Man Adblue System

Electrical System
MAN AdBlue® System
Copy deadline 04.2008
System Description
81.99593-5062 2nd edition T 110
MAN Nutzfahrzeuge Aktiengesellschaft Systembeschreibung T 110, 2. Ausgabe
Dachauer Str. 667 Elektrische Anlage
80995 MÜNCHEN MAN AdBlue® System
oder - Englisch -
Postfach 50 06 20 Printed in Germany
80976 MÜNCHEN
System Description T 110
2nd edition
Electrical System
MAN AdBlue® System
81.99593-5062
1
PREFACE / PRINTER'S IMPRINT
PREFACE
This repair manual is intended to provide assistance in performing repairs correctly on vehicles and units.
The technical details were correct at the time of going to press.
This publication assumes that persons who use it possess the requisite technical knowledge in handling
vehicles and components.
Pictures and the corresponding descriptions are typical one-time representations; they do not always
correspond to the unit or peripherals in question, but this does not mean they are incorrect. In such cases,
plan and carry out the repair work in accordance with the sense of the instructions.
Repair work on complex add-on components should be entrusted to our customer service or to the customer
service of the manufacturing company. These components are mentioned specically in the text.
Important instructions concerning technical safety and the safety of personnel are specically highlighted, as
indicated below.
CAUTION
Type and source of danger
Refers to working and operating procedures which must be followed exactly in order to avoid
exposing people to risk.
WARNING
Type and source of danger
Refers to working and operating procedures which must be followed exactly in order to avoid
serious or irreparable damage to property.
Note
Explanatory description to aid understanding of the working and operating procedures involved.
Comply with general safety regulations when performing any repair work.
Best wishes from
MAN Nutzfahrzeuge AG
PRINTER’S IMPRINT
© 2008 MAN Nutzfahrzeuge AG
Reprinting, copying or translation, even of extracts, is not allowed without the written approval of MAN. All
rights under the copyright law are strictly reserved by MAN. If any changes are made without the written
approval of MAN Nutzfahrzeuge then MAN Nutzfahrzeuge AG shall not be liable for any warranty or guarantee
claims arising from damage and defects attributable to the unauthorised modication. Furthermore, MAN
Nutzfahrzeuge AG shall not be liable for any damage resulting from the unapproved modication.
Redaktion: VASID-S, TS, 04.2008
Satz: VASID-S
Druck: MAN-Werksdruckerei
2 T 110 2nd edition

TABLE OF CONTENTS
Content Chapter/Page
Index 5
Abbreviations 7
Introduction
Safety instructions ....................................................................................................... 13
Description
System description ...................................................................................................... 20

General information ................................................................................................. 20
Structure and operation ............................................................................................ 21
Schematic structure of engine with MAN AdBlue® system ................................................... 22
CAN structure ....................................................................................................... 23
Functional description .................................................................................................. 26
Supply module with AdBlue control unit (A808) ................................................................ 26
AdBlue system control unit (A808), connector pin assignment ............................................. 27
AdBlue level/temperature sensor (B628) ........................................................................ 28
Air humidity sensor with temperature sensor (B996) ......................................................... 29
NOx sensor (B994) .................................................................................................. 30
Exhaust gas temperature sensor (B634) ........................................................................ 31
Dosing module (Y436) .............................................................................................. 32
AdBlue heating circuit coolant valve (Y437) .................................................................... 33
Component description / installation positions ..................................................................... 34
Supply module with AdBlue control unit (A808) ................................................................ 34
AdBlue® level/temperature sensor (B628) ...................................................................... 35
Air humidity sensor with temperature sensor (B996) ......................................................... 36
NOx sensor (B994) .................................................................................................. 37
Exhaust gas temperature sensor (B634) ........................................................................ 38
Dosing module (Y436) .............................................................................................. 39
AdBlue heating circuit coolant valve (Y437) .................................................................... 40
Diagnosis ................................................................................................................. 41
General information ................................................................................................. 41
SPN list (fault codes) ............................................................................................... 51
Test step list EDC7 C32 Euro 5 in combination with MAN AdBlue® system (4-cylinder and
6-cylinder) ............................................................................................................. 77
Test step list EDC7 C32 Master/Slave Euro 5 in combination with MAN AdBlue® system (V8
engine) ................................................................................................................ 81
Wiring diagrams
Overviews ................................................................................................................. 87
Overview, EDC7 C32 Euro 5 OBD 1 with NOx monitoring ................................................... 88
Overview, EDC7 C32 Euro 5 Master/Slave OBD 1 with NOx monitoring ................................. 90
Overview, AdBlue® dosing control unit DCU15 ................................................................ 92
Overview, AdBlue® dosing control unit DCU15 Master/Slave ............................................... 94
T 110 2nd edition 3

INDEX
Catchword Page
A
Adapter cable HD-OBD ................................................................................................................................. 43
AdBlue level/temperature sensor (B628)
Connector pin assignment........................................................................................................................ 28
Description ............................................................................................................................................... 28
AdBlue® level/temperature sensor (B628)
Installation position................................................................................................................................... 35
Air humidity sensor with temperature sensor (B996)
Description ............................................................................................................................................... 29
Pin assignment......................................................................................................................................... 29
C
CAN structure, in-line engine......................................................................................................................... 23
CAN structure, V-engine................................................................................................................................ 24
Control unit, MAN AdBlue® system (A808)
connector pin assignment ........................................................................................................................ 27
Coolant valve, AdBlue heating circuit (Y437)
Description ............................................................................................................................................... 33
D
Deleting the OBD fault memory..................................................................................................................... 46
Diagnosis socket HD-OBD (X200)
Adapter cable HD-OBD ............................................................................................................................ 43
Description ............................................................................................................................................... 43
Installation position - TGA, TGL, TGM ..................................................................................................... 44
Installation position - TGX, TGS............................................................................................................... 44
Pin assignment......................................................................................................................................... 43
Dosing module (Y436)
Description ............................................................................................................................................... 32
F
Fault code list ................................................................................................................................................ 51
Fault indication MAN-cats® ............................................................................................................................ 47
Faults and fault memory ................................................................................................................................ 45
FMI (Failure Mode Identication) status indicators........................................................................................ 47
I
Installation positions, components................................................................................................................. 34
M
MIL (Malfunction Indicator Lamp) .................................................................................................................. 47
N
NOx sensor (B994)
Description ............................................................................................................................................... 30
Pin assignment......................................................................................................................................... 30
O
OBD fault lamp, MIL (Malfunction Indicator Lamp)........................................................................................ 47
OBD fault memory ......................................................................................................................................... 45
Deleting the OBD fault memory................................................................................................................ 46
Withdrawal of torque limiting .................................................................................................................... 46
Overview, AdBlue® dosing control unit DCU15 ............................................................................................. 93
Overview, AdBlue® dosing control unit DCU15 Master/Slave ....................................................................... 95
T 110 2nd edition 5

INDEX
Overview, EDC7 C32 Euro 5 Master/Slave OBD 1 with NOx monitoring...................................................... 91

Overview, EDC7 C32 Euro 5 OBD 1 with NOx monitoring............................................................................ 88
R
Resetting of OBD malfunction lamp (MIL) ..................................................................................................... 46
S
Safety instructions ......................................................................................................................................... 13
General information.................................................................................................................................. 13
Schematic representation of the MAN AdBlue® System ............................................................................... 21
Schematic structure of engine with MAN AdBlue® system............................................................................ 22
SPN list (fault codes) ..................................................................................................................................... 51
Structure and operation ................................................................................................................................. 21
Supply module with AdBlue control unit (A808)
Description ............................................................................................................................................... 26
System description ........................................................................................................................................ 20
General information.................................................................................................................................. 20
Structure and operation............................................................................................................................ 21
T
Temperature sensor, exhaust gas (B634)
Description ............................................................................................................................................... 31
Test box with test cable ................................................................................................................................. 42
Test step lists
Test step list EDC7 C32 Euro 5 in combination with MAN AdBlue® system (4-cylinder and 6-cylinder).. 77
Test step list EDC7 C32 Master/Slave Euro 5 in combination with MAN AdBlue® system (V8)............... 81
Torque limiter
Withdrawal of torque limiting .................................................................................................................... 46
W
Withdrawal of torque limiting ......................................................................................................................... 46
6 T 110 2nd edition

LIST OF ABBREVIATIONS
Abbreviations
A
a Acceleration
ABE General certication
ABS Anti-lock Braking System
ABV Anti-skid system
AC Air Conditioning
ACC Adaptive Cruise Control
ACK Acknowledge
ADC Analogue-Digital Converter
ADR European agreement for cross-border transport of dangerous goods by road (French title: Accord
européen relatif au transport international des marchandises Dangereuses par Route)
AGB Automatic road speed limiter
AGND Analogue Ground
AGR Exhaust Gas Recirculation (EGR)
AHK Trailer coupling
AHV Trailer brake valve
ALB Automatic load balancing
AMA Antenna mast system
AMR Anisotrop Magneto Resistive
ANH Trailer / semitrailer
AS Automatic gearbox
ASD Trailer socket
ASM Trailer control module
ASR Anti-spin regulator (traction control)
ASV Trailer control valve
ATC Automatic Temperature Control
ATF Automatic Transmission Fluid
AU Statutory exhaust emission test
AV Exhaust valve
AVS Automatic gear preselection
B
BA Operator's manual
BBA Service brake system
BBV Service brake valve
BITE Built-In Test Equipment
BKR Brake power regulator
BUGH Front heater
BV Backup valve
BVA Brake wear indicator
BVS Brake wear sensor
BVV Brake wear sensor supply
BW German Army
BWG Brake power sensor
BZ Brake cylinder
C
CAN Controller Area Network
CAN-H CAN-high data line
CAN-L CAN-low data line
CATS Computer-assisted testing and diagnostic system
CBU Central Brake Unit
CDC Continuous Damping Control
CCVS Cruise control vehicle speed
CKD Completely Knocked Down
CNG Compressed Natural Gas
CPU Central Processing Unit
CRT Continuously Regenerating Trap (exhaust mufer, two-way catalytic converter, diesel particulate
lter)
CRC Cyclic Redundancy Check
T 110 2nd edition 7

CS Comfort Shift
D
DAHL Roof ventilator
DBR Auxiliary brake relay
DCU Dosing Control Unit (for AdBlue)
DF Speed sensor
DFÜ Data transmission
DIA Diagnosis and information display
DIAG Diagnosis, entire vehicle
DIAG - Diagnosis, entire vehicle – central computer, Multiplex (buses and coaches only)
MUX
DIAK Diagnosis, K-line (data line)
DIAL Diagnosis, L-line (interrogation line)
DIAR Diagnosis, further interrogation
DIN German industrial standard
DKE Throttle valve increase (ASR control)
DKH Roof duct heating
DKL Roof aps
DKR Throttle valve reduction (reduction request from ASR to EDC/EMS)
DKV Throttle valve specication (load sensor signal from pedal value sensor, EDC/EMS)
DLB Compressed air brake system
DM Diagnostic Message
DNR Drive Neutral Reverse (selector lever switch for automatic)
DPF Diesel particulate lter
DRM Pressure control module
DRS Rotational speed sensor
DS Pressure sensor
DSV Pressure control valve
DTC Diagnostic Trouble Code (OBD fault code)
DTCO Digital tachograph
DV Throttle valve
DWA Anti-theft warning system
DZG Speed sensor
DZM Rev counter
E
EBS Electronic brake system
ECAM Electronically Controlled Air Management
ECAS Electronically Controlled Air Suspension
ECE Emergency shut-off to ECE 36
ECU Electronic Control Unit
EDC Electronic Diesel Control
EDC S Electronic Diesel Control Slave
EDM Electronic diesel consumption meter
EDR Maximum speed governor
EEC Electronic engine controller
EEPROM Electrically erasable and programmable read-only memory
EFR Electronic shock absorber control
EFS Electric driver's seat
EHAB Electro-hydraulic shut-off device
ELAB Electrical shut-off device
ELF Electronically controlled air suspension
EMS Electronic throttle control (ETC)
EMV Electromagnetic compatibility (EMC)
EOL End-of-line (programming)
EP Injection pump
ER Engine retarder (engine brake)
ESAC Electronic Shock Absorber Control
ESP Electronic Stability Program
ESR Electric sun-blind
8 T 110 2nd edition

