causes:
D nozzles to jam 7
D the injection pump drive to break
Fig. 8
D Undo the mounting nuts (4 nuts) of the injection
pump and pull the pump out of the timing case
28
Installing injection pump

Fig. 9
D Insert the blocked injection pump in the timing
case
D Tighten the mounting nuts with the prescribed
torque
D Reconnect all the pipes to the injection pump
Fig. 10
D Tighten the first visible / reachable bolt
shaft
D Insert the washer (lug)
Note:
The illustration shows the fitted fuel pump.
Recommendation: only fit the fuel pump
after making or checking the start of deliv-
ery setting.
10
Fig. 11
D Checking and setting start of fuel delivery
If the start of delivery is correctly set:
D Turn the engine further in the direction of rota-
tion; tighten all the mounting bolts on the injec-
11
Fitting the fuel pump

Fig. 12
Fit the cap of the assembly hatch and the fuel
pump onto the timing case.
Screw on the fuel lines at the feed pump at the
manual supply pump and at the fuel filter.
Vent the fuel system, see page 36.
12
29
Removing and installing injection nozzles
Removing injection nozzles

Figs. 1 and 2
Remove the injection lines from the injection pump
and from the injection nozzles.
Unscrew the leak-off oil lines (fuel return) at the
injection nozzles.
After removal of the injection lines, we recommend
fitting caps to the connections on the injection noz-
zles and injection pump.
This prevents dirt from getting into the injection
system.
1
Important:
Dirt in the injection system causes:
D nozzles to jam
D the injection pump drive to break
Fig. 3
Remove pressure screw from nozzle holder using
a pin spanner.
Fig. 4
Screw adapter on to nozzle holder.
Apply inertia extractor (special tool, see page 147,
item 6) and strike out the nozzle holder.
30
Removing and installing injection nozzles
Fig. 5
Take sealing ring off the injection nozzle.
Check and repair injector, see page 32.
Installing fuel injectors

Fig. 6
Insert a new sealing ring, treat the contact points
on the nozzle holder with “Never Seeze” and insert
the nozzle holder with nozzle into the cylinder
head.
The lubricant, which is available as a spray, must
be applied to the inside of the pressure screw, to
the threaded portion of the pressure screw and to
the nozzle holder (see shaded area).
Fig. 7 6
Screw on union nut and tighten to specified torque.
Fit fuel return line together with new sealing rings
to the nozzle holders and tighten to specified
torque.
Tightening torque: . . . . . . . . . . . . . . . . . . . . . . 70 Nm
Tighten pressure pipes to injector and injection
pump with specified torque.
Tightening torque:
Pretightening . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Nm
Angle tightening: 60_
Vent the fuel system, see page 36.
7
31
Checking and repairing fuel injectors
Checking fuel injectors

Fig. 1
The nozzle tester (manual test stand) is used to
check the
− opening pressure (injection pressure),
− leak−tightness and
− spray pattern of each injection nozzle.
Use pure calibrating oil or pure diesel fuel for the
test.
Prior to testing, clean the nozzle and check it for
wear, see page 33.
Fig. 2 1
Check the nozzle with its nozzle holder. Connect

the pressure line of the tester to the injection noz- 8
zle inlet connection. 7
Danger: 6
The high injection pressure can cause
serious injury. 5
Do not place hands under the jet
spray!Wear safety goggles!
4
1. Checking opening pressure:
Switch on the pressure gauge and slowly press
lever downwards until the nozzle emits a jet with a
light grating noise.
Read opening pressure from the pressure gauge.
3
In the event of a pressure deviation, insert a differ-
ent shim.
At pressure that is too low, insert thicker shims; at
pressure that is too high, insert thinner shims Æ. 2
After a long service life, the pre−tension of the
pressure springs Å drops.
Consequently, the injection pressure drops slightly. 1
When repairing injection nozzles, always set the 2
opening pressure to the upper limit. À Seal
Á Nozzle tension nut
Note: Â Injection nozzle
Shims are available in 0.01 mm steps Ã Intermediate washer
from 1.0 mm to 1.99 mm.
Ä Pressure pin
Å Compression spring
2. Checking tightness: Æ Shim
Actuate hand lever. Ç Circlip
At a pressure of 20 bar below the opening pres-
sure set not a single drop must fall from the nozzle
opening within 10 sec.
3. Checking jet:
Switch off pressure gauge and carry out some
swift strokes. The nozzle must emit an audible
grating noise and / or a well-atomised jet.
Nozzles that satisfy these three requirements can
be reused.
32
Dismantling the fuel injector

Fig. 3
Insert injector assembly (the inlet orifice facing
downwards) into the clamping device and hold in a
vice.
Remove union nut and take out nozzle body, inter-
mediate washer, pressure pin, compression spring
and shim.
Take pressure pipe neck out of holder.
Repairing fuel injectors

Fig. 4
Clean the inside of the nozzle body À with a
wooden rod and petrol or diesel fuel. 1
Clean the nozzle needle Á with a clean cloth.
Clean coked nozzle needle surface on lathe with a
piece of wood (not too hard) dipped into oil.
Note:
To prevent corrosion, do not touch lapped
2
faces of nozzle needle with the fingers.
The needle and injection nozzle are
4
matched to each other and must not be
interchanged.
Check cleaned parts for wear and damage, repla-

cing them if necessary. Degrease new parts.
Assembling fuel injectors

Fig. 5
Insert pressure pipe neck into clamping device.
Insert shim and compression spring.
5
Fig. 6
Check intermediate piece for wear.
Insert pressure pin and intermediate washer.
33
Fig. 7
Dip nozzle body and nozzle needle separately into
filtered diesel fuel and check their gliding quality.
When pulled out of the nozzle body by up to a third
of its length the nozzle needle must sink back to its
seat under its own weight when released.
Place injection nozzle on top, ensuring that the
associated pins are correctly fitted.
Fig. 8
Screw on the union nut and tighten with the pre- 7
scribed torque.
Check injector on the manual test stand.
Ensure that the edge-type filter is correctly

seated in the injector body!
Fig. 9
A dislocated sieve bar filter throttles and prolongs
the injection and consequently causes poor per-
formance, high consumption and heavy smoke
formation in conjunction with heavy engine vibra- 8
tions.
For this reason measure the rim offset of the sieve
bar filter in the nozzle inlet.
The sieve bar filter must not be pressed into the
nozzle holder farther than approx 5 mm.
In the event of larger rim offsets, the nozzle holder
is to be replaced.
1
9
34
Fuel prefilter
Cleaning fuel prefilter

Fig. 1
D Unscrew the housing of the fuel prefilter
Fig. 2
D Clean filter housing and strainer in clean diesel
fuel and blow out with compressed air
D Reassemble with a new seal
D Reassemble the fuel prefilter
Fig. 3
D Operate the plunger on the hand pump until the
overflow valve in the injection pump can be
heard to open
D Start the engine
D Check the fuel prefilter for leaks
35
Changing fuel filter cartridge, venting the fuel system
Replacing the fuel filter cartridge

Figs. 1 and 2
D Loosen filter cartridge by means of tape
wrench, unscrew it by hand and take it off
D Moisten the seals on the new filter cartridge
with fuel
D Screw on the filter cartridges and tighten them
vigourously by hand
D Vent the fuel system
Important: 1
Used fuel filters are classed as danger-
ous waste and must be disposed of ac-
cordingly.
Venting the low pressure system

Figs. 3 and 4
Note:
To bleed the fuel system, switch on the
“ignition” so that the safety relay opens.
An arrow on the filter head indicates the direction

of fuel flow.
D Unscrew bleed screw of first filter in direction of
flow by one or two turns
D Actuate tappet of hand primer until fuel 3
emerges without bubbles
D Close bleed screw again
D Repeat this procedure at the second vent screw
D Screw in the hand pump plunger as far as it will
go
D Check the filter for leaks
36
Changing fuel filter cartridge, venting the fuel system
Venting the high pressure system

Fig. 5
If air gets into the high-pressure part of the injec-
tion pump (model VP 44) the system must be bled
again.
If the engine does not start after the tank has been
run empty or after repairs to the fuel system the
high−pressure system must be bled.
The following steps must be carried out onat least
three cylinders, one after the other:
D Loosen the union nut in one pressure pipe at 5
the injection nozzle by approx. revolution
D Turn engine over with starter motor until fuel is
seen to emerge.
Important:
The pipes contain fuel!Use a rag to catch
any fuel that emerges.
Comply with safety regulations and offi-

cial regulations!
D Tighten the union nut
Note:
First tighten the nuts to 10 Nm and then
by an angle of 60_.
Violent tightening will destroy the screw
connection!
D Start the engine and for reliable lubrication of

the injection pump operate for approx. 30 sec-
onds with increased idle speed so that the sys-
tem can vent completely.
37
Draining and filling coolant
Draining coolant
Danger:
Draining hot coolant involves a risk of
scalding.
Drain coolant as follows when cooling system has

cooled down
Important:
Collect the drained coolant and dispose
of it in accordance with regulations!
1
Fig. 1
D Briefly open cap (large cap) on the filler neck of
the expansion tank for pressure compensation
Fig. 2
A valve for draining the coolant is located at the
lower water tank of the radiator.
Figs. 3 and 4
D Remove the cap.
D Screw in adapter 51.98131−6002 supplied with
the radiator connecting parts.
D This opens the sealing cone of the drain valve
and the coolant is to be drained using a hose
with 20 mm internal diameter.
D Drain coolant into a container of adequate size
38
Draining and filling coolant
Fig. 5
Note:
To drain the coolant from the crankcase,
there is another drain screw on the oil
cooler housing.
Filling coolant
(Only when the engine is switched off)
Fig. 6
Fill the cooling system of the engine with a mixture
of drinkable tap water and anti-freeze agent on the
ethylene glycol basis or anticorrosion agent.
Fig. 7
Coolant may only be filled at the filler neck. Do
not add cold coolant to an engine at operating tem-
perature. 6
Danger:
If in an exceptional case the coolant
level has to be checked in an engine that
has reached operating temperature, first
carefully turn the cap with safety valve to
the first stop, let off pressure, then open
carefully.
Note:
Only use coolants that comply with MAN regulations.
For basic information on fuels, lubricants and coolants refer to the publication “Fuels, Lubricants
and Coolants for MAN Diesel Engines”. You can find the approved products on the Internet at:
−http://www.man-mn.com/ " Products & Solutions " E-Business
39
Removing and installing the thermostat insert
Removing the thermostat insert

Fig. 1
D Draining off coolant, see page 38
Remove the coolant hose from the upper section
of the thermostat housing.
Unscrew the mounting bolts and remove the ther-
mostat housing cover.
Fig. 2
Take out the thermostat insert.
Check the function of the thermostats as fol-

lows.
D Suspend the thermostat in a bowl of water
D Heat up the water
D Using a suitable thermometer, ascertain the
start of opening and compare it with the set-
point value in “Service data”
D If necessary, measure the opening stroke
Replace defective thermostats. 2
Installing the thermostat insert

Fig. 3
Insert thermostat insert with ball valve facing up-
wards (”TOP”) with new O-ring seal.
Important:
Never operate the engine without its ther-
mostats or short-circuit inserts.
Fit the thermostat housing cover in place, screw in

the mounting bolts and tighten. 3
Fit the feed hose to the radiator.
Top up coolant.
40
Removing and installing coolant pump
Removing the coolant pump suction

element
Fig. 1
D Unscrew the fan
D Remove the feed and return hoses
D Remove the fan hub
D Remove ribbed V-belt, see page 114
Fig. 2
Unscrew the mounting bolts and take off the cool-
ant pump suction element.
Clean the sealing surfaces on the coolant pump
suction and pressure element.
Removing the coolant pump pressure

element
Fig. 3
Unscrew the 3 mounting bolts (arrows) and take
off the coolant pump pressure element.
Fig. 4
Clean the sealing surfaces on the coolant pump
pressure element and engine block.
Installing the coolant pump pressure

element
Fit coolant pump pressure element a with new
seal.
Tighten the securing bolts with the prescribed
torque. 4
41
Removing and installing coolant pump
Installing coolant pump

Fig. 5
Fit coolant pump with new seal.
torque.
Refit the removed parts.
Top up coolant.
42
Repairing coolant pump
Fig. 1
5
À Impeller
Á Mechanical seal
Â Coolant pump bearing 1
Ã Pump housing
Ä Securing ring 2
Å V-ribbed pulley
Removing the coolant pump, see page 41
3
6
4
Fig. 2
Fit the coolant pump suction element in a vice (use
protective jaws).
Use the extractor tool to pull off the hub and/or
V-ribbed pulley.
Unclip the circlip from the front pump housing.
Turn the coolant pump around and place it on the
press.
Use the appropriate mandrel (diameter of bearing
shaft) to press out the bearing.
Note: 2
On pressing out, the impeller wheel of the
coolant pump is revealed.
Fig. 3
Press out the mechanical seal with the appropriate
mandrel and replace it.
Reassembling coolant pump

Press in new mechanical seal with press−fitting
sleeve (special tool) until it stops. 3
Observe installation note for seal on page 45.
43
Fig. 4
Use the press-in bush to press in the bearing until
it makes contact with the pump housing.
Fit the circlip.
Press in the hub and/or V-ribbed pulley with plate
until it is flush with the bearing shaft.
Fig. 5
Turn the coolant pump around and place it on the
hub and bearing shaft.
Fit the impeller wheel on the bearing shaft.
Fig. 6
Press the impeller wheel slowly onto the bearing
shaft. In doing so, use a feeler gauge to check that
the required gap is achieved.
Turn the impeller wheel, checking the gap at a
number of positions.
44
Replacing coolant pump during repair work only in event of identified leakage
The design of the coolant pump mechanical cassette seal permits small amounts of coolant to pass
through it.
This coolant passing through results in a trace of drained coolant below the drain bore.
This trace of drained coolant does not mean that the coolant pump has to be replaced.
For this reason, before replacing or repairing a coolant pump, ascertain
D whether the cooling circuit shows visible and recurring signs of coolant loss; if so
D whether the coolant loss is caused by spillage from the expansion tank (e.g. too full) or by other leak-
ages from hoses, radiator etc.
Coolant pumps may only then be replaced if dripping water can clearly be seen while the engine is running
or after it has been turned off.
Installation note for mechanical seal

Fit the mechanical seal “wet”, i.e. when fitting, coat holding sleeve Ã and coolant pump shaft À with a mix-
ture of 50% water and 50% cleaning spirit or 35% to 50% antifreeze as per MAN 324 and water.
Other anti−skid agents must not be used.
As the seal on collar Á is coated with sealing paint, no sealing paint needs to be applied if the locating bore
in the coolant pump housing is in perfect condition.
If the bore shows even the slightest scoring or other minor damage, a sealing bead of “Dirko-Transparent”
must be applied to collar Á.
Fit the seal with a plastic transportation cap À onto shaft and use installation tool Ä to press it in until the
tool contacts the housing. Remove the plastic cap.
1 2 3 4
Note:
Tests have shown that most cases of damage to the coolant pump can be attributed to the use of
unsuitable coolants.
Only those anticorrosion and antifreeze agents expressly approved by MAN Nutzfahrzeuge AG as
per the MAN 324 standard (see brochure “Fuels, Lubricants and Coolants for MAN Diesel En-
gines”) will guarantee fault-free operation.
45
Cleaning cooling system
Cleaning the outside of the fan radiator