EST Electronic control unit

EV Intake valve
EVB Exhaust Valve Brake
F
FAP Driver's area
FAQ Frequently Asked Questions
FBA Parking brake system
FBM Pedal brake module
FDR Vehicle dynamics control
FDF Vehicle data le
FFR Vehicle management computer
FGB Road speed limiter (RSL)
FGR Road speed governor (RSG)
FHS Cab
FIN Vehicle identication number (17 digits)
FM Vehicle management
FMI Failure mode identication
FMS Fleet Management Standard (global telematics standard)
FMR Vehicle/engine management
FOC Front Omnibus Chassis (bus/coach chassis with front-mounted engine)
FSCH Windscreen heater
FSG Ground reinforcement system
FSH Window/mirror heating
FTW Driver's partition
FUNK Radio communication unit
FZA Destination system
FZNR Vehicle number (7 digits)
G
GDK Closed-loop diesel catalyst
GEN Alternator
GET Gearbox
GGVS European agreement for cross-border transport of dangerous goods by road (French abbreviation:
ADR)
GND Ground
GP Gearbox planetary gear group (range-change box)
GS Gearbox control
GV Gearbox splitter gear group (splitter box)
H
HA Rear axle
HBA Auxiliary brake system
HD-OBD Heavy Duty On-Board Diagnosis
HDS Urea dosing system
HGB Maximum road speed limiter
HGS Hydraulic gearshift
HLUE Hydrostatic fan
HOC Rear Omnibus Chassis (bus/coach chassis with rear-mounted engine)
HSS Highside switch
HST Main switchboard
HU Main inspection
HYD Hydronic auxiliary heater
HYDRIVE Hydrostatic front axle drive
HYDRO MAN Hydro Drive
HVA Hydrostatic front axle drive
Hz Hertz (number of cycles per second)
HZA Bus stop indicator system
HZG Auxiliary speed sensor
I
IBEL Interior lighting
T 110 2nd edition 9

IBIS Integrated on-board information system

IC Integrated Circuit
ID Identication
IMR Integrated mechanical relay (starter control)
INA Information indicator (e.g. check lamp)
INST Instrumentation
IR Individual control (ABS)
IRM Modied individual control (ABS)
ISO International Standards Organisation
IWZ Incremental angle/time measuring system
K
KBZ Combination brake cylinder
KFH Fuel lter heater
KITAS Kienzle intelligent tachograph sensor
KLI Air-conditioning system
KNEEL Kneeling
KSM Customer-specied control module (control unit for external data exchange)
KSW Customer's special request
KWP Key Word Protocol (protocol for MAN-cats diagnosis KWP 2000)
L
LBH Air reservoir
LCD Liquid Crystal Display
LDA Manifold-pressure compensator (boost control)
LDF Charge pressure sensor
LDS Air spring/damper system
LED Light emitting diode
LF Air suspension
LGS Lane Guard System
LL Idling speed
LLA Idling speed increase
LLR Idling speed control
LNA Steering trailing axle
LNG Liqueed Natural Gas
LOE Steering oil monitor
LPG Liqueed Petroleum Gas
LSVA Distance-based heavy vehicle toll
LWR Headlight beam regulator
LWS Steering angle sensor
M
M-TCO Modular EU tachograph
MAB Solenoid valve shut-off (engine shut-off by high-pressure solenoid valve in injection pump)
MAN- cats MAN computer-assisted testing and diagnostic system
MAR Solenoid valve shut-off relay (redundant engine shut-off relay)
MDB Engine speed range
MES Fuel quantity actuator
ML Midline
MMI Man-machine interface
MOTB Engine brake
MP Motor power box (cable duct on engine block)
MR Engine governor - ASR
MSG Engine control unit (EDC)
MUX Central computer, Multiplex (bus/coach only)
MV Solenoid valve
MZ Diaphragm cylinder
N
n Speed
NA Power take-off
NBF Needle movement sensor
10 T 110 2nd edition

NES New electronic structure

NFZ Commercial vehicles
NLA Trailing axle
NSL Rear fog lamp
NSW Fog lamps
O
OBD On-Board Diagnosis
OBDU Onboard Diagnostic Unit (subsystem of central on-board computer)
OC Occurrence Count (frequency counter of a fault)
OEAB Oil separator
OENF Oil top-up
P
p Pressure
P Powertrain
PBM Pulse Breadth Modulation (also see PWM)
P-Code Powertrain code (fault code)
PDF Particulate Diesel Filter
PLM Programmable Logic Module
PM-Kat Particulate matter catalytic converter
PSC Pneumatic Supply Controller – Replacement for ECAM
PSG Pump control unit (EDC)
PTM Powertrain manager (replacement for FFR)
PTO Power take-off
PWG Pedal value sensor
PWM Pulse Width Modulation (also see PBM)
R
RA Repair manual
RAH Interior heating
RAM Random Access Memory
RAS Rear Axle Steering
RAS-EC Rear Axle Steering with Electronic Control
RDRA Tyre pressure control system
RDS Radio Data System
RET Retarder
RET P Primary retarder
RET S Secondary retarder
RKL Priority vehicle light
RKS Tyre monitoring system – replaced by TPM
RLV Relay valve
RME Rape seed oil methyl ester (biodiesel)
ROM Read Only Memory
S
SA Special equipment
SAE Society of Automotive Engineers
SAMT Semi-automatic mechanical transmission
SB Service outlet
SBW-RA Steer By Wire Rear Axle (electronically controlled steering trailing axle)
SCR Selective Catalytic Reduction
sec Second
SER Standard
SG Control unit
SH Select-high control (ABS)
SKD Semi Knocked Down
SL Select-low control (ABS)
SML Side marker lights
SPN Suspect Parameter Number
STA Engine start/stop
SWR Headlight cleaning system
T 110 2nd edition 11

T
t Time
TBM On-board telematics module
TC Traction Control
TCM Trailer Control Module
TCO Tachograph (MTCO, DTCO, TSU etc.)
TCU Transmission Control Unit
TEPS Twin Electronic Platform Systems (bus/coach only)
TGA Trucknology Generation A
TGL Trucknology Generation Light
TGM Trucknology Generation Mid
TKU Technical customer document
TMC Trafc Message Channel
TPM Tyre Pressure Module
TRS Technical road transport directive
TSC Torque Speed Control (braking torque)
TSU Tachograph Simulating Unit (vehicles without MTCO/DTCO)
TUER Door control
U
UBat Battery voltage
UDF Conversion le
UDS Crash recorder
V
v Road speed
VA Front axle
VDF Vehicle data le
VG Transfer case or reference to defence equipment standards
VLA Leading axle
VSM Transfer case lock management
W
WA Maintenance Manual
WAB Water separator
WaPu Water pump Intarder
WLE Swap-body unit
WR Warning relay
WS Position sensor
WSK Torque converter and clutch unit
Z
z Braking rate/deceleration
ZBR Central on-board computer
ZBRO Central on-board bus computer
ZDR Intermediate speed governor (ISG)
ZE Central electrical system
ZFR Auxiliary vehicle computer
ZR Central computer
ZS Central lubrication
ZUSH Auxiliary heater
ZWS Time-based maintenance system
λ Slip
µ Coefcient of friction
µC Microcontroller (microprocessor)

INTRODUCTION
INTRODUCTION
SAFETY INSTRUCTIONS
General information
Only trained personnel are allowed to perform operating, maintenance and repair work on trucks, buses and
coaches.
The following sections include summaries of important regulations, listed according to major topics, which
must be complied with. The intention is to provide the knowledge needed to avoid accidents which could
lead to injury, damage and environmental pollution. Please note that these are merely brief extracts taken
from various accident prevention regulations. Of course, all other safety regulations must be followed and
the necessary measures must be taken.
Additional references to danger are contained in the instructions at points where there is a potential danger.
Accidents may happen in spite of all precautionary measures having been taken. In such an eventuality,
obtain immediate medical assistance from a doctor. This is particularly important if the accident involves skin
contact with corrosive acid, fuel penetration under the skin, scalding by hot oil, antifreeze spraying into eyes,
crushing of limbs etc.
1. Regulations for preventing accidents leading to injury to personnel
Checking, setting and repair work

– Secure units during their removal.
– Support the frame when working on the pneumatic or spring suspension system.
– Keep units, ladders, stairs, steps and the surrounding area free from oil and grease.
– Only use tools that are in perfect condition.
– Only authorised technical personnel are entitled to perform inspection, adjustment and repair work.
Working on the brake system

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

– Vehicles with a defective compressed natural gas system may not be brought into the workshop. This also
applies to vehicles whose engine cannot be switched off by automatic emptying of the removal lines.
– When working on vehicles with a compressed natural gas system, set up a gas warning device above the
vehicle roof and in the engine compartment above the pressure controller. Further gas warning devices
must be carried by the persons working on the vehicle.
– Smoking is not allowed in areas where work on vehicles with compressed natural gas systems is carried
out. All sources of ignition must be removed from these areas.
– Before carrying out welding work, the compressed gas tanks must be removed and the gas-carrying lines
must be ushed with inert gas.
– Compressed gas tanks are only allowed to be exposed to temperatures up to 60° C in paint-drying booths.
If the temperatures are any higher, the compressed gas tanks must be removed or degassed using an inert
gas such as nitrogen. The gas-carrying lines must also be ushed with inert gas.
Working on the compressed natural gas (CNG) system

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

INTRODUCTION
Engine operation
– Only authorised personnel are permitted to start and operate an engine.
– Do not approach moving parts of a running engine too closely and do not wear baggy clothing. Use an
extractor system if working in enclosed spaces.
– Danger of burns when working on engines at operating temperature.
– Danger of scalding when opening the hot cooling circuit.
Suspended loads
– People are not allowed to stand below suspended loads.
– Only use suitable lifting and gear that is in perfect working order. Use lifting devices with sufcient
load-carrying capacity.
Attachments and special bodies

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

– Do not attempt to tighten or loosen pipe lines and hoses when they are under pressure (e.g. lubrication
circuit, coolant circuit and hydraulic oil circuit).
Risk of injury due to pressurised uids emerging!
Checking injector nozzles

– Wear suitable protective equipment.
– Do not hold any part of your body under the jet of fuel when checking the injector nozzles.
– Do not inhale fuel vapours. Ensure that there is adequate ventilation.
Working on the vehicle electrical system

– Do not disconnect batteries whilst the engine is running!
– Always disconnect batteries when working on the vehicle electronic system, central electrical system,
alternator and starter! When disconnecting batteries, remove the negative terminals rst. When connecting
batteries, t the positive terminals rst.
– Always use suitable test lines and test adapters when measuring at plug connections!
– If temperatures of over 80°C are to be expected (e.g. in a drying oven after painting), switch the battery
master switch to "OFF" and then remove the control units.
– The chassis is not intended for use as an earth return. If attachments are to be tted to the vehicle (e.g.
a wheelchair lift), additional earth (ground) lines with an adequate cross-section must be tted as well.
Otherwise the earth connection may be created along wire cables, wiring harnesses, gearbox shafts, gears
etc. Severe damage could result.
Important! Battery gases are explosive!

– Oxyhydrogen gas may form in enclosed battery boxes. Take particular care after long journeys and after
charging the batteries with a battery charger.
– When the batteries are disconnected this gas may be ignited by sparks produced by other continuously
operating consumers, the tachograph etc. that cannot be shut down. Blow compressed air through the
battery box before disconnecting the batteries!
– Always leave the batteries connected when towing the vehicle! Only tow the vehicle if the check lamps are
still dimly lit but the battery starting power is not reached.
Do not use a rapid-charger to jump-start the vehicle!
– Always disconnect the positive and negative leads before charging and rapid-charging batteries!
– Do not rapid-charge lead-gel and maintenance-free batteries! (not in the case of "maintenance-free acc. to
DIN") The maximum charging capacity is 10% of the indicated capacity per battery. In parallel circuits, the
capacity is increased, in accordance with the total number of batteries connected in parallel.
– Risk of short-circuits due to incorrect battery polarity!
– Do not put metal objects (spanners, mole grips, etc.) on the batteries, since they may connect the terminals
together. Risk of short-circuit!
– Disconnect the batteries and recharge them every 4 weeks if the vehicle is not in use for prolonged periods.
Caution! Battery acid is poisonous and corrosive!

– Wear appropriate protective clothing (gloves) when handling batteries.
Do not tilt batteries, acid may leak out. Similarly, do not tilt gel batteries.
– Measure voltage only using suitable measurement devices! The input resistance of a measuring device
should be at least 10 MΩ.

INTRODUCTION
– Only disconnect and connect plug connections for electronic control unit when the ignition is switched off!
Electric welding
– Connect the “ANTIZAP SERVICE SENTRY” protection device (MAN item number 80.78010.0002) as
described in the instructions accompanying the device.
– If this device is not available, disconnect the batteries and connect the positive cable to the negative cable
in order to make a rm conductive connection.
– If the battery master switch is manually operated, move it to the driving position. If an electronic battery
master switch is tted, bridge “Negative” at the load-disconnecting relay contacts (jumper cable > 1mm2)
and “Positive” at the load-disconnecting relay load contacts. In addition, switch on many loads such as:
starter switch (ignition) in driving position, hazard warning lights switch “on”, lighting switch in “driving lights
on”position, ventilation blower in “maximum” position. The greater number of consumers that are switched
on, the greater the protection.
After completing welding work, rst switch off all the consumers and remove all jumpers (re-create original
state), then connect the batteries.
– Always earth the welding equipment as close as possible to the welding area. Do not lay the cables to the
welding equipment in parallel to electrical cables in the vehicle.
Working on plastic tubes – Danger of damage and re!

– Mechanical or thermal loading of plastic tubes is not permitted.
Painting
– If paint spraying is to be carried out, do not expose the electronic components to high temperatures (max.
95 °C) for more than brief periods; a time of up to 2 hours is permissible at a maximum of 85 °C. Disconnect
the batteries.
Painting of screw connections in the high-pressure section of the injection system is not permitted. Risk of
dirt ingress in the event of repairs.
Working with the cab tilted forwards

– Keep the tilting area in front of the cab clear.
– Keep out of the area between the cab and the chassis during the tilting process. This is a danger area!
– Always tilt the cab past the tilting point and secure the cab using a support rod.
Working on the air-conditioning system

– Refrigerant uids and vapours represent a health hazard, avoid contact with them and protect your eyes
and hands.
– Do not drain gaseous refrigerants in enclosed rooms.
– Do not mix CFC-free refrigerant R 134a with R 12 (CFC) refrigerant.
– Dispose of refrigerant in accordance with regulations.
Working on airbag or belt tensioner units

– Work on airbag or belt tensioner units may only be carried out by staff who have veriably completed a
competence course at the MAN Service Academy.
– Mechanical loads, vibrations, heating to over 140° C and electrical pulses, including electrostatic discharge,
can cause unintentional ring of the airbag or belt tensioner units.
– Hot gases are released explosively when the airbag or belt tensioner unit is red. The non-mounted airbag
or belt tensioner unit can be tossed around uncontrollably. This poses an injury risk to people in or near the
cab.
– Risk of burns when touching the hot surfaces after the airbag has red.
– Do not open a red airbag.
– Do not touch a red, destroyed airbag with your bare hands. Wear nitrile rubber gloves.
– Before all work and testing on airbag or belt tensioner units or work on the vehicle that can cause vibrations,
switch off the ignition, remove the ignition key, disconnect the ground line from the battery and disconnect
the power supply plug connection for the airbag and belt tensioner.
– Mount the driver airbag restraint system, MAN part number 81.66900-6035, on the airbag steering wheel
in accordance with the operating instructions.
– Only use specially designated devices for testing airbag and belt tensioner units. Do not use test lamps,
voltmeters or ohmmeters.
– After all work and tests, rst switch off the ignition, then connect the plug connection(s) for airbag and belt
tensioner. Then connect the battery. There must be no-one in the cab whilst this work is going on.
– Always deposit the airbags individually and with the impact cushion upwards.
– Do not treat airbags or belt tensioners with grease or cleaners.

INTRODUCTION
– Always store and transport airbag and belt tensioner units in their original packaging. Transport in the
passenger compartment is not permitted.
– Always store airbag and belt tensioner units in lockable storage areas, up to a maximum of 200 kg.
Working on the independent heater

– Before commencing work, switch off the heater and allow all hot components to cool down.
– Ensure that suitable collecting containers are available and no sources of ignition are present when working
on the fuel system.
– Keep suitable re extinguishing equipment nearby and within easy reach!!
– The heater may not be operated in enclosed areas such as garages or workshops unless an extractor
system is used.
2. Notes on preventing damage and premature wear on units
General information
– Units are only designed for their specied purpose - dened by the manufacturer (designated use): Any
other use is classied as not in accordance with the designated use. The manufacturer is not liable for
damage caused as a result of such other use. In the event of such other use, the user alone bears the risk.
– Designated use also includes compliance with the operating, maintenance and repair conditions specied
by the manufacturer.
– The unit may only be used, maintained and repaired by persons who are familiar with it and are fully aware
of the risks.
– Arbitrary changes to the engine mean that the manufacturer is no longer responsible for any damage
incurred as a result of such changes.
– Similarly, tampering with the injection and control system can affect the unit's performance and exhaust-gas
characteristics. This means that compliance with the statutory environmental requirements is no longer
assured.
– If malfunctions occur, determine the cause and remedy the problem immediately.
– Clean units thoroughly before repairs, ensuring that all openings where dirt is not allowed to enter for safety
or functioning reasons are closed.
– Never run a unit dry, in other words always make sure that it has been lled with oil before running it.
– Never run engines without coolant.
– Apply a suitable information sign to units that are not ready to be operated.
– Only use service products as per the MAN Recommended Service Products booklet, otherwise the
manufacturer warranty will be invalidated.
Details of approved products can be found online at: http://www.man-mn.com/ > Products & Solutions >
E-Business.
– Comply with the specied maintenance intervals.
– Do not ll engine/gear oil above the maximum level mark. Do not exceed the maximum permitted operational
tilt.
– The special measures described in MAN Works Standard M 3069 Part 3 apply if buses or trucks are to be
withdrawn from service or stored for a period longer than 3 months.
3. Limited liability for parts and accessories
General information
Only use accessories and genuine MAN parts that have been expressly approved by MAN Nutzfahrzeuge
AG for your MAN vehicle. MAN Nutzfahrzeuge AG accepts no liability for any other products.
4. Regulations for avoiding injury and environmental contamination
Health protection precautions

Avoid prolonged, excessive or repeated skin contact with service products, excipients, thinners or solvents.
Protect your skin using a suitable skin protection agent or protective gloves. Do not use service products,
excipients, thinners or solvents to clean the skin. Apply a greasy skin cream after cleaning your skin.
Service products and excipients

Do not use food or drink containers for draining and storing service products or excipients. Comply with
local-authority regulations when disposing of service products and excipients.
Coolant
Treat undiluted antifreeze as hazardous waste. Follow the instructions issued by the relevant local authority
when disposing of used coolant (mixture of antifreeze and water).

INTRODUCTION
Cleaning the cooling circuit

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

When blowing compressed air through the lter insert, make sure the lter dust is collected by a vacuum or
is blown into a dust collection bag. Otherwise, use a respiratory protection mask. Wear rubber gloves or
use a skin barrier hand cream when washing out the elements, because cleaning agents have aggressive
grease-dissolving characteristics.
Engine/gear oil, lter cartridges, inserts and box-type lters, desiccant cartridges
Filter inserts, cartridges and box-type lters (oil and fuel lters, desiccant cartridges for the air dryer) are
classied as hazardous waste. Comply with local-authority regulations when disposing of the above parts.
Used engine/gear oil

Lengthy or repeated skin contact with any type of engine/gear oil removes grease from the skin. This can
cause dry skin, irritation or skin inammation. In addition to these hazards, used engine oil contains dangerous
materials which can trigger dangerous skin diseases. Wear gloves, especially when changing the oil.
Handling AdBlue®
AdBlue® is a synthetically produced 32.5 % urea/water solution which is used as an NOx reduction additive
for diesel engines with SCR catalytic converter. AdBlue® is not a hazardous substance but does decompose
into ammonium hydroxide and carbon dioxide when stored for prolonged periods. For this reason, AdBlue®
is classied as a water hazard (water hazard class 1) in Germany and is not allowed to enter sewage or the
ground. Ensure good ventilation in the workplace when working on the AdBlue® system. Do not eat, drink
or smoke in the workplace. Avoid skin and eye contact with AdBlue®, thoroughly wash your hands and use
a skin protection cream before taking breaks and before nishing work. If your skin comes into contact with
AdBlue®, wash the skin using water and a skin cleaner, change out of dirty clothes immediately. If the skin
is irritated, consult a doctor. If AdBlue® gets into your eyes, rinse your eyes with water or an eye-rinsing
products for at least 10 minutes, keeping your eyelids open. Remove any contact lenses beforehand. If
symptoms persist, consult a doctor. If AdBlue® is swallowed, consult a doctor immediately. Store AdBlue®
containers closed in liquid-tight storage areas. The storage temperature must not exceed 25°C. Soak up
leaked or spilt AdBlue® using binding agent and dispose of in the correct manner.
5. Information for working on the common rail system
General information
– A jet of fuel can cut through the skin. Risk of re due to fuel atomisation.
– Never undo the screwed connections on the fuel high-pressure side of the common-rail system whilst the
engine is running (high-pressure line from the high-pressure pump to/on the rail and on the cylinder head
to the injector). Whilst the engine is running, the lines are constantly carrying fuel under a pressure of 1800
bar or more. Before the screw connections are opened, wait at least one minute until depressurisation has
occurred, using MAN-cats to check the depressurisation on the rail as necessary.
– Avoid standing near the running engine.
– Do not touch the live parts at the injector electrical connection whilst the engine is running.
– Any changes to the original wiring can lead to the limit values specied in pacemaker regulations being
exceeded. Examples of such changes include non-twisted injector wiring or the addition of the test box
(contact box).
– There is no danger to operators and persons wearing a pacemaker if units with MAN common-rail engines
are used for their intended, i.e. approved, purpose.
– A jet of fuel can cut through the skin. Risk of re due to fuel atomisation.
– Never undo the screwed connections on the fuel high-pressure side of the common-rail system whilst the
engine is running (injection line from the high-pressure pump to/on the rail and on the cylinder head to the
injector).
– Avoid standing near the running engine.
– Whilst the engine is running, the lines are constantly carrying fuel under a pressure of 1800 bar or more.
– Before opening the screwed connections, wait for at least one minute so that the system can be
depressurised.
– Check depressurisation of the rail using MAN-cats if necessary.
– Do not touch the live parts at the injector electrical connection whilst the engine is running.