Extreme dirt deposits can clog the honeycombs so that the remaining surface no longer ensures sufficient
cooling. In such cases, the insects, dust etc. should be removed from the honeycomb system of the radi-
ator block and the radiator itself then cleaned with the cleansing agent HENKEL P3−begesol. This cleans-
ing agent is available from MAN in 10−kg cans under Part No. 09.21002−0164.
Procedure:
D Mix P3−begesol with water, ratio 1:1
D Using a spray gun, spray the mixture in as straight a jet as possible directly into the radiator fins
D Let the mixture work for 5 minutes
D Hose down the radiator with a straight jet of tap water directly from the front. In cases of stubborn dirt
deposits, remove the radiator and hose it down directly from behind. Do not use high−pressure cleaners
(steam sprayers may be used)
Henkel P3−begesol contains no toxic or corrosive substances and, if handled properly, may be used with-
out hesitation.
Cleaning inside of cooling system

Tests have shown that in many cases the poor condition of the coolant and / or the cooling system ac-
counts for damage to the coolant pump seal. The poor condition of the cooling system is normally due to
the use of unsuitable or no antifreeze or corrosion inhibitor or to defective caps for filler necks and service
valves which are not punctually replaced.
If the coolant pump of an engine develops leaks twice in short succession or the coolant is heavily contami-
nated (cloudy, brown, mechanically contaminated, grey or black signs of leakage on the coolant pump
housing, after the defect on the oil cooler), clean the cooling system prior to removing the faulty coolant
pump as follows:
a) Drain coolant
b) Open the thermostats positively (use bypass inserts) so that the entire cooling circuit is flushed immedi-
ately during the cleaning operation
c) Fill coolant circuit with a mixture of hot water (min. 50°C) and Henkel P 3 neutrasel 5265 detergent
(1.5% by volume) (−5266, −5225, Kluthe Hakopur 316), refer to Publication ”Fuels, Lubricants ...”
d) Warm up the engine under load. After a temperature of 60°C is reached, run the engine for a further 15
minutes
e) Drain cleaning fluid
f) Repeat steps c) and d)
g) Flush the cooling circuit; to this effect
h) Replace the drain plug with a drain plug with an 8 mm dia. bore
i) Fill the cooling circuit with hot water
k) Run the engine at idle for 30 minutes. At the same time, continuously replenish the water emerging from
the bore in the drain plug by adding fresh water at the filler neck
Only now should the coolant pump be repaired. On completion of repairs, fill the cooling system with coo-
lant, refer to publication “Fuels, Lubricants ...”.
Note:
Only sediments and suspended particles can be removed by this cleaning method. If rust and
lime deposits are detected, proceed in line with the instructions set out in the section below:
46
Cleaning cooling system
Removing lime deposits in cooling system
Proceed as follows:
D Drain coolant
D Fill the system with undiluted original pickling fluid (Engine pickling fluid RB−06). Keep the engine run-
ning for approx. 8 hours with this fluid in the system (also in normal operation)
D Drain the pickling fluid and flush the system thoroughly with tap water
D If necessary, refill the system with fresh pickling fluid and pickle the system for a further 8 hours
D Drain the pickling fluid, fill the system with tap water, and run the engine at idle for 5 minutes to flush out
all fluid; then drain the water
D Fill the system with soda solution (1%). Drain the soda solution after running the engine at idle for 5 min-
utes, and flush with tap water until the discharging water runs clear
D Fill the cooling circuit with a mixture of drinking water and anti−freeze with at least 40% by volume, refer
to Publication “Fuels, Lubricants ...”
Filler caps and service valves of cooling system

The rubber seals on the filler caps and service valves (negative pressure and positive pressure valves) of
the cooling system are subject to natural ageing.
To prevent leakages in the cooling system together with the associated loss of pressure and its conse-
quences through to serious engine damage, replace the filler caps and service valves at the same time as
changing the coolant (every two years at the latest).
Waste water treatment

Drained and spent cleaning and pickling fluid should be brought up to a pH value of 7.5 to 8.5 with the aid
of caustic soda. Once the precipitation has settled to the bottom of the container, the clear fluid above can
be tipped into the sewer system. To be sure, it is advisable to consult the local authorities for more informa-
tion on waste water rules and restrictions. The sludge at the bottom must be taken to a special waste
dump.
47
Changing oil filter cartridge
Important:
Old oil and used oil filters are hazardous
waste.
Observe safety regulations for avoidance
of environmental damage.
Fig. 1
D Remove filter cartridge using tape wrench.
Danger:
The filter cartridge is filled with hot oil.
Risk of burns and scalds.
1
Fig. 2
D Lightly oil the seal (arrow) of the new filter.
D Screw on filter cartridge by hand until seal is in
contact.
D Continue to turn filter cartridge by hand for ap-
prox. a further 3/4 revolutions until it sits firmly.
Fig. 3
D Add engine oil, let engine run for a short time
and check for leaks.
D Tighten filter cartridge by hand if necessary.
D Check oil level.
48
Removing and installing the oil cooler
Important:
Old oil and used oil filters are hazardous
waste.
Observe instructions for preventing envi-
ronmental damage.
Fig. 1
Drain the engine oil: unscrew the oil drain plugs
and allow the oil to drain out. 1
Use a suitable container of sufficient capacity here
to prevent oil from overflowing.
Danger:
The oil is hot, risk of scalding!
Do not touch the oil drain screw with un-
protected fingers. The oil is damaging to
the environment. Handle carefully!
D Removing the oil filter, see page 48
Fig. 2
Unscrew the mounting bolts from the oil cooler 2
housing.
Remove the oil cooler housing together with the oil
cooler.
Remove sealant residues from the sealing sur-
faces.
Fig. 3
Unscrew oil cooler from housing.
faces.
3
Fig. 4
Inspect the oil cooler for damage and replace if
necessary.
Fit oil cooler with new gaskets.
Tighten the mounting bolts with the prescribed
torque.
D Screw on oil cooler housing cover with fitted oil
cooler
D Fit the oil filter, see page 48
D Fill engine oil and check for leaks after a short
engine run
D Check oil level.
D Fill coolant, see page 39 4
49
Removing and refitting oil pan
Removing and installing oil intake pipe
Removing the oil pan
Important:
Old oil is hazardous waste.
Observe instructions for preventing envi-
ronmental damage.
Fig. 1
Open oil filler cap on oil filler neck.
Unscrew drain plugs and allow oil to drain out.
Use a suitable container of sufficient capacity here
to prevent oil from overflowing. 1
Danger:
The oil is hot, risk of scalding!
Do not touch the oil drain screw with un-
protected fingers. The oil is damaging to
the environment. Handle carefully!
Fig. 2
Loosen the pipes and hoses leading to the oil pan.
Remove the mounting bolts from oil pan.
Take off oil pan.
faces.
Unscrew the oil intake pipe of the oil pump. 2
Fitting the oil pan

Figs. 3 and 4
Mount the oil intake pipe of the oil pump with a
new seal and bracket without tension.
Fit an oil pan seal.
Fit the oil pan to the crankcase and tighten with the
prescribed torque. In doing so, ensure correct
positioning of the oil pan gasket.
Connect the oil return line of the turbocharger and
the line for the crankcase breather. 3
Fill new engine oil. Check the oil level. Check the
oil pan for leaks.
50
Replacing and installing the oil pump,
dismantling and assembling
Removing the oil pump toothed wheel

D Remove oil pan, see page 50.
D Remove timing case cover, see page 88.
Fig. 1
Unscrew the mounting nuts of the oil pump toothed
gear; to do so, hold the engine with the barring
device if necessary.
Remove the washer and use the puller to press
the oil pump toothed gear from the cone.
D Remove timing case, see page 88
Removing the oil pump

Fig. 2
Unscrew the mounting bolts (arrows) and pull the
oil pump out of the timing case.
Dismantling the oil pump

5
Fig. 3 3 4
Pull the driving Á and driven toothed gear À with
shafts and connection pipe Ä from the housing Â. 2
Check gears and pump housing for wear.
Note:
Always replace the O-rings Ã. 1
Fig. 4
Insert gear and shaft into support bush and force
the shaft out with a matching drift.
51
Assembling the oil pump

Fig. 5
Place gear in support bush Á
Insert oiled shaft
Slide on the distance sleeve À and force the shaft
in until flush with the distance sleeve
1
Note:
The support bush Á and spacer sleeve À
are available as special tools, 2
see item 12, page 147.
Fig. 6 16
Note:
The distance sleeve determines the inser-
tion depth − 16 mm − of the driving shaft.
(See Figure 5, No. À).
After force−fitting, the shafts must be free
of score marks.
16
6
Installing oil pump

Fig. 7
Clean the sealing surfaces on the timing case and
oil pump. Fit the oil pump to the timing case.
Screw in the mounting bolts with washers and
tighten.
Important:
It must be possible to turn the drive shaft
easily.
Checking the axial play of the pump

gears (oil pump fitted)
Fig. 8
Locate dial test gauge as shown in figure. Turn
shaft as far as it will go in one direction and then
set the gauge to “0”.
Press the shaft in the opposite direction and read
off the reaction of the dial gauge.
Push oil pipe into oil pump.
52
Fitting the oil pump gear

D Fitting the timing case, see page 89
Fig. 9
Push the oil pump toothed gear (inner cone free of
grease) onto the grease−free cone of the drive
shaft.
Fit the washer, screw on the mounting nut and
tighten with the prescribed torque.
Fit timing case cover, see page 91.
Fitting the oil pan, see page 50
9
Removing and installing the pressure

control valve
Figs. 10 and 11
Note:
The pressure−regulating valve is access-
ible from the outside, see Figure 10.
Remove screw plug.

Remove sealing ring, washer, pressure spring and
plunger.
10
Fig. 12 11
Check the valve piston for wear; replace if necess-

ary.
Complete the valve as shown in the illustration and
screw in with a new sealing ring.
Important:
Make sure that the washer for the initial
tension of the oil pressure plunger is under
the spring in the screw plug.
Tighten the screw plug with the specified tightening

torque.
12
53
Removing and installing oil spray nozzle
Removing the oil spray nozzle

Fig. 1
Unscrew the oil spray nozzle valve (arrow) and
remove with the oil spray nozzle.
Fig. 2
Fit balls in the oil spray nozzles.
When the oil spray nozzle is tightened in the plant,
the balls press into the crankcase and form the ball
rest positions that serve during repairs as marks
for the installation position of the oil spray nozzles.
Checking the oil spray nozzle valve

Fig. 3
Use an internal hexagon spanner to check whether
the valve piston can be moved easily.
Opening pressure, see “Service data”.
Installing the oil injection nozzle 3

Fig. 4
Screw in the oil spray nozzle together with the oil
spray nozzle valve.
The balls of the oil spray nozzle must lie in the re-
cesses in the crankcase specifically designed for
the purpose. This fixes the right installation posi-
tion of the oil spray nozzle.
Turn the engine. The crankshaft drive or pistons
must not collide with the oil injection nozzle.
torque.
Tightening torque: . . . . . . . . . . . . . . . . . . 38−42 Nm 4
54
Removing and fitting vibration damper,
replacing front crankshaft gasket
Removing the vibration damper

D Relax and remove V-belt, see page 115
Fig. 1
Block the crankshaft drive, e.g. by screwing on the
engine cranking tool (special tool, see item 11,
page 147).
Fig. 2
Loosen the securing screws of the vibration
damper.
Important:
Removed bolts must be replaced as a
general principle.
Carefully remove the vibration damper.
Important:
The vibration damper is sensitive to im-
pacts. 2
Replacing the front crankshaft gasket

Fig. 3
Lever out the sealing ring with puller hook and im-
pact extractor (special tool, see item 16, 17,
page 147).
Fig. 4
Apply a thin layer of oil to the face of the crank-
shaft.
Apply a new shaft sealing ring.
Note:
Do not damage the seal lips.
Apply the press-in plate and drive in the shaft seal-

ing ring flush with the recess in the timing case.
55
Removing and fitting vibration damper,
replacing front crankshaft gasket
Fitting the vibration damper

Fig. 5
Position the vibration damper on two guide man-
drels (M14x1.5).
torque.
Tightening torque:
Pretightening: . . . . . . . . . . . . . . . . . . . . . . . . 150 Nm
Angle tightening: . . . . . . . . . . . . . . . . . . . . . 90−100_
Fig. 6
Remove the block, i.e. unscrew the engine crank-
ing tool.
56
Removing and installing the flywheel, servicing −
replacing the starter motor gear ring
Removing flywheel
D Remove rpm sensor
Fig. 1
Release the mounting bolts, securing the engine
against rotating if necessary.
Fig. 2
Remove two bolts facing each other and replace
them with two guide pins (special tool, item 36, see
Page 149).
Remove all the bolts.
Important:
general principle.
Pull off the flywheel with suitable lifting gear.

2
Danger:
The flywheel is heavy!
Use lifting gear.
Fitting the flywheel

Fig. 3
Insert the guide pins.
Coat the sealing face on the inside of the flywheel
with “Antipor 46” sealing compound.
Place the flywheel on the two guide mandrels; in
doing so, observe the allocation of the centring pin
to the bore hole in the flywheel. 3
Push the flywheel on as far as it will go.
Fig. 4
Lightly oil the new mounting bolts (stress bolts),
screw them in and tighten in diagonal sequence to
specified torque.
Tightening torque:
Pretightening: . . . . . . . . . . . . . . . . . . . . . . . . 100 Nm
57
Removing and installing the flywheel, servicing −
replacing the starter motor gear ring
Replacing the starter motor gear ring

Fig. 5
Remove the flywheel.
Drill the starter motor gear ring and break with a
chisel.
Important:
In doing so, do not damage the flywheel.
5
Fig. 6
Note:
As the maximum axial run-out of the
starter motor gear ring must not be ex-
ceeded, the axial run-out of the flywheel
should be measured on the contact sur-
face of the starter motor gear ring prior to
shrinking on the starter motor gear ring.
If the required value is exceeded, replace
the flywheel.
Engage the flywheel at the hub.

Apply the dial gauge to the contact surface of the 6
gear ring.
Turn the flywheel a few revolutions by hand and
observe the reaction of the dial gauge.
Fig. 7
Heat the new starter motor gear ring to approx.
220° to 240° and press on as far as it will go.
Important:
Note the location of the bevel (arrow).
Check the axial run-out.