INTRODUCTION
Information for people with pacemakers

– Any changes to the original engine wiring can lead to the limit values specied in pacemaker regulations
being exceeded. Examples of such changes include non-twisted injector wiring or the addition of the test
box (contact box).
– There is no danger to drivers and co-drivers wearing a pacemaker if the vehicle is used for its intended, i.e.
approved, purpose.
– There is no danger to operators wearing a pacemaker if units with MAN common-rail engines are used for
their intended, i.e. approved, purpose.
– In its original state, the product does not violate any of the currently known pacemaker limit values.
Danger of damage due to dirt ingress

– Diesel-injection systems consist of precision engineered components that are subject to extreme loads; Due
to the highly precise nature of this technology, all work on the fuel system requires the highest possible
degree of cleanliness.
– Even dirt particles over 0.2 mm can cause component failure.
Before commencing work on the clean side

– Clean the engine and engine compartment with the fuel system closed. Do not use a powerful jet when
cleaning electrical components.
– Drive the vehicle into a clean area of the workshop where none of the work causes dust to be swirled up
(sanding, welding, brake repairs, brake checks, performance tests etc.).
– Avoid air movements (possible swirling up of dust due to starting of engines, the workshop
heating/ventilation system, due to draughts etc.).
– Clean and dry the area of the still closed fuel system using compressed air.
– Use a suitable extractor unit (industrial extractor unit) to remove loose dirt particles such as paint chippings
and insulating material.
– Use a new and clean cover in areas of the engine compartment where dirt particles can become loose, e.g.
tilted cab, bus engine compartment.
– Before removing any components, wash your hands and put on clean working clothes.
After opening the clean side

– The use of compressed air for cleaning is not permitted.
– During assembly, remove loose dirt using a suitable extractor unit (industrial extractor unit).
– Only lint-free cleaning cloths are allowed to be used on the fuel system.
– Clean tools and equipment before commencing work.
– Only use tools that show no signs of damage (cracked chrome coatings).
– Do not use materials such as cloths, cardboard or wood when removing and installing components as these
materials can produce particles and bres.
– If the undoing of connections causes the paint to chip (due to possible excess paint), carefully remove these
paint chippings before fully undoing the connection.
– All removed components on the clean side of the fuel system must be plugged immediately at their
connection openings using suitable caps.
– These caps must be stored in dustproof packaging until they are used and disposed of after they have been
used once.
– Then store the components in a clean, sealed container.
– Never use used cleaning or test uids for these components.
– New parts must not be removed from their original packaging until immediately before use.
– Work on removed components may only be carried out in a suitably equipped workplace.
– If removed parts are shipped, always use the new part's original packaging.
When carrying out work on bus engines, the instructions below must also be followed without fail:
Danger of damage due to dirt ingress

– Before opening the clean side of the fuel system:
Clean the areas of the engine around pressure line ttings, injection lines, the rail and valve cover using
compressed air.
– Remove the valve cover and then re-clean the areas of the engine around the pressure line ttings, injection
lines and rail.
– Only loosen rail connections at rst:
Undo the union nuts on the rail connections and unscrew by 4 turns.
Raise the rail connections using a special tool.
Reason: only remove the rail connections completely once the injectors have been removed so that no dirt
can fall into the injectors from above.

INTRODUCTION
– Remove the injectors.

– After removal, rinse out the injectors with a cleaning uid, making sure that the high-pressure connection
hole is facing downwards.
– Remove the rail connections by unscrewing their union nuts.
– Clean the injector hole in the cylinder head.
6. Limp-home program for units with electronic control units
General information
The units have an electronic control system that monitors the unit as well as itself (self-diagnosis).
As soon as a malfunction occurs, the malfunction is evaluated and one of the following measures is
implemented automatically:
– Output of a fault message with fault code.

– Switchover to suitable default function for further operation, albeit with restrictions. Have malfunctions
remedied by MAN after-sales immediately.
– If MAN-cats is used, the fault code is output directly.
7. Installation instructions
Installation of piping
– Mechanical deformation of piping is not permitted when performing installation work - risk of fracture!
Installation of gaskets
– Only use genuine MAN gaskets
– Make sure the surfaces to be sealed are undamaged and clean.
– Do not use adhesives or sealing compounds. If necessary, to facilitate installation, use a little grease to
stick the seal to the part to be mounted.
– Tighten the bolts evenly to the specied tightening torque.
Installation of O-rings
– Only use genuine MAN O-rings
– Make sure the surfaces to be sealed are undamaged and clean.
Engine overhaul
– A range of very different factors affect the engine service life. It is therefore not possible to indicate the
exact number of operating hours or miles before a major overhaul is due.
– In our judgement, it is not advisable to open an engine or perform a major overhaul if the engine has good
compression values and the following operating values have not changed signicantly since they were
measured and taken during the initial start-up:
– Charge pressure
– Exhaust gas temperature
– Coolant and lubricating oil temperature
– Oil pressure and oil consumption
– Smoke characteristics
The following criteria have a major inuence on the engine service life:
– Correct power setting for the application type
– Correct installation
– Approval of the installation by authorised personnel
– Regular maintenance as per the maintenance schedule

DESCRIPTION
DESCRIPTION
SYSTEM DESCRIPTION
General information
The MAN AdBlue® system is an exhaust gas aftertreatment system for commercial vehicles tted with an
SCR (Selective Catalytic Reduction) catalytic converter which reduces nitrogen oxides by up to 85% and
particulate by up to 40%. In this system, a 32.5-% urea/water mixture (AdBlue) is injected into the exhaust
gas ow upstream of the SCR catalytic converter.
As a result of a hydrolysis reaction, the urea/water mixture (AdBlue) produces ammonia (NH3). The ammonia
produced in this way reacts with the nitrogen oxides present in the exhaust gas in a special SCR catalytic
converter, providing a certain temperature is reached. The nitrogen oxides (NO and NO2) are converted into
water (H2O) and atmospheric nitrogen (N2), both of which are harmless.
This selective catalytic reaction removes soot particulate and nitrogen oxides from the exhaust gas, thus
substantially reducing environmental pollution.
AdBlue®
AdBlue® is an extremely pure, water-clear, synthetically produced 32.5-% urea/water solution. In
diesel-driven commercial vehicles specied with SCR technology, the high-quality solution reduces the toxic
nitrogen oxides in the exhaust gases to form water vapour and elemental nitrogen (a natural constituent
of air). A high degree of purity and constant quality are only assured if AdBlue® to DIN 70070 standard
is used. Rather than being an additive, AdBlue® is carried separately in a designated auxiliary tank in
vehicles equipped with SCR technology. To avoid quality impairment due to impurities as well as expensive,
time-consuming inspections, AdBlue® must always be handled using storage and lling systems that are
exclusively designated for AdBlue®.
AdBlue® must not be stored in canisters that have previously contained diesel fuel or similar. Even
slight contamination with diesel fuel is enough to damage the supply module!
As AdBlue® freezes at temperatures below -11 °C and decomposes at an accelerated rate at temperatures
above 25 °C, it should always be kept within this temperature range. AdBlue® decomposes when stored for
prolonged periods, in which case it no longer meets the requirements of the DIN 70070 standard. Providing
the recommended storage temperature of max. 25 °C is not exceeded, AdBlue® will continue to meet the
requirements of the DIN 70070 standard for at least 12 months after production. This period will be reduced
if the recommended storage temperature is exceeded.

DESCRIPTION
Structure and operation

The MAN AdBlue® system is modular in structure. It consists of a supply module for supplying AdBlue and
air as well as a dosing module for mixing AdBlue and air in order to ensure precise metering of the AdBlue/air
mixture. It also includes a spray tube which is used to inject a precisely metered amount of the AdBlue/air
mixture into the exhaust gas stream.
Schematic representation of the MAN AdBlue® System
(A) Supply module

(B) Dosing module
(1) AdBlue tank
(2) Air management system
(3) AdBlue tank level sensor
(4) AdBlue tank temperature sensor
(5) Air-out valve
(6) Pre-lter
(7) Air pressure sensor upstream of restrictor
(8) Central choke
(9) Air pressure sensor downstream of
restrictor
(10) AdBlue pump
(11) AdBlue temperature sensor, supply
module
(12) Filter
(13) AdBlue pressure sensor
(14) Control unit
(15) Injection valve
(16) Mixing chamber
(17) Temperature sensor upstream of catalytic
converter
(18) Temperature sensor downstream of
catalytic converter
(19) AdBlue nozzle (spray tube)

DESCRIPTION
Schematic structure of engine with MAN AdBlue® system
(1) Charge pressure sensor with charge air

temperature sensor (B623)
(2) Control unit, EDC7 (A435)
(3) Diagnosis socket HD-OBD (X200)
(4) Vehicle management computer (A403)
(5) Atmospheric temperature sensor (B269)
(6) Central on-board computer (A302)
(7) OBD fault lamp MIL (H478)
(8) Dosing module (Y436)
(9) Supply module with AdBlue® dosing
control unit DCU 15 (A808)
(10) AdBlue® level/temperature sensor (B628)
(11) Air humidity sensor with temperature
sensor (B996)
(12) NOx sensor (B994)
(13) Exhaust gas temperature sensor (B634)
(14) Exhaust gas temperature sensor (B633)

DESCRIPTION
CAN structure
In-line engine EDC7 C32 version P362V25 and DCU15 version V23 SOP1 without OBD
(A435) Control unit EDC7 C32 (B994) NOx sensor

(A808) AdBlue dosing control unit DCU15 (X200) Diagnosis socket
(B628) AdBlue level/temperature sensor
In-line engine EDC7 C32 version P362V27 and DCU15 version V25 SOP1/SOP2 with OBD 1
(A435) EDC control unit

(A808) AdBlue dosing control unit DCU15
(B994) NOx sensor
(X200) Diagnosis socket

DESCRIPTION
In-line engine EDC7 C32 version P362V34 to P362V41 and DCU15 version V27 SOP1 with OBD 1 +
NOx verication
(A435) EDC control unit (B994) NOx sensor

V-engine EDC7 C32 version P362V25 and DCU15 version V23 SOP1 without OBD
(A435) EDC control unit (Master)

(A570) EDC control unit (Slave)
(A808) AdBlue dosing control unit DCU15
(B994) NOx sensor
(X200) Diagnosis socket

DESCRIPTION
V-engine EDC7 C32 version P362V34 to P362V41 and DCU15 version V27 SOP1 with OBD 1 + NOx
verication
(A435) EDC control unit (Master) (B628) AdBlue level/temperature sensor

(A570) EDC control unit (Slave) (B994) NOx sensor
CAN terminating resistor

In the new generation of EDC7 control units (EDC7 C32), the M-CAN and the OBD-CAN can no longer
be tested in the familiar way using the 120-ohm terminating resistor. The terminating resistors have been
replaced internally in the EDC control unit by RC wiring (dynamic resistor). In other words, the engine CAN
and the OBD-CAN can no longer be measured directly at the vehicle management computer or at the AdBlue
dosing control unit as before when control units are connected as, in this case, 120 ohms are measured
instead of the expected 60 ohms, leading to the false assumption that the wiring is defective. Measurements
can therefore only be performed when the EDC control unit is disconnected, the ignition is switched off and
the contact box (test box) is connected or using the oscilloscope!

DESCRIPTION
FUNCTIONAL DESCRIPTION
The supply module is used for supplying AdBlue and air.
The AdBlue control unit is integrated in the supply module. The main function of the control unit is to control
the amount of AdBlue injected (dosage) amount and the point at which injection takes place. The control
unit evaluates the sensor and EDC control unit signals and then calculates the activation signals for AdBlue
dosage (injection).
The following function tests are performed when the system is activated:
– Check to determine whether air has been compressed to the specied level
– Air pressure sensor plausibility check
– AdBlue pressure sensor plausibility check
– Air-out valve check
– AdBlue pressurisation check
– AdBlue leakage check
The one-off function tests performed when the system is activated are supplemented by the
subsequently performed tests below:
– Air-out valve check
– AdBlue pressure sensor check
– Air pressure sensor (upstream of restrictor) check
– Main relay test
The following periodical monitoring functions are active during normal system operation:
– AdBlue leakage detection (between pump and metering valve as well as blocked, open metering valve),
monitoring active when injection = 0
– Blocked, sticking metering valve detection, monitoring active when injection requested
– Air leak in the line between the pump module and dosing module/nozzle
– Detection of a blocked spray pipe or blocked air path with every possibility
The voltage signals of all measured and output variables received via CAN are monitored permanently, i. e.
in all states (Signal Range Check)

DESCRIPTION
AdBlue system control unit (A808), connector pin assignment
Pin Line number Function

1 90004 Supply, control unit (term. 30)
2 189/90004 Supply, control unit (term. 30)
3 31000 Ground, control unit (term. 31)
4 190/31000 Ground, control unit (term. 31)
5 — Hose heating 3 (option)
6 90321 Ground, solenoid valve, tank heating
7 192 Exhaust gas aftertreatment CAN Low
8 191 Exhaust gas afterteatment CAN High
9 15038 Supply, control unit (term.15)
10 - 11 — Not used
12 186 HD-OBD-CAN Low
13 185 HD-OBD-CAN High
14 - 17 — Not used
18 90142 Signal input, temperature, air humidity sensor
19 90140 Ground, air humidity sensor
20 90141 Signal input, air humidity sensor
21 90139 Supply, air humidity sensor (5V)
22 90117 Ground, exhaust gas temperature sensor 2 (downstream of catalytic
converter)
23 90118 Signal input, exhaust gas temperature sensor 2 (downstream of
catalytic converter)
24 - 25 — Not used
26 90133 Ground, dosing module
27 90134 Activation, dosing module
31 90311 Activation, solenoid valve, tank heating
32 - 36 — Not used

DESCRIPTION
AdBlue level/temperature sensor (B628)
The sensor monitors the level and the temperature in the AdBlue® tank. The level is determined based on an
ultrasonic measurement process (i.e. by means of acoustic waves). An NTC thermistor is used to determine
the temperature. The sensor communicates with the AdBlue® dosing control unit DCU 15 via CAN bus.
Table for connector pin assignment
Pin Line number Function Connection

1 195/90008 Supply, sensor (term. 15) Fuse F894
2 196/3100 Ground Earthing point, cab X1644
3 191 Exhaust gas CAN High (jumpered EDC control unit A435 pin A27
with pin 5)
4 192 Exhaust gas CAN Low (jumpered with EDC control unit A435 pin A45
pin 6)
5 191 Exhaust gas CAN High (jumpered AdBlue control unit A808, pin 8
with pin 3)
6 192 Exhaust gas CAN Low (jumpered with AdBlue control unit A808, pin 7
pin 4)
Pin assignment

DESCRIPTION
In engines with MAN AdBlue® system, the air humidity sensor with temperature sensor measures the relative
air humidity and the temperature of the intake air.
Air humidity and temperature are important variables in the formation of NOx emissions. The NOx emissions
change depending on the relative air humidity, i. e. as the air temperature increases, meaning the water
content in the air increases, the NOx emissions increase.
Neglecting the air humidity in the AdBlue® dosing strategy could cause the NOx monitoring measurement
warning limits to be exceeded, despite the intact system.
The values provided serve as parameters for the dosing strategy and, in combination with other factors, ensure
that the NOx emission limits are complied with despite constantly changing air humidity and air temperature
conditions.
Table of measurements
Relative air 10 20 30 40 50 60 70 80 90
humidity in %
Voltage in volts 1.255 1.560 1.845 2.110 2.370 2.625 2.880 3.145 3.280
Temperature in °C 100 80 60 40 20 0 –20 –40

Resistance in ohms 215 367 662 1274 2644 5889 15006 42228
Pin assignment table
Pin Line number Function Control unit A808 pin

1 90139 Supply voltage 5 V 21
2 90141 Output signal, air humidity 20
3 90140 Sensor ground 19
4 90142 Output signal, temperature 18
Pin assignment

DESCRIPTION
NOx sensor (B994)
In engines with MAN AdBlue® system, the NOx sensor measures the nitrogen oxide concentration and the
oxygen content in the exhaust gas stream.
The operating principle of the NOx sensor is based on the decomposition of nitrogen oxide by means of a
catalytically active electrode.
The measurement of the oxygen produced here is known from the linear oxygen sensor. The layout of the
multi-layer Zirconium dioxide sensor ceramic (ZrO2) includes two chambers: In the rst chamber, the oxygen
contained in the exhaust gas is reduced or increased to a constant partial pressure of several 10 ppm by
applying a pump current. The necessary current is proportional to the air ratio reciprocal value. In the second
chamber, the NOx reduction takes place at the measuring electrode. The current required for keeping the
electrode area free of oxygen is proportional to the nitrogen oxide concentration and forms the measuring
signal.
The sensor electronics provide the measured gas concentrations for other control units via the exhaust gas
CAN. The measured values are evaluated in the AdBlue® dosing control unit. The NOx sensor is equipped
with an electrical heating element that is activated when the ignition is switched on. Any requests for switching
the heating element on or off are sent by the AdBlue® dosing control unit via the exhaust gas CAN. The
electrical link is via the exhaust gas CAN and the vehicle voltage supply.
Pin Line number Function Connection

1 195/90008 Supply +Ubat Fuse F894 (term. 15)
2 196/31000 Sensor ground Earthing point, cab,
next to central electrical
system X1644
3 192 Exhaust gas CAN Low EDC control unit A435 pin A45
4 191 Exhaust gas CAN High EDC control unit A435 pin A27
5 — Not used —
Note: in the case of EDC7 C32 Master/Slave, the exhaust CAN is on pin B25 (line 191) and pin B32 (line
192) of the Master control unit A435.
Pin assignment

DESCRIPTION
Exhaust gas temperature sensor (B634)
The temperature sensor monitors the temperature downstream of the catalytic converter.
Temperature in °C 0 25 200 400 600 800

Resistance in ohms 200 220 352 494 627 751

1 (2) 90117 Sensor ground 22
2 (1) 90118 Output signal 23
Pin assignment

DESCRIPTION
In the dosing module, AdBlue is mixed with air and a precise quantity of the mixture is injected into the exhaust
gas stream via a spray pipe. The AdBlue dosage is specied by the EDC control unit and calculated based
on the engine speed, engine torque and catalytic converter temperature.

1 90133 Ground 26
2 90134 Activation 27
Pin assignment

DESCRIPTION
AdBlue heating circuit coolant valve (Y437)
AdBlue has a high water content and is therefore extremely susceptible to frost. It freezes at temperatures
below -11 °C. The system therefore has to be heated. Initially, all internal and external lines, the inside of
the supply module (lter) and the tank are heated. The internal heaters are electric; engine coolant is used
to heat the tank and the external lines. The AdBlue tank contains a coiled pipe through which the warmed
coolant from the engine circuit ows. The valve activates or deactivates the heating circuit, depending on
requirements, and thus controls the AdBlue tank heating circuit.
After a certain time, pressure measurements are performed to determine whether the lines have thawed. If
they have, the system can be started.

1 (2) 90321 Ground 6
2 (1) 90311 Solenoid valve activation 31
Pin assignment

DESCRIPTION
COMPONENT DESCRIPTION / INSTALLATION POSITIONS
Description
The supply module is used for supplying AdBlue and air.
The AdBlue control unit is integrated in the supply module. The main function of the control unit is to control
the AdBlue dosage amount and the point at which dosage takes place. The control unit evaluates the sensor
signals and then calculates the activation signals for AdBlue dosage (injection).
Installation position
The supply module is tted on the rear of the cab. This picture shows an example tted on a semitrailer
tractor.

DESCRIPTION
AdBlue® level/temperature sensor (B628)
Description
The sensor monitors the level and the temperature in the AdBlue® tank. The sensor communicates with the
DCU 15 control unit via CAN bus.
The AdBlue® level/temperature sensor is located in the AdBlue® tank and can be accessed from outside
through a service cover.

DESCRIPTION
Description
In engines with MAN AdBlue® system, the air humidity sensor with temperature sensor measures the relative
air humidity and the temperature of the intake air.
The air humidity sensor is mounted on the air lter.

DESCRIPTION
NOx sensor (B994)
Description
In engines with MAN AdBlue® system, the NOx sensor measures the nitrogen oxide concentration in the
exhaust gas stream.
The sensor is located in the exhaust mufer. The accompanying evaluation electronics are connected to
the sensor by means of a cable and are mounted securely on the frame. This illustration shows a sample
installation on a removed mufer.

DESCRIPTION
Exhaust gas temperature sensor (B634)
Description
The temperature sensor monitors the exhaust gas temperature downstream of the catalytic converter.
The temperature sensor is mounted in the exhaust silencer tailpipe downstream of the catalytic converter.

DESCRIPTION
Description
In the dosing module, AdBlue is mixed with air and a precise quantity of the mixture is injected into the exhaust
gas stream via a spray pipe.
The dosing module is mounted on the engine.
The AdBlue® nozzle is mounted in the exhaust manifold upstream of the AdBlue® mixer. This illustration
shows a sample installation on a D2066 LF 26 engine.

DESCRIPTION
AdBlue heating circuit coolant valve (Y437)
Description
The AdBlue tank contains a coiled pipe through which the warmed coolant from the engine circuit ows. The
AdBlue heating circuit coolant valve activates or deactivates the heating circuit, depending on requirements,
and thus controls the AdBlue tank heating circuit.
The AdBlue heating circuit coolant valve is mounted either in the frame (bolted to the spring bracket) or on
the supply module retaining plate, depending on the vehicle.
This picture shows an example tted on the supply module.