7
58
Removing and installing the crankshaft gasket,
flywheel side
D Removing flywheel, see page 57
Removing shaft sealing ring

Fig. 1
Use the special tool to lever out the sealing ring
(item 13, 14, see page 147).
Fit shaft sealing ring

Fig. 2
Apply a thin layer of oil to the face of the crank-
shaft.
Apply the sealing ring with the open side towards
the crankshaft and use a driving mandrel (item 17,
see page 147) to drive it in until it is flush.
Fit the flywheel.
59
Removing and installing the flywheel housing
Removing the flywheel housing

D Remove the starter motor, see page 113
D Remove rpm sensor
D Removing flywheel, see page 57
Fig. 1
Release the mounting bolts.
The bottom of the flywheel housing is bolted to the
oil pan!
Fig. 2
Remove the flywheel housing.
Danger:
The flywheel housing is heavy!
Use lifting gear.
Remove the sealant residues from the flywheel

housing and engine block.
Fig. 3
Note:
If the guide pins (arrow, Fig. 2) need to
be replaced, they may protrude a max-
imum of 30, as otherwise they and the
flywheel housing hit the flywheel.
max. 30 mm
3
60
Removing and installing the flywheel housing
Attach flywheel housing

Fig. 5
Coat the sealing face of the flywheel housing with
sealing compound, e.g.“Terostat 63”.
Fig. 6
Screw in the mounting bolts (also those of the oil
pan fixture) and tighten with the prescribed torque.
Refit timing gear.
Refit starter motor.
61
Removing and installing the intake manifold
Removing intake manifold
Note:
When working with the intake system,
take care to ensure that everything re-
mains very clean to prevent foreign
bodies from entering the engine.
1 2
Fig. 1
Remove manifold À from intake manifold Á.
1
Fig. 2
Release the mounting bolts on the intake manifold.
Remove the intake manifold.
Clean sealing faces of intake pipe and cylinder
heads to removed old gasket remnants.
Installing intake manifold

Figs. 3 and 4
Place the intake manifold in position with new
gaskets.
Fit the mounting bolts.
Make sure the gaskets are correctly seated.
torque.
62
Removing and installing the exhaust manifold
Removing the exhaust manifold

D Remove turbocharger, see page 68
Fig. 1
Remove the line to the oil separator of the crank-
case breather.
Fig. 2
Remove heat protection plate.
2
Fig. 3
Loosen the mounting bolts of the exhaust mani-
fold.
Important:
general principle.
Remove the exhaust manifold.
Important:
Protect the exhaust outlets against the
penetration of foreign bodies and
contamination.
3
63
Removing and installing the exhaust manifold
Installing exhaust manifold

Figs. 3 and 4 1 2
Clean the sealing surfaces on the cylinder head
and on the exhaust manifold.
Place the manifold in position with new gaskets.
Rise À (bead) on the gaskets to the cylinder head
Á, recessed to the manifold Â.
3
3
Fig. 5
Screw in new mounting bolts, tighten with the pre-
scribed torque.
Tightening torque:
Pretightening . . . . . . . . . . . . . . . . . . . . . . 50−55 Nm
Angle tightening . . . . . . . . . . . . . . . . . . . . . . 90−100_
5
Fig. 6
Installing turbocharger
Fit heat protection plate.
64
Turbocharger, troubleshooting
Before replacing the turbocharger, carry out the following checks

It is frequently the case that with excessive engine oil consumption, low power or abnormal intake and/or
exhaust noise the turbocharger is replaced.
Subsequent inspections by the manufacturer of the supposedly defective parts frequently prove the tur-
bochargers to be in working order.
To ensure in the future that only defective turbochargers are replaced, the following checks must be carried
out first:
In the case of excessive oil consumption

− Check the air filter for soiling
− Check that there is adequate ventilation in the engine room
− Check whether the diameter of the intake line has been reduced (e.g. due to damage, soiling).
These causes give rise to increased oil consumption on account of the increased vacuum pressure at the
compressor inlet.
− Check the outside of the turbocharger for traces of oil.
Oil consumption caused by the turbocharger is dependent on bearing wear and results in relatively early
mechanical damage.
In the case of unsatisfactory engine power

A requirement for a satisfactory level of engine power is setting in accordance with regulations
− start of fuel delivery
− and of the valve clearance
− engine speed adjustment (pedal value)
The following must also be checked
− the compression pressure
− the charging pressure
− the fuel pressure in the injection pump
− the exhaust backpressure.
If the above checks fail to establish a possible cause, check the turbocharger for:
− coking in the turbine area leading to sluggishness of the rotor assembly
(can be remedied by axial movement)
− coarse dirt in the compressor area
− damage caused by foreign bodies
In the case of coarse dirt, the compressor side must be cleaned and the bearing clearance checked.
Important:
Do not damage the light−alloy compressor wheel.
65
Turbocharger, troubleshooting
In the case of abnormal intake and exhaust noise

− Check the intake and exhaust system in the area of the charge group. Damaged gaskets lead to false
diagnosis of a defective turbocharger; these must be replaced.
− If the abnormal noise is still present, replace the turbocharger. Turbochargers in good working order do
not make any excessive noise.
In the case of oil accumulation in charge−air lines and charge−air cooler

Slight oil accumulation due to oil spray in the charge-air system is a result of the design and is desirable.
The oil spray is required as lubrication of the inlet valve seats.
If more oil accumulates than is normal, i.e. to the extent that oil pockets develop e.g. in the lower air box of
the intercooler, this can lead to oil disintegration or uncontrolled engine racing when the oil is separated. In
such cases, remove the cause.
Possible causes:
− Oil overfilling of the engine
− Check whether the right oil dipstick/guide pipe combination is fitted
− Use of unsuitable engine oil, see brochure “Fuels, Lubricants ...”
− Operation of the engine on non-permitted inclines
− Excessive crankcase pressure, e.g. due to defective oil separator valve (crankcase breather) or piston
ring wear
Compressor coking
This can occur when the charge-air temperature is permanently high, for example when the engine is con-
stantly run at full load.
Coking leads to a reduction in the charging pressure, but not to drops in power or poorer acceleration char-
acteristics.
Coking can lead to increased exhaust haze.
In the case of compressor coking:
− Remove the compressor housing without tilting it. If it jams, the compressor wheel blades may get dam-
aged or bent and the resulting imbalance can destroy the turbocharger.
− Remove carbonisation in the compressor housing with a suitable cleaning agent
Danger:
Under no circumstances should cleaner be sprayed in while the engine is running
− ineffective
− danger of accident!
− In problem cases, use oil types that are less likely to lead to compressor carbonisation (see publication
“Fuels, Lubricants, Coolants for MAN Diesel Engines”)
66
Checking charging pressure
Adequate charging pressure is a requirement for full power output and clean combustion.
Checking the charge−air pressure helps detect damage to the turbocharger, operating faults in the waste-
gate and leaks in the intercooler and in the charge-air pipes.
Extreme operating conditions (full-load operation and high air temperature) and the use of unsuitable en-
gine oils (also see publication “Fuels, Lubricants, Coolants for MAN Diesel Engines”) may cause deposits
on the compressor as well as in the intercooler, which results in a reduction in charge-air pressure.
Preconditions for the measurement

The delivery start and the valve clearance must be set as specified, and the engine must be at operating
temperature.
The right value for charging pressure

No generally applicable target value for charging pressure can be given, as the installation conditions exert
an influence.
The target value is the value determined on commissioning of the engine and reported in the commission-
ing log.
Special aspects of the measurement

Due to various atmospheric reference states during measurement and tolerances of the pressure gauges
used, deviations of max. $100 hPa ($100 mbar) are permitted.
Fig. 1
A measuring connection for checking the charge−
air pressure and the charge−air temperature is lo-
cated in the intake manifold behind the intercooler.
Remove the screw plug (M16x1.5).
Connect up pressure gauge (if necessary using a
suitable threaded pipe as adapter).
Fig. 2
Measure the charge-air pressure downstream of
the intercooler at nominal engine speed and full
load.
67
Removing and installing the turbocharger
Removing the turbocharger

Fig. 1
Removing the intake manifold.
Fig. 2
Unscrew the oil supply and oil return lines.
2
Fig. 3
Release the four (self−locking) nuts on the turbo-
charger flange.
Take off turbocharger.
Note:
When placing the turbocharger to one
side, ensure extreme cleanliness to pre-
vent penetration of dirt and foreign bodies.
Installing turbocharger
3
Fig. 4
The turbocharger is fitted in reverse order.
On assembly, new gaskets and new self-locking
nuts are to be used.
Before connecting the oil supply line, fill the bear-
ing housing with fresh engine oil.
Check all the connections for leaks and to ensure
they are not subjected to strain.
Important:
Comply with instructions for masking uni-
ons on pressurised oil and fuel pipes
(see page ..).3
4
68
Measuring the axial / radial clearance
of the turbocharger shaft
D Removing the turbocharger, see page 68

Fig. 1
Mark the turbine housing in relation to the bearing
housing and unscrew the turbine housing.
Axial clearance
Fig. 2
Position the dial gauge bracket with the dial gauge
as shown in the illustration. Apply the dial gauge
with initial tension on the face of the shaft end of
the turbine wheel. 1
Press the rotor shaft against the dial gauge, read
off and note the value. Press the rotor shaft in the
opposite direction, read off and note the value.
The difference between the values obtained is the
axial clearance. In the case of excessive clear-
ance, replace the turbocharger.
Radial clearance
Fig. 3
The radial clearance is measured only on the tur-
bine side with a dial gauge or feeler gauge.
2
Place the measuring tip of the dial gauge to the
side of the hub, press the turbine wheel to the dial
gauge, read off and note the value.
Press the turbine wheel in the opposite direction,
read off and note the value. The difference be-
tween the values obtained is the radial clearance.
Position the turbine housing to the marking; screw
on turbine housing.
69
Removing and installing the cylinder head
Removing the rocker arm mechanism

D Drain off coolant, see page 38
D Remove injection nozzles, see page 30
D Remove intake pipe, see page 62
D Remove exhaust manifold, see page 63
Fig. 1
Removing the cylinder head cover.
Fig. 2
Back off the valve adjusting screws.
Loosen the mounting bolts of the rocker arm
brackets.
Fig. 3
Take out tappet push rods.
Fig. 4
Unscrew the cylinder head bolts in reverse order
from tightening and remove (tightening schedule,
see page “Service data”).
Important:
Cylinder head bolts must not be reused.
Take off the cylinder head and lay down.

Remove the cylinder head gasket.
70
Before fitting the cylinder head:

Fig. 5
D Clean removed parts.
D Clean the sealing surfaces of the cylinder head
and crankcase, blow out the threaded bores in
the crankcase
D If recurring leaks are determined, use a
straightedge to check that the crankcase and
cylinder head seal faces are flush or distorted
D Cylinder heads that are not flush can be milled
by 1 mm.
D Reworked sealing surfaces are measured to
the centre of the hole of the crankshaft bearing 5
Important:
Sealing surfaces of the cylinder head and
crankcase may only be cleaned by hand
using a scraper and a sanding block and
fine emery paper.
Fig. 6
To affix the cylinder heads, the head faces of the
crankcase each have 2 cylinder pins (arrows).
Fig. 7 max.
maxi. 4.5 mm
If these cylinder pins have to be replaced, the
maximum overlap (4.5 mm) must be complied
with.
Installing cylinder head

Fig. 8
Important:
Cylinder head gaskets that have been
pressed together must be replaced as a
general principle.
Lay the new cylinder head gasket in place, ensur-

ing that the hole patterns match up, and place the
cylinder head on top.
71
Figs. 9, 10 and 11
Note:
To avoid any distortion between the cylin-
der heads and manifolds, we recom-
mend proceeding as follows:
D Place on the cylinder heads, use guide bolts

(own manufacture) if necessary
D Apply engine oil to the thread of the new cylin-
der−head bolts and coat the seating surface of
the bolt head with installation paste
“Optimoly White T”.
D Screw in the cylinder head bolts and tighten by 9
hand
D Secure steel ruler (special tool) with ground
face on the exhaust side; tightening torque for
mounting bolts: 20 Nm.If a steel ruler is not
available, mount exhaust manifold and tighten
to 20 Nm.
D Gradually tighten the cylinder head bolts in the
specified order to the prescribed value (see
“Service data”)
D Unscrew the straightedge
10
Installing the rocker arms

Fig. 12
Check the tappet push rods for distortion and wear
in the ball sockets.
11
When inserting the tappet push rods, ensure that
they fit in the socket of the valve tappet.
Fit the rocker arm bracket.
Tighten the mounting bolts lightly and align the
rocker arms to the valves.
torque.
Note:
Use only M10x65 securing bolts with
property class 10.9.
12
72
Fig. 13
D Set valve clearance, see page 74
D Installing the intake manifold
D Installing exhaust manifold
D Fitting the expansion tank / heat exchanger
unit.
D Installing fuel injectors
13
Fig. 14
Apply the cylinder head cover with a new dry gas-
ket, screw in and tighten the mounting bolts.
Fill coolant, see page 38
Retighten the cylinder head bolts,
see “Service Data”.
14
73
Setting the valve clearance
Adjust the valves only when engine is cold (max.

coolant temperature 50°C).
Figs. 1 and 2
Remove the cylinder head covers.
Crank the engine with the cranking tool (special
tool, see page 147, item 11) so that the piston in
the cylinder to be set is at TDC and all the valves
are closed. This is the case when the valves in the
cylinder with the synchronous piston overlap.
Fig. 2
Valves overlap in cylinder:
1 5 3 6 2 4
6 2 4 1 5 3
Adjust valves in cylinder:
Fig. 3
Diagram of cylinder sequence and valve arrange-
ment
I Engine front end
II Flywheel side 1 2 3 4 5 6
A Exhaust valve I A e A e A e A e A e A e II
E Intake valve
Fig. 4
D Slide the feeler gauge between the valve shaft
and the rocker arm
D Loosen the lock nut and turn the adjusting
screw with screwdriver until the feeler gauge
can be moved with slight resistance
D Tighten the lock nut with 40 Nm. Hold the set-
ting screw in place with a screwdriver.
D Check the clearance once again
D Refit the cylinder head covers.
74
Dismantling and assembling the rocker arm mechanism
Dismantling the rocker arm mechanism

D Removing the rocker arm mechanism, see
page 70
Fig. 1
Clamp the rocker arm bearing bracket in the vice
(use soft jaws).
Fig. 2
Disengage securing ring.
Important:
Caution: spring tension! Danger of injury!
Fig. 3 1 2 3 4 3 2 5
Remove the parts individually from the rocker arm
axle.
À Central spring
Á Thrust washer
Â Rocker arm 6
Ã Rocker bracket
Ä Securing ring
Å Outer spring
Æ Rocker shaft
7
3
Fig. 4
Note:
If the rocker arm bearing bushes need to
be replaced, new or exchange rocker
arms ready for fitting are to be used.
75
Dismantling and assembling the rocker arm mechanism
Assembling the rocker arm mechanism

Fig. 5
Rub “Optimol Paste White T” onto the rocker arm
bushes.
Clip a circlip onto the rocker arm axle.
Rub “Optimol Paste White T” onto the rocker arm
axle and bearing bracket hole.
Push the contact washer, outer spring, contact
washer, rocker arm (flush bush side towards the
bearing bracket) and bearing bracket onto the
rocker arm axle.
Fit the completed rocker arm axle onto the bearing
bracket in such a way that the axle end makes 5
contact (use soft jaws).
Fig. 6
Push on the parts in order, press the springs to-
gether and clip on a circlip.
Fit the rocker arm mechanism, see page 70.
76
Removing and installing valves
Removing valves
D Removing the rocker arm mechanism, Remov-
ing the cylinder head, see page 70
Fig. 1
D Screw the valve fitting lever onto the cylinder
head.
Note:
Valve springs and spring plates can also
be replaced with the cylinder head still
fitted.
The relevant piston must be at “TDC”; 1
the valve fitting lever is required.
Fig. 2
D Use the valve fitting lever to press the spring
plates and springs downwards
D Use a magnet to remove the tapers. Apply the
assembly lever − Caution spring tension!
Danger of injury − swing away to the side
Fig. 3
D Remove valve plates, spring and washers. Un-
screw the valve fitting lever
Fig. 4
D Pull off valve-stem seals. Turn around the cylin-
der head and pull out valves
77
Installing valves
Fig. 5
D Oil the valves at the shaft and insert in the
valve guide.
Note:
Minor damage to the valve seat can be
remedied by grinding using valve grinding
paste.
Always grind new valves until an even
valve seat is achieved; if necessary, re-
work the valve seat ring.
5
Fig. 6
D Apply the insertion sleeve for valve stem seal-
ing rings (special tool, see item 37, page 151)
to each valve and pull on the sealing ring
Note:
Only use new valve shaft sealing rings!
D Remove the guide sleeve. Position the press-in

sleeve and press in the sealing ring
Fig. 7
D Insert valve spring washers
6
D Screw the valve fitting lever onto the cylinder
head.
D Use the assembly lever to press the valve
springs together and insert the valve tapers
Important:
Ensure the correct seating of the valve
tapers, as valve tapers that jump out can
lead to major damage.
Measuring valve recess

Fig. 8
7
D Position the dial gauge with its holder on the
cylinder head
D Apply the dial gauge tip with pre-tension to the
cylinder head
D Set the dial gauge to “0”.
D Swing towards the valve plates and read off the
recess
78
Fig. 9
If the valve recess is too small after grinding the
cylinder head parting plane, rework the valve seat
ring.
À Valve recess, see “Service data”
Important:
Grinding cylinder head parting plane, re-
work dimension: max. 1 mm
After grinding the cylinder head parting
plane, pay attention to the injection
nozzle overlap; if necessary, replace the
9
1
series CU sealing ring with a ring that is
correspondingly thicker.
Fig. 10
À CU sealing ring
Á Injection nozzle overlap, see page “Service
Data”
There are sealing rings in the thicknesses:
0.5 / 1.0 / 1.5 / 2.0 mm
1 2
10
79
Removing and installing valve guides
Removing the valve guide

D Removing and installing cylinder head, see
page 70
D Remove and install valves, see page 77
Fig. 1
Use the pressing mandrel to drive out the valve
guide from the combustion chamber side (special
tool, see item 35, page 151).
1
Installing the valve guide
Fig. 2
Oil the new valve guides and use the driving man-
drel and spacer sleeve (special tool, see item 35,
page 151) to drive / press them into the cylinder
head.
Fig. 3
The only difference between the valve guides is
the length.
Outlet = short guide
2
Inlet = long guide
Â Press−in depth (see ”Service data”).
1 2 3
The press−in depth is determined by the spacer
sleeve.
Then rework the valve guide to the target dimen-
sion.
Note:
When the valve guides have been re-
placed, the valve seats must also be re-
conditioned (refer to technical data and
manufacturer’s instructions of the valve
seat turning equipment available in the
machine shops).
3
80
Replacing valve seat insert
Removing the valve seat insert
Note:
If the valve seat rings are replaced, it is recommended to replace the valve guides at the same
time as otherwise exact refacing of the valve seat inserts cannot be guaranteed.
For the above−mentioned reasons, the tool for removing and installing the valve guides and valve
seat inserts have been designed in such a way that, when this tool is used, the valve guides and
the valve seat inserts can be replaced only together or only the valve guides alone can be re-
placed.
Fig. 1
Use a valve seat machining tool (valve seat turning
tool) to cut a groove approx. 3−4 mm wide in the
valve seat insert.
Insert an internal puller into the cut groove and
tighten.
Fig. 2
Note: 3
To avoid damaging the cylinder head
sealing face, lay disc Á or similar item
under the arms Â of the support. 2
4
Screw threaded spindle Á into internal puller Ä,
align arms Ã of the support and pull out the valve
seat insert by turning nut Â.
5
Clean the contact face of the seat insert in the cyl- 1
inder head
2
Fig. 3
If a valve seat machining tool is not available, the
following procedure may be adopted:
D Apply two short welding beads on the valve
seat (arrow) using an arc welding set
D Pull out the valve seat insert
D Clean the contact face of the seat insert in the
cylinder head
81
Replacing valve seat insert
Installing valve seat insert

Fig. 4
Heat the cylinder head in water up to approx. 80°C
.
Chill the new valve seat insert down to approx.
−200°C and insert in the cylinder head.
After the temperature has balanced out, carry out
a check by driving it in as far as it will go using a
pressing tool.
Install the valve guides.
Note:
When the valve seat inserts are re- 4
placed, the valve seats must also be
refaced.
Note:
D After cooling: machine the valve seats
D After machining, clean cylinder head and check for leaks using leak testing device
D If the cylinder head is excessively heated (above +200°C, the core hole covers
(end covers) lose their tightness and must be replaced
D To do this, clean the core holes, blow out the channels and press in new core hold covers with
”LOCTITE 270” and press-in mandrel
82
Reworking valve seat

(with Mira precision valve seat machining tool)
Fig. 1 1
À Driving crank
Á Toggle switch
2
Â Handle
Ã Lubricating nipple 16
Ä Mains connection
15 3
Å Magnetic flange with coil
Æ Guide pipe 14 4
Ç Slewing arm
È Guide mandrel 13 5
É Tool 12
11 Hex socket screw
12 Rotary head 11 6
13 Lubricating nipple
14 Jaccard lever 10
15
7
Guide ball
16 Feed nut with mm scale 9
8
1
Fig. 2
Select a suitable guide mandrel, screw it in and
tighten with a fork wrench (WAF 12)
Note:
For extreme precision work, the guide
mandrel must fit snugly.
Select and insert a forming cutter with the corres-

ponding seat width and corresponding seat angle.
Fig. 3
Adjust the forming cutter with a setting gauge and
tighten with the hexagon socket screw.
Insert the tool complete with guide mandrel in the
valve guide.
83
Fig. 4
Release the Jaccard lever, set the magnetic flange
down flat on the clamping plate and adjust the
height so that the forming cutter does not contact
the valve seat.
Set the toggle switch to position 1.
Tighten the Jaccard lever.
Fig. 5
Machine the valve seat by turning the driving crank
steadily in a clockwise direction and simultan-
eously operating the feed nut.
Important:
During the machining process, turn the
crank vigourously and steadily but under
no circumstances against the direction of
turning as this may cause the carbide
cutting edge to break off.
5
Fig. 6
Once the valve seat has been cleanly machined,
reduce the working pressure of the forming cutter
by 2−3 turns without feed motion.
During these turns, turn the feed nut back
2−3 turns.
Press the toggle switch briefly to position 2 to lift
the magnetic field.
Now move the entire Mira tool upwards and insert
it in the next valve guide, repeating the centring
operation. 6
Use the same cutter settings for all the intake and
exhaust valve seats.
Fig. 7
Observe the specified seat angle.
84
Fig. 8
Note:
When reworking the valve seat inserts,
remove as little material as possible from
the seat face.
The valve recess serves as the reference
value.
If the cylinder head interface is remachined (max.

1 mm), the seat inserts must be remachined to
achieve the valve recess.
If new valves and seat inserts are used, increase 8
the depth of the seat bore in the cylinder head ac-
cording to the amount of material remove from the
cylinder head interface.
Fig. 9
The valve seat insert must be replaced if, as a res-
ult of the machining of the cylinder head interface
and the valve seat insert, the theoretical valve seat
is too deep in the cylinder head or the seat face
has become too wide.
Ensure that the valve recess (X) is correct, see
“Service data”. x
9
85
Refacing valves
Refacing valves
Fig. 1
Apply abrasive paste to the tapered area of the
valve seat.
Lubricate the valve guide and insert the valve.
Use a valve grinder to reface the valve seat by ap-
plying moderate axial pressure and describing a
turning motion.
Important:
Keep the valve stem and the valve guide
free of abrasive paste.
1
Fig. 2
The valve seat must have a faultless, contained
grinding pattern Á. 1 2
The grinding pattern width is correct if the valve
seat insert is in order.
À Valve taper face
Á Valve seat
2
Fig. 3
À Valve seat insert
Á Valve
Â Valve seat too wide 1 2 1 2
Ã Valve seat good
Note:
Valve seats which are too wide tend to
accumulate coking residues,
− valves start to leak −
Valve seats which are too narrow prevent 4 3
rapid dissipation of heat from the valve
plate to the cylinder head,
− valves burn −
3
86
Checking compression
D Checking and/or setting valve clearance,

see page 74
D Run engine up to normal operating temperature
D For compression guideline values, see “Service
Data”
Fig. 1
Remove all nozzle holders with nozzles,
see Page 30
Fig. 2
Starting at cylinder no. 1 (cooling pump side), fit a
new sealing ring and tighten down the compres-
sion recorder test connection using the union nut
and pin spanner.
Insert a test chart in the compression recorder for
diesel engines. Screw the compression recorder
onto the test connection.
Fig. 3
Turn the engine over with the starter motor until
there is no longer any needle deflection shown by
the compression recorder.
Connect the compression recorder together with
the test connection to the next cylinder and check
all the cylinders as described above.
Compare the recorded values and remove the
compression recorder and test connection. Treat
the contact points of the nozzle holder with “Never
Seeze”.
3
Fig. 4
Screw in the nozzle holder and nozzle with a new
sealing ring. Tighten the union nut with the pre-
scribed torque.
Connect the injection and leak-off oil lines.
87
Removing and installing the timing case
Removing the timing case cover

D Take off the ribbed V−belt, see page 115
D Remove the alternator
D Removing the vibration damper, see page 55
D Remove the fuel pump, see page 27
Fig. 1
D Remove the mounting bolts of the timing case
cover
D Take off the timing case cover
Fig. 2
1 2 3
À Camshaft drive wheel
Á Intermediate gear
Â Injection pump drive wheel
Ã Drive toothed wheel to oil pump
Ä Crankshaft gear
Note:
To make assembly easier, mark matching
crankshaft timing gears.
The crankshaft gear and camshaft phas-
ing gear are already marked with points
“D-D-D”.
5 4
2
Removing the intermediate gear

Fig. 3
D Remove mounting bolts
D Remove the contact washer and pull off the
intermediate gear by hand
Removing the camshaft toothed gear

Fig. 4
D Remove mounting bolts
D Take off the camshaft phasing gear
88
Replacing the axial limitation of the

camshaft
Fig. 5
If required, replace the axial limitation (wearing
washer) of the camshaft.
Remove the timing case

Fig. 6
The timing case is bolted to the oil pan!
Fig. 7
D Then unscrew all other mounting bolts.
D Remove the timing case.
D Remove the gasket of the timing case and
clean the sealing surface
Fit the timing case

Fig. 8
D Screw in the mounting bolts
D Tighten with the prescribed torque value
Important:
Ensure that the gasket is correctly
seated.
89
Fit the camshaft toothed gear and in-

termediate gear
Fig. 9
D Slide the camshaft toothed gear onto the cen-
tring pin
D Screw in the mounting bolts
D Tighten with prescribed torque guide value after
installing the intermediate gear.
Fig. 10
D Fit the intermediate gear.
D Align the camshaft and crankshaft to the mark-
ing and insert the intermediate gear.
Note:
Crankshaft toothed gear to the intermedi-
ate gear marked with “D-D-1”.
Camshaft toothed gear to intermediate
gear marked with “2-2-2”.
10
Fig. 11
D Tighten the mounting bolts of the intermediate
gear with the prescribed torque guide value
Tightening torque: . . . . . . . . . . . . . . . . . . 115 Nm
11
Fig. 12
D Tighten the mounting bolts of the camshaft
phasing gear with the prescribed torque guide
value.
Tightening torque: . . . . . . . . . . . . . . . . . . . 65 Nm
D Fit the oil pump toothed wheel, see page 51.
D Install the injection pump, see page 27.
12
90
Installing the timing case cover

Figs. 13 and 14
D Stick a new seal onto the crankcase with a little
multipurpose grease.
D Screw in and tighten the mounting bolts
D Fit the vibration damper, alternator and V-belts
D Setting the valves, see page 74
Screw in the mounting bolts, tighten with the pre-
scribed torque.
Important:
Ensure that the gasket is correctly seated. 13
14
Fig. 15
Note:
If the centring pins in the timing case
cover need to be replaced, the new pins
are to be driven in as far as they will go,
i.e. they may only protrude a maximum
of 24; shorten if necessary.
max.
maxi. 24 mm
15
91
Removing and installing camshaft
Removing the camshaft

D Drain off coolant, see page 38
D Remove oil pan
D Removing the timing case cover, camshaft
drive wheel, see page 88
Note:
In the following illustrations, the timing
case has been removed. The camshaft
can also be replaced without removing
these parts.
D Removing the flywheel and flywheel housing, 1

see page 60
D Removing the rocker arm mechanism and tap-
pet push rods, see page 70
Note:
When removing the camshaft, the engine
must be turned by 180_.
To do so, the engine must be placed on
assembly truck.
Fig. 1
Remove the mounting bolts of the axial limitation,
take off the axial limitation.
2
Fig. 2
Turn the engine upside down so that the valve tap-
pets do not obstruct removal of the camshaft.
Use the insertion mandrel on the timing case side
to press out the camshaft, guiding the camshaft on
the flywheel side.
Fig. 3
Check the tappets, replace is required.
92
Removing and installing camshaft
Installing camshaft
Fig. 4
Insert the inserting mandrel in the crankcase, in-
sert the camshaft in the inserting mandrel and in-
sert the camshaft in the crankcase.
Important:
Do not damage the bearings.
Fig. 5
Apply the axial limitation, screw in the mounting
bolts and tighten with the prescribed torque.
Measure the axial clearance of the camshaft, re-
place the contact washer is necessary.
Fig. 6
D Fit the camshaft phasing gear and timing case
cover, see page 88.
D Fit the flywheel housing, see page 60.
D Fitting the oil pan
D Inserting the tappet push rods and fitting the
rocker arm mechanism, see page 70.
93
Removing and fitting camshaft bearing bushes
Fig. 1
1 2
Special tool for pressing out bearing bushes 5, 6
and 7 from the mounting tool:
À Striking weight for Á
À Shaft with groove and fixed stop
Ç Press-in plate for bearing bush 7
Ã Press-out plate for bearing bushes 2 to 6
Å Press-in plate for bearing bushes 2 to 6
Ä Press-in plate for bearing bush 1
Æ Double-end guide bush
Note: 7 6 5 4 3
The engine is equipped with 7 camshaft 1
bearings. Bearing no. 1 is located on the
counter-flywheel side.
Press out camshaft bearing bush 1

Fig. 2
Use the impact extractor (special tool) to pull out
the bearing bush of bearing 1 from the counter−fly-
wheel side.
Fig.3
Special tool for pressing out bearing bushes 2 to 6
2 7 4
from the mounting tool:
À Shaft with groove and fixed stop
Æ Double-end guide bush
Ã Press-out plate
Press out camshaft bearing bushes 2 to 6

Fig.4 4 7
Use the special tool, see Fig. 2, to pull out bear-
ings 2 to 6 from the counter-flywheel side.
Place the guide bush Æ on the shaft with groove,
ensuring that you have the correct bush side (the
sides have different diameters!).
The spring-loaded balls lock into the oil holes.
Ã Press-out plate for bearings 2 to 6
94
Fig.5
Place the press-out plate Â from the other side of
4
the stop onto the shaft and insert in bearing
bush 2.
Fig. 6
Here, insert the guide bush Á with the small diam- 7
eter in the bearing hole and let the spring-loaded
balls lock into the oil holes.
The groove of the shaft must face upwards.
Fig. 7
Use a soft hammer (plastic or copper) to knock out
camshaft bearing bushes 2, 3 4 and 5 in suc-
cession.
Fig. 8
To press out bearing bush 6, it is necessary to in- 3 4 5 2 7
sert press-in plate Ä as an extension in front of
press-out plate Ã because otherwise guide shaft Á
is too short.
Press-in plate Â for bearing bush 7 can be used as
an additional guide.
95
Fig. 9
Drive out bearing bush 6 with a soft hammer (plas-
tic or copper).
Note:
Bearing busing 7 remains seated as a
guide until after the new bearing bushings
are pressed in.
Pressing in camshaft bearing bush 6

Fig.10 3
Insert press-in plate Â for guidance into remaining
bearing bush 7 (at flywheel end); the spring-loaded
ball must snap into the oil hole to the main bearing.
10
Fig. 11
7
Insert shaft with groove and guide bush Æ from
counter-flywheel end (as for removal) into bearing
bore 1.
The press-in plate is fixed in place by the groove
so that the oil holes line up after pressing in.
11
Fig. 12
Fit a new bearing bush to the press-in plate Ä. In
doing so, the notch B must point to the counter-fly- A
wheel end, an oil hole (to the main bearing) must
snap into the spring-loaded ball A and the other oil
hole must then line up with the recess C .
B
12
96
Fig. 13
To press in bearing bush 6, it is necessary to insert 5 4
press-out plate Ã as an extension in front of
press-in plate Ä because otherwise the guide shaft
is too short.
Drive in bearing bush 6 with a soft hammer (plastic
or copper).
Note:
The press−in plate is fixed in place by the
groove so that the oil holes line up after
pressing in.
13
Fig.14
Check all the pressed-in bearing bushes for seat-
ing and free access to the oil holes.
Important:
Check that the bearing hole matches up
to the oil hole in the housing.
Minimum cross section with mandrel
∅ = 2.5 mm.
Note:
14
Each bearing seat has an oil hole to the
crankshaft bearing.
Every second bearing seat has an addi- 4 5 7
tional oil hole to the cylinder head.
Press in camshaft bearing bushes 5 to 2