DESCRIPTION
DIAGNOSIS
General information
When the vehicle undergoes its incoming inspection, always check the entire fault memory and document all
stored faults. This is important because lines and components in the system have to be disconnected during
troubleshooting and, at this time, the relevant fault messages are set and stored. Consequently, the fault
memory should always be deleted after intermediate inspections.
If parts have been exchanged, send a printout from MAN-cats® verifying the fault together with the
returned part in order to claim back the costs.
Other procedures are only permitted subject to consultation with the relevant MAN department!
Similarly, control units are only allowed to be exchanged under warranty subject to consultation with the
relevant MAN department.
If a control unit has been exchanged unnecessarily, this action can only be cancelled within 7 days by means
of ex-factory parameterisation.
Repeat the test and delete the fault memory after correcting the fault and checking the repair.
The fault memory should always be deleted using MAN-cats®
Always delete the fault message and observe the fault before replacing any component or control unit.
If several faults are entered, always start with the test instructions which do not require components
or control units to be replaced. Make sure the ignition is switched off before commencing repairs and
replacing components or control units. If the ignition is not switched off, faults will be entered in the
corresponding control units.
Always test the lines in the following order:

– Discontinuity or contact resistance (e. g. receptacles bent open, connectors or receptacles pushed back or
corroded plug and socket connections)
– Short circuit to negative
– Short circuit to positive
– Short circuit to adjacent lines
– Loose contacts
– Water or moisture in the cable harness
Cable harnesses may be damaged or defective even if the corrugated hose appears undamaged on the
outside!
Break the connection to the control unit before measuring resistance values.
Refer to the wiring diagrams for the vehicle in question!
Further instructions for troubleshooting can be found in the relevant System Description documents
T 18 (EDC7 Common Rail) and T 100 (HD-OBD).
Use a test box (contact box) and an adapter wiring harness when performing tests relating to the control unit
connector. The pin assignment on the control unit connector is identical to the measuring sockets on the test
box.
The test box and the accompanying test cables can be obtained from Cartool, Straußenlettenstrasse 15,
85053 Ingolstadt, Germany. Test box part number: 97 0 010, test cable item number: 97 0 140

DESCRIPTION
Test box with test cable
1 Connection, vehicle wiring harness

2 Ground terminals
3 Engine connector A, engine control unit EDC7 C32
4 Vehicle connector B, engine control unit EDC7 C32 or AdBlue® dosing control unit (DCU15)
5 Injector connector C, engine control unit EDC7 C32
6 Adapter (alternative)

DESCRIPTION
Diagnosis socket HD-OBD (X200)

The HD-OBD 16-pin diagnosis socket to ISO 15031-3 replaces the previously used 12-pin MAN diagnosis
socket.
This OBD standardisation will, for the rst time, allow almost all vehicles to have a standardised diagnostic
system for exhaust gas-related components.
Pin Line number Function

1 59101 Speed signal, alternator, term. W
2 — Not used
3 16202 K-line
4 31000 Ground, terminal 31
5 — Not used
6 185 HD-OBD-CAN High
7 — Not used
8 16000 Voltage supply, terminal 15
9 - 13 — Not used
14 186 HD-OBD-CAN Low
15 — Not used
16 30009 Voltage supply, terminal 30
Adapter cable, HD-OBD
There is an adapter cable available for MAN-cats® applications. This cable can be ordered by quoting item
number 07.98901-0002 using the “MAN-cats II – spare parts” order form. The adapter cable is supplied as
standard with all newly ordered diagnostic systems.

DESCRIPTION
Diagnosis socket installation position - TGX, TGS
The HD-OBD diagnosis socket is located behind a ap above the co-driver's footwell.
Diagnosis socket installation position - TGA, TGL, TGM
The HD-OBD diagnosis socket is located behind a cover below the cup holder on the co-driver's side.

DESCRIPTION
Faults and fault memory

The system runs continuous self-tests. A signal range check is performed for this purpose. During this check,
the system polls all signals to determine that they are present and plausible. Polling is performed based on
a specic time frame (specied by the software). The control unit itself is also checked continuously during
the entire program run time. The rst check always takes place when the ignition is switched on (checksum
test). If faults occur during operation, these faults are saved to the fault memory and a message appears on
the driver's display.
The following processes take place when faults are stored:

– Identication of the fault code (SPN)
– Identication of the fault type (FMI)
– Assignment of the fault priority
– Recording of the fault frequency
– Recording of the boundary conditions (two ambient conditions) at the point when the fault was categorised.
Sporadic faults are recorded by a self-healing counter after they have disappeared for the rst time. This
means the system sets a specic frequency number and this number is decremented by one each time the
vehicle is started. If the fault stops occurring and the counter reaches the value zero, the corresponding fault
block is deleted and moved along to any other fault blocks present.
The following actions are initiated automatically depending on the evaluation of a fault which has
occurred:
– Changeover to a suitable default function to permit continued driving, although with some restrictions. This
allows the vehicle to be driven to the nearest MAN Service workshop.
– Immediate engine stop if required for safety reasons.
As soon as a fault occurs, a fault block is stored in the fault memory or an already existing fault is updated.
In addition, this fault block is sent via CAN bus to the OBDU (On-Board Diagnostic Unit), which is part of the
central on-board computer, via the vehicle management computer.
This message contains the following information:

– Fault detection = SPN (Suspect Parameter Number)
– Ambient condition 1 = SPN1 with accompanying measured value
– Ambient condition 2 = SPN2 with accompanying measured value
– Fault type (cause) = FMI (Failure Mode Identication)
– Fault priority = PRIO (Priority)
Each individual fault is therefore assigned a priority because the faults diagnosed and stored by the control
unit can involve different risks.
PRIO Instrumentation reaction Signicance

1 Central fault lamp ashes red whilst driving and Drivability and/or safety is endangered. Stop
when stationary, stop indication on display immediately
2 Central fault lamp shows steady red light whilst Go to workshop immediately
driving and when stationary
3 Central fault lamp shows steady yellow light Measures required before commencing to drive.
when stationary Driving safety not restricted
4 No display Fault with no effect on road safety
5 Central fault lamp shows steady yellow light Fault does not need to be remedied immediately.
whilst driving and when stationary Have the fault remedied during the next visit to
the workshop
The display only ever shows one fault at a time:

– The fault with the highest priority appears on the display
– If a fault with a lower priority occurs, the message is not displayed for the driver and the current message
remains on the display.
OBD fault memory

The OBD fault memory is designed as an additional module over and above the existing fault memory.
In engines with externally cooled EGR, an additional OBD fault memory is integrated in the EDC7 C32 engine
control unit. In engines with MAN-AdBlue® system, there is an OBD fault memory integrated in the EDC7 C32
engine control unit and an additional OBD fault memory integrated in the DCU15 AdBlue® dosing control unit.

DESCRIPTION
Emissions-related faults are always stored rst in the “normal” fault memory with SPN fault number, date
and time and then, after a delay (debounced over 3 driving cycles), also in the OBD fault memory with the
standardised 5-digit P Code. The OBD malfunction indicator lamp (MIL) starts to come on as the fault is being
stored in the OBD fault memory.
Once an emissions-related fault is no longer active in the exhaust gas system (not from the NOx verication
measurement), the OBD malfunction indicator lamp (MIL) remains lit for a further 3 driving cycles or 24 hours
of engine operating time before going out. If a fault remains non-active, it is classied as "OK" after 40
warm-up cycles / 100 operating hours and then deleted from the fault memory.
Warm-up cycle: The engine is operated until the coolant temperature has risen by at least 22 °C compared
to the temperature at the time the engine was starter and has reached at least 70 °C.
Fault from the NOx verication measurement

Faults within the framework of the NOx verication measurement and from monitoring of the exhaust gas
CAN are debounced by means of NOx monitoring cycles. Depending on the fault, the OBD fault lamp (MIL)
ashes, a fault is entered in the long-term fault memory and/or the torque is reduced.
As long as there is an entry in the fault memory, the number of engine operating hours during which the OBD
fault lamp (MIL) ashes is measured and added up.
If the control unit detects that a fault within the framework of the NOx verication measurement is no longer
active, the OBD fault lamp (MIL) is deactivated or the cycle counter is reset at the end of the NOx monitoring
cycle (after approx. 15 minutes or when the ignition is switched off). Once a fault is no longer present, the
fault memory entry and the time during which the OBD fault lamp (MIL) was activated are retained for a further
400 days or 9600 operating hours.
Note: In total there are 3 fault memories (EDC/AdBlue, HD-OBD and non-erasable long-term fault memory).
The OBD Scantool only deletes fault memory entries (P codes) in the separate OBD fault memory. Fault
memory entries (SPNs) in the "normal" fault memory have to be deleted as usual using MAN-cats® in the
system concerned or under "Diagnosis memory of entire vehicle".
Deleting the OBD fault memory

In the case of the EDC control unit, the MAN fault memory and the OBD fault memory must be deleted
separately after a fault has been remedied. All OBD-relevant information can be checked using a standardised
OBD tester or using the MAN-cats® menu item "Workshop routines" "Exhaust gas-related diagnosis (HD-
OBD)". This menu item can also be used to delete the OBD fault memory. Fault memory entries (SPNs)
in the "normal" fault memory must be deleted as usual using MAN-cats® in the system concerned or under
"Diagnosis memory of entire vehicle".
In the case of the MAN AdBlue® system, the OBD fault memory in the AdBlue® dosing control unit DCU15 is
deleted automatically when the MAN fault memory is deleted.
Torque limiter
Since the engines with MAN AdBlue® System have NOx emissions lower than 7 g/kWh if the system fails, the
legally required torque reduction only takes place immediately if the AdBlue® tank is empty. In the event of
NOx monitoring system faults, not until after 50 hours (NOx sensor failure, discontinuity between exhaust gas
CAN and engine control unit or AdBlue® level sensor failure). A corresponding NOx-relevant fault or sensor
failure is indicated to the driver immediately after the fault occurs by a special warning mode (ashing) of the
MIL malfunction indicator and a fault is entered in the fault memory. This entry in the fault memory cannot be
deleted for 400 days or 9600 operating hours.
Withdrawal of torque limiting and resetting of MIL

Clear the EDC fault memory after remedying the fault. Use MAN-cats® to call up and execute the "Reset
ashing MIL and torque reduction" function. Then switch off the ignition. After EDC after-run (max. duration 5
sec.), the control unit can be switched on again. The ashing MIL and the torque reduction are now reset. The
corresponding "normal" OBD fault entry is also deleted, while the long-term fault memory is not deleted. The
fault memory entry is retained for a further 400 days or 9600 operating hours and is then deleted automatically
if the fault is no longer present.
Exception: The long-term fault P2BAE, caused by a CAN communication error between the EDC and
AdBlue® System, is automatically deleted from the long-term fault memory immediately (self-recovery) if the
fault is no longer present!