Fig.15
Fit the new bearing bush, as shown in Fig. 12; fit
onto the press-in plate Ä. Fit the press−in plate
with applied bearing bush onto the shaft.
Insert press-out plate Ã as a guide into the newly
pressed-in bearing bush 6. 15
Insert guide bush Æ and let the spring-loaded ball
snap into the oil hole.
The groove of the shaft must then face upwards.
7
Drive in bearing bush 5 with a soft hammer (plastic
or copper).
Fig.16
Bearing bushes 5 to 2 are pressed in in succession
from the counter-flywheel end.
Note:
Leave bushes Ã and Ä seated.
Remove guide bush Æ only.
16
97
Press in camshaft bearing bush 1

4 5 6
Fig.17
The seated press-out bush Ã and press-in bush Ä
now act as guides.
Position the new bearing bush on press-in plate Å
for bearing 1 (counter-flywheel end).
The notch must point to the counter-flywheel end
(outwards) and the oil hole (to the main bearing)
must snap into the spring-loaded ball.
17
Fig.18
6 1
Place the press-in plate Å with fitted bearing bush
on the shaft.
Important:
Do not twist the fixing from the groove.
The groove must face upwards.
Press in bearing bush as far as it will go with strik-

ing weight À.
18
Fig.19
Check all the pressed-in bearing bushes for seat-
Important:
∅ = 2.5 mm.
19
Pressing out camshaft bearing bush 7

Fig. 20
Pull out bearing bush of bearing 7 from flywheel
end with impact puller (special tool).
20
98
Pressing in camshaft bearing bush 7

5 4
Fig. 21
Insert press-in plate Ä for guidance into bearing 6
from counter-flywheel end; the spring-loaded ball
must snap into the oil hole.
Insert press-out plate Ã for guidance from flywheel
end into bearing 5.
Insert shaft with groove into both guide plates.
Important:
21
Fig. 22
A
Fit a new bearing bush to the press-in plate Â. In
doing so, the notch B must point to the counter-fly-
wheel end, an oil hole (to the main bearing) must
B
snap into the spring-loaded ball A and the other oil
bore must then line up with the countersink C .
C
22
Fig. 23
Place the press-in plate Å with fitted bearing bush
on the shaft.
Important:
Do not twist the fixing from the groove.
Press in bearing bush as far as it will go with strik-

ing weight À.
Fig. 24
Check all the pressed-in bearing bushes for seat- 23
Important:
∅ = 2.5 mm.
Note:
Each bearing seat has an oil hole to the
crankshaft bearing.
Every second bearing seat has an addi-
tional oil hole to the cylinder head.
24
99
Checking the valve timing
Note:
Unsynchronised valve timing can cause
severe engine damage. For this reason,
following engine faults that can cause
twisting of the shrunk-on camshaft
toothed wheel, the correct seating must
be checked by checking the valve timing.
This check is also recommended after
the camshaft is fitted.
Fig. 1
Remove the cylinder head cover from the 1st cylin-
der. 1
Carefully adjust the exhaust valve of this cylinder.

Continue cranking the engine until the valves on
cylinder no. 1 overlap.
Crank the engine back to approx. 50_ before TDC,
then forwards to 30_ before TDC (observe the
graduated marking on the flywheel).
Fig. 2
Place the dial gauge with approx. 2 mm initial ten-
sion on the valve spring retainer of the exhaust
valve on cylinder no. 1 and set to “0”.
2
Crank engine in the direction of normal rotation
through 180_ (the exhaust valve is then fully
closed).
Read the stroke of the valve on the dial gauge.
The valve stroke must be between 5.0 and 5.8
mm.
100
Removing and installing the crankshaft
Removing the crankshaft

Fig. 1
D Removing the oil pan and oil intake pipe
D Removing the timing case, see page 88
D Removing the flywheel and flywheel housing,
see page 60
D Removing cylinder heads, see page 70
D Removing the pistons with conrods,
see page 104.
Fig. 2
Gradually loosen the securing bolts of the crank-
shaft bearing cover from inside to out and un-
screw.
Important:
general principle.
Remove the bearing cover and place to one side in

the order of installation.
Note: 2
The bearing caps towards the crankcase
are numbered. Bearing no. 1 is on the
coolant pump side.
Remove the bearing bush halves from the bearing

covers and place to one side assigned to the bear-
ing covers.
Fig. 3
Remove the lower half of the contact washers.
Fig. 4
Lift the crankshaft out of the crankcase with hemp 3
rope or a leather belt.
Important:
If a steel cable is used, the contact sur-
faces of the crankshaft bearing journals
could be destroyed.
Remove the bearing shells and the upper halves of

the contact washers from the crankcase. If they
have not yet been marked, mark the bearing shell
halves for the bearing covers.
Clean the parts and check for wear; replace if ne-
cessary.
101
Checking the spread of the bearing bushes

Fig. 5
Place the bearing bushes together on a level sur-
face. Measure and note down dimensions “A” and
“B”.
B
Spread dimension = A−B
A
5
Install the crankshaft

Fig. 6
Clean the oil ducts in the crankcase and in the
crankshaft with dry compressed air.
Fig. 7
Thoroughly clean the bearing bushes and journals.
Insert the bearing bushes in the crankcase, ob-
serving the numbering.
Tack the upper halves of the contact washer to the
crankcase with a little grease.
Important:
If new bearing bushes are used, pay at-
tention to the corresponding repair level.
7
Fig. 8
Oil the bearing surfaces of the bearing bushes and
insert the crankshaft.
102
Fig. 9
Complete the bearing covers with the associated
bearing bushes.
Oil the contact surfaces of the bearing shells and
fit the bearing caps.
Screw in new bearing cover bolts and gradually
tighten from the outside to the inside to the pre-
scribed torque value.
Tightening torque:
Pretightening: . . . . . . . . . . . . . . . . . . . . . . . . . 115 Nm
9
Important:
Damaged bearing covers cannot be re-
placed on an individual basis.
Checking axial clearance

Fig. 10
Note:
The crankshaft axial clearance is determ-
ined by the centre crankshaft bearing
(thrust bearing).
10
D Fit the dial gauge bracket with dial gauge to the
crankcase
D Apply the dial gauge tip to the flywheel flange
or the crankshaft toothed gear
D Move the crankshaft back and forth in axial dir-
ection and read off the clearance from the dial
gauge
D If the permitted axial clearance is exceeded,
replace the fitted bearing shells completely
Assemble the engine

Fig. 11
D Check that the crankshaft runs smoothly 11
D Install the pistons with conrods, see page 104
D Fit the timing case, see page 89
D Fitting the cylinder heads , see page 71
D Fitting the flywheel housing and flywheel, see
page 60
D Fitting the oil pan and oil intake pipe
103
Removing and installing pistons with conrods
Removing pistons with conrods

D Removing the oil pan and oil intake pipe
Fig. 1
Loosen and remove conrod bearing cover bolts.
Caution:
Removed conrod bearing bolts must be
replaced as a general principle.
1
Fig. 2
Take off conrod bearing covers with bearing
bushes.
Note:
Conrod bearing covers are numbered to
the conrod feet and together to the
crankcase; lay down accordingly.
Fig. 3
Remove combustion residues (oil carbon) from top
cylinder edge using a piece of hard wood.
Caution:
Do not damage the cylinder face.
Press out the conrod with piston upwards.
Caution:
Do not damage the oil injection nozzles!
Lay pistons with conrods and associated covers 3

aside; use deposit rack if available.
Perform visual check of piston and piston rings.
Note:
For remachined crankcase gasket sur-
faces, there are repair pistons with 0.2,
0.4 and 0.6 mm dimension smaller than
specified of the compression height (see
“Service Data”).
104
Installing pistons with conrods
Note:
If the pistons have to be replaced, it must
be determined whether oversize pistons
were fitted by measuring the pistons or
reading off the dimension on the piston B
crown.
If this is the case, oversize pistons are to
be used.
Fig. 4 A
Check bearing bushes for wear and damage. 4
Check the spread of the new bearing bushes:
Place the bearing bushes together on a level sur-
face.
Measure dimension “A”, note down.
Measure dimension “B”, note down.
Spread dimension = A−B
If required, fit new bearing bushes.
In the case of repairs to the conrod journals, use
bearing bush of the corresponding repair level.
Insert the bearing bushes in the conrod or conrod
bearing cover.
Caution:
Rod bush has red colour marking on 5
side.
The running surface must not be damaged!

Apply a thin coat of oil to the conrod bushes.
Figs. 5 and 6
Apply a thin coat of oil to the cylinder walls and
pistons.
Adjust the piston ring joints by approx. 120° each.
Slide on the piston ring scuff band and tension the
piston rings.
6
Fig. 7
Insert the piston so that the recess on the piston
skirt points to the oil spray nozzle.
Guide the conrod and push the piston on until it
contacts the conrod foot on the conrod journal.
Caution:
Do not damage the oil injection nozzles!
105
Figs. 8 and 9
Fit the conrod bearing cover.
Caution:
The numbers on the conrod bearing
cover Á and on the conrod foot À must
be on one side.
After inadvertent attachment of cracked
conrods and conrod bearing covers that
do not belong together, the parts must
not be reused!
2
9
Fig. 10
Screw in the conrod bolts and tighten them in
stages to the prescribed value.
Final tightening according to rotation angle
method.
Tightening torque:
Pretightening: . . . . . . . . . . . . . . . . . . . . . . 50−60 Nm
10
Fig. 11
Turn the engine slowly.
The conrods and oil injection nozzles (arrow) must
not collide or scuff.
11
106
Removing pistons from conrod and fitting,
checking − replacing conrod
Removing pistons from conrod

Fig. 1
Remove the pistons with conrods, see page 104.
Clamp the conrod in a vice using protective jaws.
Disengage the securing elements of the piston
from springs.
Fig. 2
Press out the gudgeon pin, in doing so, hold the
piston.
Remove piston and place to one side.
Note:
Piston pin sockets are not available. In
the case of worn sockets, fit exchange
conrods.
Measure conrod foot bore (base hole)

Fig. 3
Bolt on the conrod bearing covers (without bearing
shells).
Measure the base hole with an internal micro-
meter.
In the event of a deviation beyond the tolerance
range, replace the conrods (see ”Service data”).
107
Removing pistons from conrod and fitting,
checking − replacing conrod
Fit pistons to conrods

Fig. 4 and Fig. 5 1
Important:
When assembling the pistons and con-
rod, ensure that the slanted side on the
conrod bearing covers À and the narrow
side of the land of the combustion cham-
ber recess in the piston base Á are on
the same side.
Install the pistons with conrods, see page 105.

4
Fig. 6
Place the piston on the conrod, push in the gud-
geon pin and clip on the circlips.
108
Removing and installing piston rings
Piston ring arrangement

Fig. 1
À Compression ring (double-sided keystone ring)
Á Compression ring (tapered compression ring)
Â Oil scraper ring (bevelled-edge ring)
1
Removing piston rings

Fig. 2
Remove the pistons with conrods, see page 104.
Fit conrod in a vice, use protective jaws.
Set piston ring wrench to piston diameter.
Fig. 3
Apply piston ring wrench to piston ring joint and
disengage the piston rings from the grooves.
Note:
The coiled spring expanders mean that
the oil control ring has greater tangential
tension.
Carefully clean the piston ring grooves using saw-

dust. Do not damage the piston ring grooves.
Checking the ring end clearance

Fig. 4
Insert the piston rings individually in the cylinders
and use a feeler gauge to determine the ring end
clearance.
If the ring end clearance is too great, replace the
piston rings.
Ring end clearance, see ”Service data”.
109
Removing and installing piston rings
Fitting piston rings

Fig. 5
Use the piston ring wrench to engage the piston
rings in the relevant piston ring groove (“TOP” fa-
cing upwards).
Checking piston ring axial clearance

Fig. 6
Determine the piston ring clearance in each piston
ring groove at various points using a feeler gauge.
To do so, press the piston ring fully into the piston
ring groove at the point to be measured.
If the clearance determined is too great, replace
the pistons and piston rings.
Piston ring axial clearance, see “Service Data”.
110
Replacing cylinder liners
Check the cylinder liners

Fig. 1
Use the inside measuring device to measure the
inside diameter of the cylinder liner in three meas-
uring levels (from top to bottom) radially at equal
intervals of 45°; note down the values.
If the wear limit is reached (see “Service Data”,
replace the piston and cylinder liner.
Note:
For the outer liner diameter and press-fit
height, observe the overdimension levels.
1
Removing the cylinder liner

D Remove the cylinder head, see page 70
D Remove the oil spray nozzle, see page 54
Fig. 2
Normally, the cylinder liner can be removed easily
by hand.
However, if this is not the case, use the extractor
device to loosen the cylinder liner and then re-
move.
Fitting the cylinder liner

Fig. 3
Important:
Clean the seat before fitting.
Fit the cylinder liner without any misalignment and

press in by hand.
The liner must be located firmly on the seat (ar-
row).
Installing the oil injection nozzle.
3
Fig. 4 1
Check the overlap of the liner Á in relation to the
crankcase Â.
Apply the dial gauge bracket with dial gauge to the
crankcase gasket surface.
Measure the overlap at 4 positions of the cylinder
liner À. 3 2
Specified values see “Service Data”.
111
Measuring piston protrusion
Measuring piston protrusion

Fig. 1
Turn the piston to be measured to TDC.
Apply the dial gauge bracket with dial gauge to the
crankcase gasket surface.
Set the dial gauge to “0”.
Fig. 2
Carefully swing the dial gauge bracket around
while raising the tip of the dial gauge.
Lower the tip of the dial gauge to the piston crown
and read off the excess piston projection.
In doing so, turn the crankshaft slowly in both dir-
ections.
112
Removing and installing the starter motor
Removing the starter motor

Fig. 1
Disconnect earth cable from battery.
Disconnect connection cable terminal 30 (thick ca-
ble) and terminal 50 from the starter motor.
Fig. 2
Unscrew the mounting bolts at the starter motor
flange and remove the starter motor.
Clean the outside of the starter motor and check
for damage.
2
Check the toothed flywheel ring for wear and damage.
In doing so, turn the engine once by hand and pay particular attention to points where the engine swings
out, i.e. when stopped, the engine always swings out at certain points.
In this position, the starter motor pinion engages on starting.
In the case of 6−cylinder engines, these positions are each offset by 120° ; i.e. 3 positions.
Replace the starter motor gear ring, see page 58.
Installing the starter motor

Fig. 3
The starter motor is installed in reverse order to its
removal; when doing so, connect the cables cor-
rectly and tighten the bolts in line with the torque
guide values.
Connect the battery.
Check the function of the starter motor after install-
ation.
113
V-belts
Checking condition
Fig. 1
The ribbed V-belt is maintenance-free.
D Check V-belts for cracks, oil, overheating and
wear
D Replace damaged V-belts
Checking tension
Fig. 2
The tensioning device (arrow) always keeps the
ribbed V−belt at the right tension.
Fig. 3 Eccentric shaft direction of 1

1. Setting when new to eye distance rotation
A = 92"1 mm
2. Adjustment of the belt tensioner at max. eye
distance A = 100 mm by twisting the eccentric
shaft to the right to eye distance A = 92"1 mm
or as far as the eccentric shaft À enables re-
A
duction up to a minimum of 92 mm
3. When eye distance is reached again A = 100
mm, the ribbed V-belt must be replaced, pro-
vided the adjustment option with the eccentric
shaft À has been fully used.
The new setting is made in accordance with 3
point 1.
Fig. 4
The ribbed V-belt must also be replaced if the ten-
sioning lever makes contact at the fixed stop of the
bracket (arrow).
Important:
An eye distance of over 100 mm can
lead to total failure of the belt drive due to
insufficient belt tension!
4
114
V-belts
Replacing the ribbed V-belt