DESCRIPTION
Following the reset, MAN-cats® stores the date, time and ngerprint in the control unit.
Fault indication MAN-cats®

All faults as well as the memory status, the fault status, the fault frequency, the priority and the two
environmental conditions (SPN1 and SPN2) are indicated when the fault memory is read out by means
of MAN-cats®. The mileage, the date and the time are recorded by the time clock the rst time a fault
occurs. These data are supplied by the tachograph by means of CAN message. The recorded time is
UTC (Coordinated Universal Time), i.e. not local time! UTC is the current world time and is a substitute for
Greenwich Mean Time (GMT). The time zones are indicated as plus or minus UTC (e.g. UTC+2 is the same
as CEST = Central European Summer Time).
Status displays, FMI (Failure Mode Identication)
FMI 12: Discontinuity or

FMI 0: Fault not specied FMI 6: Short-circuit to +UBat
short-circuit to +Ubat
FMI 1: Too high FMI 13: Discontinuity or

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

No fault
FMI 3: Implausible FMI 9: Device fault Fault stored
FMI 4: No signal available FMI 10: Discontinuity Sporadic fault
FMI 5: Short-circuit to ground FMI 11: Loose contact Fault active and stored
OBD fault lamp, MIL (Malfunction Indicator Lamp)
If an exhaust gas-related fault occurs, the OBD fault lamp/MIL (Malfunction Indicator Lamp) is activated. It
either displays a steady light or ashes, depending on the fault.
The MIL also lights up whenever the ignition is switched on. If the engine is started and idling, the MIL goes
out if there are no OBD-related faults.

DESCRIPTION
OBD malfunction indicator lamp (MIL) lights up (continuously lit)
PM cat. converter with EGR MAN AdBlue® system

OBD 1 OBD 1 + NOx OBD 1 OBD 1 + NOx
– After ignition is switched on to – as OBD 1 – After ignition is switched on to – as OBD1
max. 10 s after engine start max. 10 s after engine start
– In the event of faults in – In the event of faults in
emission-related engine and the electrical circuit for the
exhaust gas aftertreatment common-rail injectors
components connected to the – In the event of faults in
EDC control unit (EGR, charge emission-related engine and
pressure control, sensors, exhaust gas aftertreatment
actuators etc.) components connected to the
– If the PM catalytic converter is not EDC control unit and to the
tted, destroyed or blocked (Major Denoxtronic control unit (sensors,
Functional Failure) actuators etc.)
– If the catalytic converter is not
tted
OBD malfunction indicator lamp (MIL) ashes
PM cat. converter with EGR MAN AdBlue® system

OBD 1 OBD 1 + NOx OBD 1 OBD 1 + NOx
– never – In the event of excessive NOx – If the AdBlue® – In the event of excessive NOx emissions
emissions (> 5 g/kWh) tank is empty (> 3.5 g/kWh)
– In the event of insufcient EGR – If AdBlue® dosing is interrupted
rate – In the event of NOx sensor or AdBlue®
– In the event of EGR level sensor electrical faults
deactivation – If the AdBlue® tank is empty
– In the event of an electrical – If the NOx sensor is not tted
oxygen sensor defect
– In the event of inactive oxygen
sensor
– If the oxygen sensor is not
installed
MIL activation
The MIL is activated by the EDC output stage or by the DM1 message (vehicle management computer, central
on-board computer, instrumentation), depending on the instrumentation.
The Stoneridge instrumentation evaluates the MIL request in the DM1 message. Wiring to the EDC MIL
output stage is provided for Siemens-VDO instrumentation (line no. 90132 high active). The signal is always
output at the CAN and the EDC output stage simultaneously.
Once the fault is no longer active, the MIL is lit up for a further 3 driving cycles or 24 hours of engine operation,
or until the OBD fault memory is deleted. After 40 warm-up cycles or 100 hours of engine operation, the
P-Code assigned to the fault is deleted from the fault memory. (Warm-up cycle: engine temperature must
have risen at least 22 °C since the engine start and a coolant temperature of at least 70 °C must be reached)
In addition to the MIL (yellow) the central fault lamp lights up or ashes red or yellow, depending on the priority
of the fault.

1 Central fault lamp ashes red whilst driving and Drivability and/or safety is endangered. Stop
when stationary, stop indication on display immediately
2 Central fault lamp shows steady red light whilst Go to workshop immediately
driving and when stationary

DESCRIPTION

3 Central fault lamp shows steady yellow light Measures required before commencing to drive.
when stationary Driving safety not restricted
4 No display Fault with no effect on road safety
5 Central fault lamp shows steady yellow light Fault does not need to be remedied immediately.
whilst driving and when stationary Have the fault remedied during the next visit to
the workshop
The display only ever shows one fault at a time.
– The fault with the highest priority appears on the display

– If a fault with a lower priority occurs, the message is not displayed for the driver and the current message
remains on the display.
MIL arrangement
The MIL can be located in various positions, depending on the instrumentation (Stoneridge or Siemens-VDO).
In this case, the MIL is located below the trip mileage counter.
Siemens-VDO instrumentation
In this case the MIL is located on the panel of check lamps.

DESCRIPTION
AdBlue® level indicator position
The AdBlue® level is permanently monitored and indicated.
1 AdBlue® level indicator

2 Fuel gauge

DESCRIPTION
SPN list (fault codes)
SPN SPN-Plain text

Description
158 Ignition off
Monitoring strategy: Monitoring of the signal for plausibility
Fault priority: 4
Fault description: This fault is indicated if “ignition on” is not detected during initialisation (FMI
3)
Remedy: Check and repair wiring
168 Battery voltage
Monitoring strategy: Monitoring of the voltage limits to check for excessively high or low values
Fault priority: 5
OBD fault memory: P0562, P0563, P2BA8 (long-term fault)
Note: Long-term faults cannot be deleted. Once a fault is no longer present, the fault memory
entry remains for a further 400 days or 9600 operating hours
Fault description: Battery voltage too high (FMI 1) or too low (FMI 2)
System response: System deactivated until next system start (term. 15 on)
Remedy: Check the supply voltage in the vehicle. If the voltage is OK, try tting a new supply
module
Note: Before exchanging the supply module, always use MAN-cats to read out the “entire vehicle
diagnosis memory” before deleting the fault memory
1079 Tank sensor voltage supply
Monitoring strategy: Monitoring of the tank sensor voltage supply
Fault priority: 4
Fault description: Short-circuit to +Ubat → signal too high (FMI 12) or short-circuit to ground →
signal too low (FMI 5), device fault (FMI 9)
Remedy: Check and repair wiring, t new sensor
1080 Pressure sensor voltage supply
Monitoring strategy: Monitoring the voltage supply of the pressure sensors inside the supply
module
Fault priority: 5
OBD fault memory: P0561, P0562, P0563, P2BA8 (long-term fault)
signal too low (FMI 5), device fault (FMI 9)
System response: No AdBlue dosing in the event of a fault. System deactivated until next
system start (term. 15 on)
Remedy: Check the supply voltage in the vehicle. If the voltage is OK or if no fault can be
detected, try tting a new supply module

DESCRIPTION
SPN SPN-Plain text

Description
1485 Main relay
Monitoring strategy: Monitoring to check for excessively early or late main relay shut-off
Fault priority: 3
OBD fault memory: P068A, P068B
Fault description: Relay in supply module opens before “ignition off” of before the end of after-run
(FMI 2) or relay does not disconnect, although the ignition is switched off (FMI 1)
Possible causes of fault:
– Supply module voltage supply interrupted (+Ubat, ground)
– Battery isolator switch active
– Main relay inside supply module defective
Remedy: Check the supply voltage in the vehicle. If the voltage is OK or if no fault can be
detected, try tting a new supply module
1542 Dosing module voltage supply
Monitoring strategy: Monitoring of the voltage limits to check for excessively high or low values
Fault priority: 5
Fault description: Short-circuit to ground → voltage too low (FMI 5) or short-circuit to Ubat →
voltage too high (FMI 6)
Note: The dosing module operates with a 12-V supply voltage
System response: No AdBlue injection in the event of a fault
Remedy: Check the wiring, measure the voltage at the dosing module with the ignition switched
on (desired value 12 V). If the voltage is OK or if no fault can be detected, try tting a new supply
module
1761 AdBlue tank level sensor
Monitoring strategy: Monitoring of the level sensor
Fault priority: 5
OBD fault memory: P203B, P2BA8 (long-term fault)
Fault description: Discontinuity, no CAN signal present (FMI 4), CAN signal implausible (FMI
3), defective signal → tank empty (FMI 8)
3031 AdBlue tank temperature sensor
Monitoring strategy: Monitoring of the AdBlue temperature sensor in the tank
Fault priority: 3
Fault description: Discontinuity, no signal present (FMI 4), signal implausible (FMI 3), defective
signal (FMI 8)
3456 AdBlue tank level (warning threshold)
Monitoring strategy: Monitoring of the AdBlue tank level
Fault priority: 5
Fault description: AdBlue level has reached reserve (FMI 2)
Remedy: Top up AdBlue

DESCRIPTION
SPN SPN-Plain text

Description
3457 AdBlue tank level (tank empty)
Monitoring strategy: Monitoring of the AdBlue tank level
Fault priority: 5
OBD fault memory: P203F, P2BA7 (long-term fault)
Fault description: AdBlue level too low (FMI 2)
System response: Torque reduction
Remedy: Check tank level. If AdBlue is frozen, this can cause an incorrect display. Fit a new
sensor if no fault can be detected
5000 Air pressure sensor downstream of restrictor in supply module
Monitoring strategy: Monitoring of the air pressure sensor downstream of the restrictor for
electrical faults
Fault priority: 5
OBD fault memory: P209A, P209B, P209C, P2BA8 (long-term fault)
signal too low (FMI 5). No or incorrect supply voltage (FMI 7)
System response: In the event of a fault, AdBlue pressurisation is not possible, i. e. no system
start System deactivated until next system start (term. 15 on)
Remedy: If the supply voltage is OK or if no fault can be detected, try tting a new supply module
5001 Air pressure sensor upstream of restrictor in supply module
Monitoring strategy: Monitoring of the air pressure sensor upstream of the restrictor for electrical
faults
Fault priority: 5
OBD fault memory: P2038, P2939, P2040, P2BA8 (long-term fault)
5002 Temperature downstream of catalytic converter
Monitoring strategy: Monitoring of the temperature sensor downstream of the catalytic converter
for electrical faults
Fault priority: 5
OBD fault memory: P042C, P042D, P2BA8 (long-term fault)
Fault description: Short-circuit to ground (FMI 5), discontinuity or short-circuit to +Ubat (FMI 12)
Remedy:
– Check the temperature for plausibility using MAN-cats Monitoring
– Check and repair wiring, t new sensor

DESCRIPTION
SPN SPN-Plain text

Description
5003 Temperature upstream of catalytic converter
Monitoring strategy: Monitoring of the temperature sensor upstream of the catalytic converter
for electrical faults
Fault priority: 5
OBD fault memory: P0427, P0428, P2BAE (long-term fault)
Remedy:
– Check the temperature for plausibility using MAN-cats Monitoring
– Check and repair wiring, t new sensor
5004 AdBlue pressure sensor in supply module
Monitoring strategy: Monitoring of the AdBlue pressure sensor in the supply module to check
for correct functioning and plausibility
Fault priority: 5
OBD fault memory: P204A, P204C, P204D, P2BA8 (long-term fault)
5005 AdBlue temperature in supply module
Monitoring strategy: Monitoring of the AdBlue temperature sensor in the supply module to
check for electrical faults
Fault priority: 5
signal too low (FMI 5). If the AdBlue temperature in the supply module is much higher than the
tank temperature, the cause could be a heating defect
Remedy:
– Use MAN-cats Monitoring to compare the AdBlue temperature in the tank and in the supply
module
– If the temperatures do not match, t a new supply module
5006 EEPROM error
Monitoring strategy: Monitoring of the control unit to check for EEPROM errors or incorrect
coding
Fault priority: 5
Fault description: EEPROM error, checksum error, EEPROM communication, incorrect variant
number, incorrect coding (FMI 9)
Remedy: Try tting a new supply module if no faults can be detected