Fig. 5
D Attach a suitable tool to the square bolt
D Press back the belt tensioner
D and take the V-belt off the tensioning pulley to-
wards the outside
Assembly:
D Place the ribbed V-belt on the belt pulleys of the
crankshaft, of the three-phase generator and of
the coolant pump
5
D Press back the belt tensioner
D Place the V-belt on the tensioning pulley, let go
of the belt tensioner, remove the tool
Fig. 6
The tapered lubricating nipple (arrow) is also to be
greased during maintenance work.
115
Description of the electronic speed governor
Digital speed governor GAC SDG865-01-01
Note:
All the information in this chapter is an excerpt from the Operator’s Manual of the manufacturer
GAC Engine Governing Systems or of the importer HÜGLI TECH LTD SWITZERLAND.
Fig. 1
The SDG865 (MSG) device communicates via
CAN bus with the Bosch injection pump VP44
(PSG) and supports all the necessary signals and
messages at the interface to the pump.
Important:
The base setting of the governor was
made in the plant and cannot be
changed.
However, it is possible to adapt some of the func-

tions of the governor to the operating conditions of
the engine in each case.
For example, the following parameters can be
changed using the keyboard:
− Static speed deviation (P degree)
as well as the governor characteristics (P, I, D el-
ements)
− Gain (sensitivity)
− Stability 1
− Derivative (dead-time compensation)
The parameters are accessed in the SETUP
mode.
D Press the SETUP button until
the RUN / SETUP LED flashes
D Enter the password (6356) and confirm with the
ENTER key
Figs. 2 and 3
The device is connected at the 9-pin connector of
the pump control unit.
2
2 4 5 6
3
1 9 8 7
116
Wiring diagram of the speed governor GAC SDG865-01-01
Ba 51.11616-1023
-
SDG-865-XX-01
+
tte Fu RUN br
2 x 0.5
ry se / w
o
24 br
hit
968993-
81.2543
6
connec
A
Ma STO
2 x 0.5
w GAIN
RUN /
2-0393
SETUP
7 B
o
STABILITY FAULT
VP 44
5 V x. P e
hit
DERIVATIVE
MAN
n C
PSG
ZSB
Speedw
8
D D 10 1 2 3
no.
CAN - H
10
tor
2
CAN - L e e
9
8
1 1
C A n
Trim +/- F
7
6
4 5 6
51.27120-7 50 rpm
G
H
5
4
3
7
MENU
8 9
032 2 x 0.5
2 x 0.5 +
2 x 0.5 5 kOhm, J
I 2
1
SETUP
ENTER
_
Speed sen MAB (24 V DC = STOP) Speed1/4 W K

0 RUN
sor MSP br
(Option)
preselec
L
6723 C tion o M N o P Q R S T U V W x Y
51.27120-0014 (option) w
DZG sensor
1 n
br
2
2 x 0.5
w
o
DZG
CAN - H
hit
w
w
br
e
hit
CAN - H
CAN - L
n
w
o
CAN - L
e
(GAC / hit
w
Output:
COMAP) e
n
LSMalarm /E
/ SYC
horn sim
input Stop - if the switch
gnal er is closed, the en
Wiring requirements for the governor
Important:
If malfunctions occur due to the governor, first of all check the wiring and installation with respect
to the following points:
D Battery connection cable on terminals A and B D The cables of the variable speed input can be
should be at least 2.5 mm2 for 24 V DC. A up to 10 m long. A shielded (or twisted) cable
twisted (shielded) cable must be used. must be used. The shielding should only be
D Battery positive (+) input, terminal B, should connected at terminal A.
have a 10 A fuse (see diagrams). D The shielding must be insulated so that it does
D The governor should be fitted as insulated and not make contact with the machine earth. This
have no conducting connection to earth. is intended to prevent external stray signals
D The cables of the magnetic rpm sensor should from entering the governor and causing mal-
be shielded (or twisted) along its entire length. functions.
The shielding should only be connected at ter-
minal A or N.
117
Configurable parameters of the speed governor

Parameters Access via keybo- Access permitted by
ard operator
Menu Button
Security parameters
Password for keyboard −− −− 6356
Number of teeth, flywheel 0 5 R
Overrevving 1 5 R
Injection parameters
Injection volume −−
Injection volume (range) −−
PID parameters
Gain (8-point curve) 0 1 R+W
Stability 0 2 R+W
Derivative 0 3 R+W
Start parameters
Starter motor ejection 2 7 R
Start filling 1 6 R+W
Start ramp 0 6 R+W
Engine speed parameters
Constant engine speeds 0 4 R
P degree for constant engine 1 4 R+W
speeds
Ramp up 0 9 R+W
Ramp down 1 9 R+W
Information
Software version R
SDG serial number −−
Software build date −−
Engine number −−
Operating hours counter −−
Read out fault memory 0 8 R
Clear fault memory no
Create report with password no
Create report without password no
Factory settings
Reset to factory settings 1-2-3-4 yes
R read only
W access permitted
118
Keyboard
1
5
2 A
RUN /
GAIN
SETUP 6
B STABILITY FAULT
DERIVATIVE
C
3 7
D 10 1 2 3
9
E
8 4 5 6
F 7
6
4 G 5 7 8 9
8
4
H MENU
3 0 +
I 2 SETUP 9
1 _
ENTER
J 0 RUN 10
K
11
L
12
M N O P Q R S T U V W x Y
À LED GAIN lights up when: Æ LED FAULT lights up when:

− The engine is running − A fault is detected when the engine is sta-
− GAIN has been selected in the SETUP tionary
mode flashes when:
Á LED STABILITY flashes when: − A fault is detected when the engine is run-
− there is no CAN connection ning
lights up when: Ç MENU button for access to:
− STABILITY has been selected in the SETUP − the menus in SETUP
mode − the GAIN points of the GAIN curve.
Â LED DERIVATIVE lights up when: È SETUP button for access to the
− The engine is started − SETUP mode (press and hold until the RUN
− DERIVATIVE has been selected in the / SETUP LED flashes)
SETUP mode É RUN button
Ã LED bars − display of: − To exit the SETUP mode and save the set-
− analog (%) values tings (press and hold until the RUN / SETUP
− selected menu in the SETUP mode LED switches to continuous light)
− selected GAIN point in the GAIN curve 11 +/− arrow buttons to change the analog (%)
Ä LED RUN / SETUP lights up when: values (do not press the ENTER key if the va-
− SDG is switched on lues have been changed using the arrow but-
flashes when: tons)
− SETUP mode is active 12 ENTER key for activation of 4-digit numbers
Å Diagnosis connection for Smart-View entered using the numerical keyboard
119
Troubleshooting on the electronic speed governor
General
Malfunctions can triggered in the PSG (VP44), in the MSG (SDG865) and via connections. The SDG865
continuously monitors these sources and triggers or deactivates an alarm according to the given measures.
If a malfunction is determined before the engine start, the FAULT LED lights up continuously. If this is a
critical malfunction, the engine cannot be started. If a malfunction occurs while the engine is running, the
FAULT LED flashes. If this is a critical malfunction, the engine is stopped immediately.
Note: when the external engine emergency shutdown is activated, the engine continues to run, even if a
critical malfunction has occurred (exception: overspeed and remote shutdown). If a critical malfunction oc-
curs in this case, error 31 is signalled and the operator must decide whether the engine should be shut
down. Overspeed and remote shutdown shut the engine down immediately.
A remote shutdown is always registered and signalled with fault 203. If the remote shutdown has been op-
erated, the engine cannot be started at all.
Alarm output S is active with every malfunction.
Fault memory
Reading out fault code memory:
a) Select SETUP mode
MENU 8
b) Menu 0, button 8
c) The number 1−1−1−1 flashed in the display, then the fault display starts.
d) All of the faults entered in the log are displayed, flashing in succession
(0−0−0−0 , 0−0−0−1, 0−0−02, ... 0−2−0−5).
e) After all the faults have been displayed, the number 2−2−2−2 is displayed.
f) If suppressed faults are present, these are now displayed.
g) The number 3−3−3−3 indicates the end of the output procedure.
h) Press and hold the RUN button until the RUN / SETUP LED switches to conti-
nuous light.
Clearing the fault memory:
a) Select SETUP mode
MENU MENU 8
b) Menu 1, button 8.
c) The SDG865 indicates with 3−2−1−0 that the entries in the fault memory have
been deleted.
d) Press and hold the RUN button until the RUN / SETUP LED switches to conti-
nuous light.
120
Fault messages
Category Faults H R S Description Comment
VP44 status 0000 0 0 S Evaluation of the solenoid valve current If an engine start is not possible, replace
and voltage the injection pump
VP44 status 0001 0 0 S
VP44 status 0003 0 0 Start: no valid segment detected. Other- Replace injection pump
wise:
VP44 status 0004 0 0 No IAT impulse and starter motor speed Replace injection pump
> target value or continuous impulse
fault
VP44 status 0005 0 0 Pump temperature > limit value PSG reduced performance,
check fuel temperature and system
VP44 status 0006 0 0 Measurement range fault Sensor defective, base value for tempe-
rature = 30°C
VP44 status 0007 0 0 Measurement range fault Fault in measurement of supply voltage
PSG
VP44 status 0008 0 0 S Sustained governor deviation. Vibrations Air in the fuel supply.
of the injection control piston Continuous operation can damage fuel
injection device
VP44 status 0011 0 0 Solenoid valve deactivation Cause of engine stop
VP44 status 0012 0 0 No impulse, Fault in the speed sensor on the cranks-
or more than 1 impulse. haft
VP44 status 0013 0 0 S No impulse, Fault in the speed sensor on the cranks-
or more than 1 impulse in the permitted haft
angle range.
VP44 status 0015 0 0 S CAN message not correct Replace injection pump
VP44 self−test 0100 0 0 Checksum not correct Incorrect injection volume calculation
VP44 self−test 0101 0 0 Hardware fault Incorrect injection volume calculation
VP44 self−test 0102 0 0 Incorrect analog value Incorrect injection volume calculation
VP44 self−test 0103 0 0 S pump curve is not programmed or incor- MSG does not start,
rect CAN interface replace injection pump
VP44 self−test 0104 0 0 S Hardware fault MSG does not start,
replace injection pump
VP44 self−test 0105 0 0 a) Hardware fault Undervoltage on starting
b) Fault in voltage measurement
of solenoid valve
VP44 self−test 0107 0 0 S MSG and PSG cannot communicate MSG does not start
due to incorrect configuration
SDG fault 0200 0 0 S Internal fault Check cabling,
check configuration,
replace SDG
SDG fault 0201 0 0 S No pickup signal MSP−6723: check cabling, sensor in-
stallation: check distance to flywheel,
replace sensor
SDG fault 0202 0 0 S No connection MSG−PSG Check cabling
(CAN H and L)
SDG fault 0203 0 0 Only Stop mode: external emergency Query fault memory
stop or ignition off
SDG fault 0204 0 0 S Overrevving Query fault memory, check overspeed
setting
Suppressed fault on 00 Fault detected in the suppressed mode Engine shutdown requested
external engine emer- 12
gency shutdown
H: frequency, how often the fault occurred

R: order in which the faults occurred
S: engine stop when the fault occurred
121
Fault correction
Fault, LED signal Possible cause Check Measures
Engine will not start
Battery voltage too low Measure voltage bet- D Purge power supply
ween terminals A (+) and polarity
and B (−) (min. 17 V)
Voltage drop too great During starting opera- D Replace SDG
because cable cross− tion, check battery vol-
sections are too small or tage, check cabling
battery is weak
LED FAULT lights up SDG to fault Overspeed D Check number of
teeth and overspeed
setting
D Switch supply voltage
off and on
D Restart the engine
LED RUN/SETUP flas- SDG in the SETUP D Switch supply voltage
hes mode off and on
D Restart the engine
LED GAIN lights up Starter motor ejection Starter motor ejection D Switch supply voltage
setting too low speed should be at least off and on
50 rpm higher than the D Restart engine, cor-
ignition speed rect setting if necess-
ary
Both LED GAIN and DE- Start filling too low D Switch supply voltage
RIVATIVE off Start ramp too high off and on
D Restart engine, cor-
rect setting if necess-
ary
No signal from speed Measure voltage bet-
sensor ween terminals H and I
during starting; voltage
should be at least
1 VRMS
LED bar flashes when SDG configuration de- Check configuration D Reload software.
SDG is switched on fective
Engine does not run with the correct constant speed
Configuration, cabling Terminals J and K not If neither J nor K is con- D Check cabling, see
correctly switched nected, the SDG is con- page 117
figured for variable en-
gine speed
Incorrect number of D Correct setting
teeth
Incorrect specified speed D Correct setting
The target value settings must be made with the corresponding connections to
terminals K and/or J.
122
Overspeed during the starting operation

LED FAULT lights up Overspeed limit value D Readjust setting
set too low
Tuning not optimal D GAIN, STABILITY,
possibly increase
start ramp
Starter motor ejection D Readjust setting
set too high
SETUP mode not accessible
See page 119, access to the SETUP mode
Engine running is unstable
Slow periodical fluctua- Battery voltage too weak Check battery and cab- D Replace battery
tion ling: min. 20 V D Adapt cabling
Insufficient dead−time D Increase
compensation DERIVATIVE
Rapid periodical fluctua- GAIN too high D Reduce GAIN
tion
Excess dead−time com- D Reduce
pensation DERIVATIVE
123
Notes
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124
Service Data
125
Specifications
Engine
Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . in-line
Mode of operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-stroke-Diesel with turbocharger and in-
tercooler
Number of cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 mm
Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 mm
Engine capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 870 cm3
Compression ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 :1
Direction of rotation viewed on flywheel . . . . . . . . . . . . . . . . . . . . anti clockwise
Ignition sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−5−3−6−2−4
Ignition gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120_
Power based on DIN ISO 8528
D 0836 LE 201
Variable prime power (PRP=Prime Power)
ICXN, 1500 rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216 kW at 1500 rpm
ICXN, 1800 rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238 kW at 1800 rpm
D 0836 LE 203
Limited−time running power (LTP=Limited Time Running Power)
IOFN, 1500 rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248 kW at 1500 rpm
IOFN, 1800 rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277 kW at 1800 rpm
The rated power applies according to DIN ISO 3046/1
Standard reference conditions: air temperature 298 K, inflation pressure 1000 mbar, air humidity
60%
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure circulation
forced feed lubrication by gear oil pump
Oil filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . in main flow
Filling capacities
Oil capacity in oil sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . min. 22 ltr.
max. 28 ltr.
Oil change quantity (with filter) . . . . . . . . . . . . . . . . . . . . . . 30 ltr.
Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fluid cooling
Coolant temperature D 0836 LE 201
normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90_C
temporarily allowed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95_C
Coolant temperature D 0836 LE 203
normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100_C
temporarily allowed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105_C
126
Dimensions
Service data
Limiting values
Crankcase
Ø
116.1−116.2 mm
4.00−4.03 mm
Permitted bush protrusion: 0.01−0.06 mm
Ø
Standard dimension: 111.50−111.52 mm
Oversize 0.5 mm: 112.00−112.02 mm
0.010 Permitted conicity on cylinder length
Cylinder liner
Ø
115.74−115.88 mm
4.04−4.06 mm
Ø 108.000−108.022 mm
maximum wear limit:
0.1 mm above basic dimension
0.005 Permitted conicity on cylinder length
Standard dimension:
Ø 111.475−111.490 mm
Oversize 0.5 mm:
111.975 − 111.990 mm
127
Dimensions
Service data
Limiting values
Crankshaft
Main journal diameter:
Ø
Ø
Conrod journal diameter

0.015
0.01 For all crankshaft journals:
Maximum permitted ovality
Maximum permitted conicity
Thrust bearing journal width:

Standard dimension : 34.000−34.062 mm
Repair level: 34.500−34.562 mm
128
Dimensions
Service data
Limiting values
Main bearing

Oversize 0.25 mm: 2.593−2.605 mm
Oversize 0.50 mm: 2.718−2.730 mm
Oversize 0.75 mm: 2.843−2.855 mm
Oversize 1.00 mm: 2.968−2.980 mm
Bearing bore in installed condition:

Undersize 0.25 mm: 76.790−76.836 mm
Undersize 0.50 mm: 6.540−76.586 mm
Undersize 0.75 mm: 76.290−76.336 mm
Undersize 1.00 mm: 76.040−76.086 mm
Housing bore: 82.000−82.022 mm
Radial clearance: 0.040−0.105 mm
Spread of the bearing bushes:
0.5−1.5 mm
Permitted axial clearance of crankshaft:

0.200−0.395 mm
Width of thrust washer (contact washer):

Standard dimension: 2.850 − 2.900 mm
Repair level: 3.100 − 3.150 mm
27.967−28.000 mm
129
Dimensions
Service data
Limiting values
Flywheel
Observe the location of the bevel!
Installation temperature
(temperature when shrinking on):
220−240_C
Ø Flywheel: 432.490−432.645 mm
Ring gear (inside): 432.000−432.155 mm
m total = 61.9 kg
J total = 2.4 kgm2
Number of teeth: Z = 160, module 3

Counterwheel: starter pinion (Z=11)
Tooth flank backlash: 0.35−0.7 mm
130
Dimensions
Service data
Limiting values
Conrods
Ø
42.050−42.066 mm
Ø 0.02 A
0.05 A
32.78−32.88 mm
Conrod journal width: 33.0−33.1 mm
Screw on conrod bearing cover (without

bearing bushes). Measure base hole with
an internal micrometer.
74.000−74.019 mm
Conrod bearings
Oversize 0.25 mm: 2.100−2.112 mm
Oversize 0.50 mm: 2.225−2.237 mm
Oversize 0.75 mm: 2.350−2.362 mm
Oversize 1.00 mm: 2.475−2.487 mm
Spread with new bearing bushes:
0.5−2.0 mm
131
Dimensions
Service data
Limiting values
Pistons
Compression height: 63.900−64.000 mm
Piston protrusion from crankcase upper

edge: 0.093−0.391 mm
Ø 42.009−42.015 mm
42.041−42.043 mm (oval)
Piston bolt diameter:
41.994−42.000 mm
Ø 107.751−107.769 mm
17
108−161−108.219 mm (oval)
Piston weight difference per set
of an engine: max. 100g
Piston ring grooves
2.675−2.695 mm
I
2.540−2.560 mm
II
III 3.020−3.040 mm
Piston rings
2.0
1st ring − double-sided keystone ring:
I Height: 2.570−2.595 mm
2nd Ring − tapered compression ring:

II
Height: 2.510−2.530 mm
III
3rd ring − bevelled-edge ring with
coiled spring expander:
Height: 2.970−2.990 mm
Ring gap:
1st ring: 0.50−0.70 mm
2nd ring: 0.35−0.50 mm
3rd ring: 0.30−0.60 mm
132
Dimensions
Service data
Limiting values
Cylinder head
10.000−10.015 mm
for intake and exhaust valve
Ø Ø 14.1−14.5 mm
97.8−98.0 mm
Minimum dimension: 96.8 mm
α = 60_ Intake valve

α β β = 45_ Exhaust valve
Ø Valve guide bore in the cylinder head:

Ø Oversize: 16.250−16.268 mm
Outer diameter of the valve guide:
Oversize: 16.278−16.296 mm
standard:
Intake valve: 10.8−10.9 mm
Exhaust valve: 11.0−11.1 mm
Oversize:
Ø
Ø Base hole in the cylinder head:
Oversize: 51.20−51.23 mm
Outer diameter of the valve seat ring:
Base hole in the cylinder head:

Oversize: 44.200−44.225 mm
Outer diameter of the valve seat ring:
133
Dimensions
Service data
Limiting values
Valves
Ø Intake valve: 9.965−9.980 mm
Wear limit: max. 0.1 mm
Valve recess:
Valve springs
Valve springs:
Length, untensioned: 64.07 mm
Spring force at L = 45 mm: 418−462 N
L Spring force at L = 33.5 mm: 746−824 N
134
Dimensions
Service data
Limiting values
Valve train
Rocker arm
20.000−20.021 mm
Rocker arm bearing journal diameter:
19.957−19.970 mm
Ø Wear limit: 0.08 mm
Camshaft
Camshaft bush, inside diameter:
55.000−55.030 mm
Ø 54.910−54.940 mm
Camshaft axial clearance: 0.14−0.27 mm

Wear limit: 1.5 mm
Valve tappets
Housing bore for valve tappets:

Oversize: 20.250−20.271 mm
Valve tappets, outer diameter:
Ø Standard dimension: 19.944−19.965 mm
Oversize: 20.194−20.215 mm
Valve clearance
set when engine is cold
Intake valve: 0.5 mm
Exhaust valve: 0.5 mm
135
Dimensions
Service data
Limiting values
Valve timing
1 1 =
Engine direction of turn
2 TDC 2 =
intake valve opens 18_ before TDC
3 3 =
exhaust valve closes 29_ after TDC
4 =
exhaust valve opens 63_ before
BDC
5 = intake valve closes 32_ after BDC
6 = Exhaust valve opening angle 272_
7 = Intake valve opening angle 230_
6 7 The degrees specified refer to the crank-
shaft angle
5
BDC
Diagram of engine management

1 Crankshaft gear
2 Intermediate gear
4 3 Camshaft phasing gear
4 Injection pump wheel
5 Oil pump drive wheel
6 Oil pump supply wheels
2
3 5
1
6
Compression pressures
good 26−30 bar
permitted 24−26 bar
repair required below 24 bar
Pressure difference (between the individual cylinders) max. 4 bar
136
Dimensions
Service data
Limiting values
Engine lubrication
Valve opening pressures
Bypass valve for oil filter 2.1−2.9 bar
Overpressure valve on the oil pump 5−6 bar
Pressure valve of the oil injection nozzles
Opening pressure 1.9−2.1 bar
Closing pressure 1.4−1.6 bar
Spray hole diameter of the oil injection nozzles 1.75−1.85 mm
Oil pump
Oil pump gear
16 mm
31.925−31.950 mm
Housing depth: 32.000−32.039 mm
Press-out force: 10000 N
Ø Shaft: 15.94−15.95 mm
Bore in housing: 16.000−16.018 mm
Delivery volumes of the oil pump

The speeds are pump speeds
Delivery volumes with SAE 20 oil at 90_C and 6 bar oil
pressure
at n = 820 rpm (engine speed 650 rpm) 13.5 ltr./min
at n = 1890 rpm (engine speed 1500 rpm) 36 ltr./min
137
Dimensions
Service data
Limiting values
Cooling system
Coolant pump
Gap dimension between impeller wheel

and housing: 0.5−0.9 mm
Impeller wheel diameter: 136 mm
Bearing support bore in the housing:

54.940−54.970 mm
Diameter of the bearing:
54.981−54.994 mm
Bore in the hub:

25.000−25.013 mm
Diameter of the bearing shaft:
25.048−25.061 mm
Bore for bearing shaft in the impeller

wheel:
16.000−16.018 mm
Diameter of the bearing shaft:
16.045−16.056 mm
Thermostat
Start of opening: 83_C ("2_)

Full opening: 95_C
Lift at least 8 mm at 95_C
138
Dimensions
Service data
Limiting values
Fuel system
Injection nozzles
Manufacturer Bosch
Type of injector DSLA 154 P 625
Number of holes 6
Opening pressure of injector
New nozzle holder: 320 + 8 bar
Used nozzle holder: 300 + 8 bar
Nozzle protrusion beyond cylinder head contact surface 2.68−3.47 mm
Nozzle holder KDEL 82 PV
Injection pump
Manufacturer Bosch
Type VP 44
Governor
Start of delivery
Model Crank angle before TDC.
D 0836 LE 201 0"0.5°
D 0836 LE 203 0"0.5°
Turbocharger
Manufacturer Holset
Type HX 40
139
Dimensions
Service data
Limiting values
Starter motor
Manufacturer: Bosch
Type: HE 95-M
Operating principle: screw shift pinion
Starter pinion:
Number of teeth: Z = 11
Module: 3
Rated power: 4 kW
Rated voltage: 24 V
140
Torque guide values
Note:
All screw connections whose purpose is not stated in the following table are to be tightened in
accordance with the guide values in our company standard M 3059 (see page143 ).Lightly oil
the bolts before mounting.
Screw plugs
DIN 908
M14x1.5, M16x1.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 Nm
M18x1.5, M22x1.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 Nm
M24x1.5, M26x1.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 Nm
M30x1.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 Nm
DIN 7604
AM10x1, M12x1.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Nm
AM14x1.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 Nm
Crankcase, crankshaft drive

Crankshaft bearing caps to crankcase
Pretightening: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 Nm
Angle tightening: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90−100_
Vibration damper to crankshaft M14 x 1.5, 10.9
Pretightening: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 Nm
Angle tightening: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90−100_
Conrod bearing cover M11x1.5, 11.9
Pretightening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50−60 Nm
Angle tightening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90−100_
Flywheel to crankshaft M14 x 1.5, 10.9
Pretightening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 Nm
Cylinder head
Tightening / retightening the cylinder-head bolts, see page 144
Locknut on valve adjusting screw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Nm
Rocker arm bracket to cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Nm
Crankshaft timing gears

Socket-head screw for intermediate gear bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 Nm
Hexagonal collar screw for camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Nm
Lubrication system
Oil pressure valve for oil injection nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38−42 Nm
Drive gear for oil pump on shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Nm
Plug for oil pressure valve (in crankcase) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 Nm
Screw plug in oil pan (oil drain plug) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 Nm
Threaded element for securing oil filter cartridge 51.98130−0267 . . . . . . . . . . . . . . . . . . . 40 Nm
Exhaust / intake pipe

Exhaust pipe to cylinder head
Pretightening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50−55 Nm
141
Torque guide values
Fuel system
Nozzle holder in the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 Nm
Nozzle tensioning nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Nm
Banjo bolt for leaking oil on nozzle holder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−12 Nm
Pressure line on injection pump and injection nozzle
Pretightening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Nm
Angle tightening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60°
Banjo bolt on fuel filter M14 x 1.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−30 Nm
Bleed screw on the fuel filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−10 Nm
Driving nut on injection pump hub M18 x 1.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130−140 Nm
Alternator
Belt pulley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75−85 Nm
142
Torque guide values
Installation tightening torques according to company standard M 3059

Bolts / nuts with external or internal hexagon, head without collar or flange
Thread sizex pitch Property classes / tightening torques in Nm

for 8.8 / 8 for 10.9 / 10 for 12.9 / 12
M4 2.5 4.0 4.5
M5 5.0 7.5 9.0
M6 9.0 13.0 15.0
M7 14.0 20.0 25.0
M8 22.0 30.0 35.0
M8x1 23.0 35.0 40.0
M10 45.0 65.0 75.0
M10x1.25 45.0 65.0 75.0
M10x1 50.0 70.0 85.0
M12 75.0 105.0 125.0
M12x1.5 75.0 110.0 130.0
M12x1.25 80.0 115.0 135.0
M14 115.0 170.0 200.0
M14x1.5 125.0 185.0 215.0
M16 180.0 260.0 310.0
M16x1.5 190.0 280.0 330.0
M18 260.0 370.0 430.0
M18x2 270.0 290.0 450.0
M18x1.5 290.0 410.0 480.0
M20 360.0 520.0 600.0
M20x2 380.0 540.0 630.0
M20x1.5 400.0 570.0 670.0
M22 490.0 700.0 820.0
M22x2 510.0 730.0 860.0
M22x1.5 540.0 770.0 900.0
M24 620.0 890.0 1040.0
M24x2 680.0 960.0 1130.0
M24x1.5 740.0 1030.0 1220.0
143
Torque guide values
Cylinder head bolts
Tightening the cylinder-head bolts on a new engine

Bolts with Torx head tightened by the angle-of-rotation method must not be retightened!
Retightening the cylinder-head bolts following a repair

(engine cold)
Important: 7 1 4 6
Unscrewed cylinder head bolts must not
be reused.
Apply engine oil to the cylinder head bolts before

inserting them at the thread (not in the threaded
hole) and brush the contact surface of the bolt
head with “Optimoly White T” installation paste.
Do not use oil or oil additives that contain MoS2.
The bolts are to be tightened using the rotation
angle method according to the tightening sched-
ule as follows:
D 1st pretightening = to 80 Nm
5 3 2 8
D 2nd pretightening = to 150 Nm Tightening diagram
D 3rd pretightening = 90_
D 4th pretightening = 90_
D 5th final tightening = 90_
Set the valve clearance.
Attach sticker 51.97801−0150.
Retightening the cylinder−head bolts following a repair

Bolts with Torx head tightened by the angle-of-rotation method must not be retightened!
144
Special tools
145
Special tools
1 2 3
4 5 6
7 8 9
10 12
1
1
14 15
13
16 17 18
146
Special tools
Fig. no. Designation Item number

1 Dial gauge for start of delivery setting 08.71000−1205
2 Probe extension for 1 80.99605−0266
3 Adapter for 1 80.99605−6019
4 Special spanner (WAF 17) for injection pressure lines 80.99603−0309
5 Pin spanner for injection nozzle holder, 4 grooves 80.99603−0049
6 Inertia extractor for injector nozzles 80.99602−0011
Adapter 80.99602−0059
7 Mounting tool for injection nozzles 80.99606−0312
8 Socket spanner for injection nozzle union nuts 80.99603−0024
9 Press−in bush for water pump cassette ring 80.99617−0191
10 Press−in bush for water pump bearing shaft 80.99635−0008
11 Engine cranking tool 80.99626−6008
Standard ratchet for 11 80.99627−0001
12 Press-in device for oil pump shaft 80.99604−0055
consisting of:
support bush 80.99604−0056
distance bush 80.99604−0057
13 Puller hook 80.99602−0127
14 Impact extractor for 13 80.99602−0016
15 Detachable handle for all press−in plates 80.99617−0129
16 Press-in plate for crankshaft sealing ring, front 80.99617−0073
17 Press-in plate for crankshaft sealing ring, flywheel side 80.99606−6030
18 Angle measuring disc for torque tightening and angle of rotation tightening 80.99607−0134
147
Special tools
19 20 21
22 23 24
25 26
27 28 29
30 31 32
148
Special tools

19 Piston ring scuff band 80.99613−0035
20 Guide mandrels (2 units) for assembly of flywheel,
see Own manufacture sketch, page 152
21 Dial gauge bracket 80.99605−0172
22 Piston ring pliers 83.09144−6090
23 Feeler gauge 0.2 / 0.25 / 0.35 / 0.4 / 0.5 for valve setting 80.99607−6019
24 Valve setting key 80.99603−6007
25 Cylinder liner extractor device, complete 80.99601−6018
26 Straightedge for cylinder heads 80.99605−0175
27 Test connection for compression recorder 80.99607−6003
28 Valve fitting lever 80.99606−0031
29 Extractor device for camshaft bearing bushes, outside 80.99602−6012
30 Guide for mounting the camshaft bearings 80.99606−6102
31 Marking punch for mounting the camshaft bearings 80.99606−0546
32 Installation tool for mounting the camshaft bearings 80.99606−6109
in conjunction with items 30 and 31
149
Special tools
33 34
35
150
Special tools

33 Compression recorder 80.99605−0164
− additional, angle adapter 81.98110−0099
− replacement, record charts (package with 100 units) 80.99605−0165
34 Assembly sleeve for valve−stem seal 80.99606−0287
Press sleeve for valve−stem seal 80.99604−0106
35 Press-in and press−out device for valve guides with press−in plates for 80.99604−0050
valve seat rings
Device consisting of:

press−in and press−out mandrel for valve guide 80.99604−0051
press−in bush (spacer sleeve) 80.99604−0052
press−in plate for valve seat ring − intake 80.99604−0114
press−in plate for valve seat ring − exhaust 80.99604−0054
151
Special tools
Own manufacture
Guide mandrel for assembly of flywheel
Material: screw M14x140
Press−in mandrel for fastening cover

diameter 50.1 mm, diameter 62.1 mm
152
Circuit diagrams
153
Circuit diagram for engine without classification
+
Batterie
battery
−
2
min 50mm Motormasse
2 2 Drehzahlgeber Drehzahlgeber
35mm 2,5mm Speed sensor Speed sensor Engine ground
51.27120−7032 51.27120−0014 (Erdung)
2
2
Generator 80A 30 86 Leistungsrelais 50A

4mm
4mm
Starter 4kW
B− B+ Alternator 80A 31 30 Starter 4kW Powerrelay 50A
2
G M
10mm
51.26101−7271 51.26201−7117 50.25902−0048
3
(einpolig (einpolig
U isoliert) PSG5N / VP44
isoliert)
D+ W 50
1 2
87 85
CAN−H CAN−L MAB−E DZG−E + −
2
2,5mm 2 1 5 8 7 6
Verpolschutz
V4 Inverse−pol.
protection
Load Sharing and Synchronising Input

Lastverteil und Synchronisier Eingang
3x Dioden 5KP 33A
V1
2
Ueberspannungsschutz
2,5mm
2,5mm
V3
Surge−Protection
(only for GAC/ComAp)

V2 MAB (24V DC = Stop)
DZG
M H I U V X Y L W
2
4mm
SDG −865−01−01 (51.11616−1023)
Zuendung A B E F G J K Q R S
Ignition
Start
Start
Ladekontrollampe
Charge lamp
24V/3W
V5
F1
max. 20A
2
4mm
2
4mm
2
Nicht bezeichnete Leitungen 1mm
2
Unmarked cables 1mm
External internal shut off

Speed Trim +/−50 RPM
Verdrillte Leitungen 25/m

Twisted wire 25/m
Extern Intern Stop
Alarm/Horn signal
Drehzahlvorwahl
Emergency stop
5 kOhm 1/4W
Speed Select
max. 200mA
Die Leitungslaengen zum Steuergeraet
duerfen maximal 3m betragen
(Option)
(Option)
Notaus
(Ausnahmen: Klemme A, B, H, I, L, Q, U, V, W, X, Y).
The length of the wires should be maximum 3m
(exeption terminal A, B, H, I, L, Q, U, V, W, X, Y).
Die Klemmen A bis Y am Steuergeraet muessen zum Schutz vor

elektrostatischen Entladungen mit Isolierband abgedeckt werden.
The Terminals A to Y at the control unit have to be protected against
electrostatic discharge with insulating tape.
8182
155
Circuit diagram for engine without classification
156
Circuit diagram for engine with Classification
Batterie
+ battery
Drehzahlgeber Drehzahlgeber Drehzahlgeber
Speed sensor Speed sensor Speed sensor
− 51.27120−7032 51.27120−0014 51.27120−7032
2
min 50mm
2 2
10mm 2,5mm
2 Leistungsrelais 50A
10mm
Powerrelay 50A PSG5N / VP44
2
30 86 50.25902−0048
4mm
4mm
B− B+ 31 30 1
G M 2 1 2
3 Generator 55A Starter 4kW CAN−H CAN−L MAB−E DZG−E + −
Alternator 55A Starter 4kW
U 2 1 5 8 7 6
51.26101−7205 51.26201−7142
D+ W 50
87 85 Verpolschutz
2
V4 Inverse−pol.
4mm
2
2,5mm
protection
Lastverteilung und Synchronisier Eingang

Load Sharing and Synchronising
2,5mm 2
2,5mm 2
(only for GAC/ComAp)
V1
2x Dioden 5KP 33A MAB (24V DC = Stop)
Ueberspannungsschutz DZG
Surge−Protection
V2
M H I U V X Y L W
SDG −865−01−01 (51.11616−1023)
A B E F G J K Q R S
Zuendung
Ignition
Start
Start
K1
F1 Ladekontroll−
max. 20A lampe
Charge lamp A1 A2
24V/3W
V5
2 13 14
4mm
2
4mm
9 5 4
1
2
2 8
Nicht bezeichnete Leitungen 1mm
2
Unmarked cables 1mm Grenzwertschalter
External internal shut off

Limit value switch
Speed Trim +/−50 RPM
Verdrillte Leitungen 25/m 51.25514−0003
Extern Intern Stop

Twisted wire 25/m
Alarm/Horn signal
Drehzahlvorwahl
Emergency stop
5 kOhm 1/4W
Speed Select
max. 200mA
Die Leitungslaengen zum Steuergeraet
duerfen maximal 3m betragen
(Option)
(Option)
Notaus
(Ausnahmen Klemme A, B, H, I, L, Q, U, V, W, X, Y).
The length of the wires should be maximum 3m
(exeption terminal A B, H, I, L, Q, U, V, W, X, Y).
Die Klemmen A bis Y am Steuergeraet muessen zum Schutz vor

elektrostatischen Entladungen mit Isolierband abgedeckt werden.
The terminals A to Y at the control unit habe to be protected against
electrostatic discharge with insulating tape.
8182
157
Circuit diagram for engine with Classification
158
Index
C Cylinder liners overlap . . . . . . . . . . . . . . . . . . . . 112

Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 Cylinder sequence − diagram . . . . . . . . . . . . . . . 75
Axial limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Removing and installing . . . . . . . . . . . . . . . . . . 93 D
Camshaft − axial clearance . . . . . . . . . . . . . . . . . 94 Draining engine oil . . . . . . . . . . . . . . . . . . . . . . . . . 50
Camshaft axial clearance . . . . . . . . . . . . . . . . . . 136
E
Camshaft bearings, Removing and installing . . 95
Electronic speed governor
Camshaft toothed gear . . . . . . . . . . . . . . . . . . . . . 89
Correcting malfunctions . . . . . . . . . . . . . . . . . 123
Charging pressure, Checking . . . . . . . . . . . . . . . 68
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Compression pressure, Checking . . . . . . . . . . . . 88
Keyboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Compression pressures . . . . . . . . . . . . . . . . . . . 137
Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Conrod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Reading out the fault memory . . . . . . . . . . . . 121
Conrod bearing spread . . . . . . . . . . . . . . . . . . . . 106
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . 121
Conrod bearings . . . . . . . . . . . . . . . . . . . . . . . . . 106
Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Conrod foot bore . . . . . . . . . . . . . . . . . . . . . . . . . 108
Engine lubrication . . . . . . . . . . . . . . . . . . . . 127, 138
Conrods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Engine management . . . . . . . . . . . . . . . . . . . . . . 137
Coolant
Engine specifications . . . . . . . . . . . . . . . . . . . . . 127
draining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Engine Timing Arrangement − Diagram . . . . . . . 18
Filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Engine views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Coolant pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Exhaust manifold, Removing and installing . . . . 64
Removing and installing . . . . . . . . . . . . . . . . . . 42
Repairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 F
Coolant pump − mechanical seal . . . . . . . . . . . 46 Fault table . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 − 15
Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127 Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Cooling circuit, Fan radiator, Removing and installing . . . . . . . . . . . . . . . . . . 58
outside cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Flywheel housing, Installing and removing . . . . 61
Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Front crankshaft gasket . . . . . . . . . . . . . . . . . . . , 56
Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Fuel filter cartridge, Replacing . . . . . . . . . . . . . . . 37
Filler caps and service valves . . . . . . . . . . . . . 48
Fuel injection edge−type filter . . . . . . . . . . . . . . . 35
Inside cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Fuel prefilter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
removing lime deposits . . . . . . . . . . . . . . . . . . . 48
Fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Checking the axial clearance . . . . . . . . . . . . . 104
Fuel system − schedule . . . . . . . . . . . . . . . . . . . . 21
removing and installing . . . . . . . . . . . . . . . . . . 102
Crankshaft axial clearance . . . . . . . . . . . . . . . . . 130 G
Crankshaft bearing . . . . . . . . . . . . . . . . . . . . . . . 130 Gudgeon pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Crankshaft bearings . . . . . . . . . . . . . . . . . . . . . . 103
Crankshaft gasket, flywheel side . . . . . . . . . . . . 60 I
Cylinder face . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 Injection nozzle overlap . . . . . . . . . . . . . . . . . . . . 80
Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134 Injection nozzles . . . . . . . . . . . . . . . . . . . . . . . . . 140
Installing and removing . . . . . . . . . . . . . . . . . . . 71 Injection nozzles opening pressure . . . . . . . . . . 33
Cylinder head bolts . . . . . . . . . . . . . . . . . . . . 71, 145 Injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
Cylinder head gasket . . . . . . . . . . . . . . . . . . . . . . 72 Removing and installing . . . . . . . . . . . . . . . . . . 28
Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 Injectors
Cylinder liner protrusion . . . . . . . . . . . . . . . . . . . 128 checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Cylinder liners, Removing and installing . . . . . 112 dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
159
Index
Removing and installing . . . . . . . . . . . . . . . . . . 31 Spezialwerkzeuge . . . . . . . . . . . . . . . . . . . 154 − 163

Intake manifold, Removing and installing . . . . . 63 Start of delivery . . . . . . . . . . . . . . . . . . . . . . . . . . 140
Intermediate gear . . . . . . . . . . . . . . . . . . . . . . . . . 89 Adjusting . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 − 27
Checking . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 − 24
N Starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Nozzle tester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Removing and installing . . . . . . . . . . . . . . . . . 114
Starter motor gear ring . . . . . . . . . . . . . . . . . . . . . 59
O
Oil cooler, Removing and installing . . . . . . . 50 − 51 T
Oil filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Tappet push rods . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Oil pan, Removing and installing . . . . . . . . . 51 − 52 Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Oil pressure control valve . . . . . . . . . . . . . . . . . . . 54 checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138 Installing and removing . . . . . . . . . . . . . . . . . . . 41
dismantling and assembling . . . . . . . . . . . . . . . 52 Timing case, Removing and installing . . . . . . . . 89
Removing and installing . . . . . . . . . . . . . . . . . . 52 Torque guide values . . . . . . . . . . . . . . . . . . . . . . 142
Oil pump delivery volumes . . . . . . . . . . . . . . . . 138 Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
Oil pump gears − Axial clearance . . . . . . . . . . . . 53 Axial clearance . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Oil spray nozzle, removing and installing . . . . . 55 Radial clearance . . . . . . . . . . . . . . . . . . . . . . . . . 70
Oil spray nozzle valve . . . . . . . . . . . . . . . . . . . . . . 55 Removing and installing . . . . . . . . . . . . . . . . . . 69
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . 66
P
Piston rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133 V
Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 V−belts
Checking axial clearance . . . . . . . . . . . . . . . . 111 Checking . . . . . . . . . . . . . . . . . . . . . . . . . 115 − 116
Checking ring end clearance . . . . . . . . . . . . . 110 Replacing . . . . . . . . . . . . . . . . . . . . . . . . . 116 − 117
Removing and installing . . . . . . . . . . . . . . . . . 110 Valve clearance . . . . . . . . . . . . . . . . . . . . . . . . . . 136
Pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133 Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Checking protrusion . . . . . . . . . . . . . . . . . . . . . 113 Valve guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
Removing and installing . . . . . . . . . . . . . . . . . 105 Removing and installing . . . . . . . . . . . . . . . . . . 81
Valve recess . . . . . . . . . . . . . . . . . . . . . . . . . . 86, 135
R
Measuring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Rocker arm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
Valve seat, Reworking . . . . . . . . . . . . . . . . . . . . . 84
Rocker arm axle . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Valve seat angle . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Rocker arm bearing bushes . . . . . . . . . . . . . . . . . 76
Valve seat inserts, removing and installing . . . . 82
Rocker arm mechanism . . . . . . . . . . . . . . . . . . . . 71
Valve seat ring . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
Dismantling and assembling . . . . . . . . . . . . . . . 76
Valve springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
S Valve taper face . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Safety instructions . . . . . . . . . . . . . . . . . . . . . . . 7 − 9 Valve tappets . . . . . . . . . . . . . . . . . . . . . . . . . 93, 136
Preventing accidents with injury to persons . . . 7 Valve timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Preventing damage to engine and premature Checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Valve train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
Preventing environmental damage . . . . . . . . . . 8 Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Safety regulations, handling used engine oil . . . . 9 Refacing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Schaltplan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155 Removing and installing . . . . . . . . . . . . . . . . . . 78
Securing elements of the piston . . . . . . . . . . . . 108 Vibration damper, Removing and installing . . . . 56
Service Data . . . . . . . . . . . . . . . . . . . . . . . . 126 − 150
Special tools . . . . . . . . . . . . . . . . . . . . . . . . 146 − 155 W
Waste water treatment . . . . . . . . . . . . . . . . . . . . . 48
160
MAN Truck & Bus AG
Vogelweiherstraße 33
90441 Nuremberg
Germany
man-engines@man.eu
www.man-engines.com
MAN Truck & Bus – a member of the MAN Group

Repair Manual - D0836 LE2XX

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MAN Industrial Diesel Engines

MAN-Industrial Diesel Engines

51.99598-8182 „Translation of the original instructions“

Fitting flat seals / gaskets

Assembly of round sealing rings

Masking of fuel and lube oil pipe con-

Flywheel / Crankshaft seals

Intake- and exhaust system

Service Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125

Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145

3 The “3” means 125 mm stroke

6 The “6” indicates the number of cylinders 6

L This letter stands for “charge−air cooling” (German: Ladeluftkühlung)

201 This is a factory-internal development number.

Regulations designed to prevent accidents with injury to persons

D Do not touch hot engine with bare hands: risk of burns.

D Follow the manufacturer’s instructions for handling batteries.

D When performing welding work, observe the “Notes for welders”.

Regulations designed to prevent damage to engine and premature wear

Regulations designed to prevent pollution

Engine oil and filter elements / cartridges, fuel / fuel filter

Notes on safety in handling used engine oil *

D Correct power output setting according to the type of application

Schematic diagram of the flow of oil in non-pressurised engines (source:

Pressurising an engine affords the following advantages:

Operating faults and possible causes

1. Starter turns over engine only slowly or not at all

1. Starter turns over engine only slowly or not at all

Â Fuel prefilter with hand pump

Æ Combustion air line from intercooler

È Oil drain screw

É Oil filler neck

11 Combustion air line to intercooler

À Injection pump wheel Ä Crankshaft gear

À Gear oil pump Å Switch for oil pressure warning lamp

À Fuel return Æ Injection lines to the injection nozzles

À Overflow and ventilation line Æ Filling line

Checking start of delivery

Fig. 7 and Fig. 8

The value is given in millimetres.

Adjusting start of delivery

If the adjustment possibility is not sufficient, the

Removing the fuel pump

Removing the injection pump

Installing injection pump

Fitting the fuel pump

Removing injection nozzles

Installing fuel injectors

Checking fuel injectors

Check the nozzle with its nozzle holder. Connect

Dismantling the fuel injector

Repairing fuel injectors

Check cleaned parts for wear and damage, repla-

Assembling fuel injectors

Ensure that the edge-type filter is correctly

Cleaning fuel prefilter

Replacing the fuel filter cartridge

Venting the low pressure system

An arrow on the filter head indicates the direction

Venting the high pressure system

Comply with safety regulations and offi-

D Tighten the union nut

D Start the engine and for reliable lubrication of