DESCRIPTION
SPN SPN-Plain text

Description
5007 Frost monitoring
Monitoring strategy: Monitoring of the number of freezing cycles
Fault priority: 4
Fault description: Freezing cycle counter 2 limit value exceeded (FMI 1)
System response: None
Remedy: Perform a dosing module test with MAN-cats
Dosing module test: This test is used to check whether the dosing module is capable of
admeasuring the correct AdBlue quantity.
The measurement is performed without compressed air or compressed air supply.
This routine is only performed if the temperature value downstream of the catalytic converter
is set to –25°C. This temperature is simulated by connecting a 180 Ω resistor in place of the
temperature sensor B634.
For this test, the dosing line (connecting line between dosing module and nozzle) installed in the
vehicle is detached and a PA pipe of approx. 1500 mm in length is connected in its place. The
output of this measuring line ends in a 250 ml measuring container. The test quantity is measured
at the end of the test.
Three dosing quantities can be tested. All three tests must be performed to ensure correct
assessment of the dosing system.
Reference quantities for D20:
Large quantity: Test run time 90 s, quantity: 160 – 170 ml
Medium quantity: Test run time 180 s, quantity: 75 – 85 ml
Small quantity: Test run time 300 s, quantity: 50 – 60 ml
Procedure:
– Disconnect temperature sensor B634 at the two-pin plug connection and connect terminal tester
(Cartool No.: 97 1 060) in place of the temperature sensor
– At the test potentiometer (Cartool No.: 97 1 031) 10 Ohm – 1 KOhm, set a value of approx.
180 Ω and connect between the red and the black plug connection on the terminal tester (Cartool
No.: 97 1 060)
– In Monitoring Temperatures, check the temperature downstream of the catalytic converter.
Desired value –25°C

DESCRIPTION
SPN SPN-Plain text

Description
5008 Emergency-off deactivation
Monitoring strategy: Monitoring to check for excessive temperature in the supply module or
AdBlue leakage
Fault priority: 5
Fault description: Temperature in the supply module too high (FMI 1), AdBlue system leakage
(FMI 0).
System response: If the temperature is too high, the system is deactivated until the next system
start (term. 15 on) If there is AdBlue leakage, the system is deactivated until the fault memory
has been deleted!
Remedy:
– Check the temperature using MAN-cats Monitoring “Temperature”
– Perform a dosing module test with MAN-cats
– Determine the AdBlue temperature in the container and compare with the Monitoring
Temperature
– If the temperatures differ widely, t a new supply module
For this test, the dosing line (connecting line between dosing module and nozzle) installed in
the vehicle is detached and a PA pipe of approx. 1500 mm in length is connected in its place.
The output of this measuring lines ends in a 250 ml measuring container. The test quantity is
measured at the end of the test.
Procedure:
No.: 97 1 060)

DESCRIPTION
SPN SPN-Plain text

Description
5009 Hose heating, external (detection of frozen line between tank and supply module)
Monitoring strategy: Monitoring for frozen AdBlue lines between tank and supply module
Fault priority: 5
OBD fault memory: P20C2, P20BE, P204B, P20BA, P2BA8 (long-term fault)
Fault description: Frozen line between supply module and tank, between supply module and
dosing module and/or frozen return line (FMI 1)
Possible causes of faults in line between supply module and tank:
– Line frozen
– Tank empty
– Tank ventilation (air in and air out) blocked
– Intake line between tank and supply module blocked or leaking
– Pre-lter clogged / blocked
– Main lter clogged / blocked
– Air-out valve mechanically blocked
– Return line to tank blocked
Note: There are two pre-lters: One pre-lter in the supply module and one pre-lter in the AdBlue
feed line. Please see Service Information 180400, 200200 and 223200!
Possible causes of faults in line between supply module and dosing module:
– Line frozen
– Nozzle blocked
– Dosing module blocked
Possible causes of faults in return line:
– Line frozen
– See SPN 5037
5010 NOx sensor internal fault
Monitoring strategy: Monitoring of the NOx sensor for internal faults
Fault priority: 4
Fault description: Short-circuit (FMI 7), device fault (FMI 9) or discontinuity (FMI 10)
5012 Air management valve (electrical fault)
Monitoring strategy: Monitoring of the air management valve in the supply module to check for
electrical faults
Fault priority: 5
OBD fault memory: P20A8, P20A9, P2BA8 (long-term fault)
Fault description: Short-circuit to +Ubat (FMI 6), discontinuity or short-circuit to ground (FMI 13)
Remedy: Fit a new supply module
5014 Hose heating in the supply module
Monitoring strategy: Monitoring of the internal AdBlue heating in the supply module for electrical
faults
Fault priority: 3
Fault description: Heating inside the supply module not working, short-circuit to +Ubat (FMI 6),
discontinuity or short-circuit to ground (FMI 13)
System response: If the system is frozen, thawing may not be successful and there will be no
dosing

DESCRIPTION
SPN SPN-Plain text

Description
5016 Pump heating in the supply module
Monitoring strategy: Monitoring of the pump heating inside the supply module to check for
electrical faults
Fault priority: 3
Fault description: Pump heating inside the supply module not working, short-circuit to +Ubat
(FMI 6), discontinuity or short-circuit to ground (FMI 13)
System response: If the system is frozen, thawing may not be successful and there will be no
dosing
5018 Dosing module (electrical fault)
Monitoring strategy: Monitoring of the dosing module to check for electrical faults
Fault priority: 5
Remedy: Check and repair wiring, t new dosing module
Important: When carrying out assembly work on the dosing module, e. g. when installing a new
line to the nozzle, make sure that the attened sides of the nozzle line connection are always at a
90° angle to the assembly face of the dosing module, i. e. the ange is not allowed to turn (brace
the valve/nozzle). Turning can lead to excessive dosing module backpressure and, therefore,
blockages in the air path!
5019 Coolant valve for AdBlue heating circuit (tank heating valve)
Monitoring strategy: Monitoring of the tank heating valve to check for electrical faults
Fault priority: 3
Remedy: Check and repair wiring, t new tank heating valve

DESCRIPTION
SPN SPN-Plain text

Description
5021 Pump motor
Monitoring strategy: Monitoring of the pump motor to check for overspeeding or blockage
Fault priority: 5
Fault description: System detects pump overspeeding (FMI 1) or blocked pump (FMI 2)
Remedy:
– Perform actuator test “Pump activation” with MAN-cats The AdBlue pressure must increase to
2.3 bar to 2.8 bar
– Perform the routine “Maximum pump module quantity” with MAN-cats
– Fit a new supply module
Maximum pump module quantity: This test is used to check whether the pump module is
capable of delivering the correct AdBlue quantity.
For this test, the connecting line between the supply module and the dosing module is
disconnected at the dosing module in the vehicle and extended by a PA pipe measuring approx.
1500 mm in length. The output of this measuring line ends via a test restrictor in a 500 ml
measuring container. The measured test quantity is weighed at the end of the test and should
reach at least 250 g.
No.: 97 1 060)
Important: In vehicles with OBD 1 +NOx verication (control unit numbers 81.25819-7009), SPN
5021 can be stored in the fault memory, although SPN 5031 is indicated on the display. In this
case, proceed as in the case of fault entry 5031 when performing troubleshooting/repairs
5022 Air-out valve (output stage)
Monitoring strategy: Monitoring of the air-out valve output stage in the supply module to check
for short-circuit and discontinuity
Fault priority: 3

DESCRIPTION
SPN SPN-Plain text

Description
5023 Air pressure (air pad downstream of supply module blocked or air leakage downstream of
supply module)
Monitoring strategy: Monitoring of the air pressure downstream of the air restrictor
Fault priority: 5
OBD fault memory: P209B, P20CA, P2BA8 (long-term fault)
Fault description: Blocked air path downstream of supply module (nozzle, dosing module or
line) during start (FMI 0), blocked air path downstream of supply module (nozzle, dosing module
or line) during dosing (FMI 1), air leak during dosing (FMI 2)
Remedy: Blockages or restrictions in the air path can be detected using the MAN-cats routine
"Airway test 8 bar". Depending on the nozzle installed, a constant air pressure must be set for
the "air pressure downstream of air restrictor":
– Nozzle -5006: < 3.8 bar
– Nozzle -5009: < 3.7 bar
Blockages or restrictions due to crystallised AdBlue can occur either in the nozzle head or in
the dosing module. Therefore, if an increased air pressure is set downstream of the restrictor
after cleaning of the nozzle and the line with warm water and subsequent drying by means of
compressed air, the dosing module must be exchanged.
Medium to large leakages in the air path between the supply module and the nozzle can also be
detected using the MAN-cats routine "Airway test 8 bar". Depending on the nozzle installed, a
constant air pressure must be set for the "air pressure downstream of air restrictor":
– Nozzle -5006: > 3.4 bar
– Nozzle -5009: > 3.3 bar
Small leakages cannot be detected using a MAN-cats routine. However, leakages can be clearly
detected by white-coloured deposits on the screw connections between the dosing module and
the nozzle line or on the nozzle.
Important: When carrying out assembly work on the dosing module, e. g. when installing a new
line to the nozzle, make sure that the attened sides of the nozzle line connection are always at a
90° angle to the assembly face of the dosing module, i. e. the ange is not allowed to turn (brace
the valve/nozzle). Turning can lead to excessive dosing module backpressure and, therefore,
blockages in the air path!
5024 Air pressure sensor (plausibility)
Monitoring strategy: Monitoring of the air pressure sensors inside the supply module to check
for plausibility
Fault priority: 5
OBD fault memory: P209E, P2BA8 (long-term fault)
Fault description: Pressure differential between the sensors in depressurised system too high
(FMI 3)
Remedy: Comparison of the pressure sensors with disconnected supply module air supply and
disconnected line to dosing module or compare sensor values upstream and downstream of
restrictor with MAN-cats. If the values for ignition on and engine standstill deviate widely, try
tting a new supply module
5025 Air management valve (plausibility)
Monitoring strategy: Monitoring of the air management circuit to check for plausibility at start
(initialisation)
Fault priority: 4
Fault description: Air pressure fault during initial operation with MAN-cats: Air pressure in circuit
4 too low or air leak / defective supply module (FMI 3)
System response: Test is aborted
Remedy: Determine cause of pressure drop in circuit 4 and remedy the fault

DESCRIPTION
SPN SPN-Plain text

Description
5026 Air restrictor blocked
Monitoring strategy: Monitoring of the air restrictor for continuity
Fault priority: 5
Fault description: Air restrictor inside supply module blocked (FMI 1)
Possible cause of fault:
– Air restrictor in supply module blocked
5027 Air management valve (secondary air pressure circuit)
Monitoring strategy: Monitoring of the air pressure in circuit 4 for sufcient pressure or leakage
and monitoring of the air management valve in the supply module
Fault priority: 5
OBD fault memory: P20E6, P2BA8 (long-term fault)
Fault description: FMI 3: This fault is indicated when:
– No sufcient air pressure (> 8 bar) is available in circuit 4 after elapsing of a time determined
by the application (approx. 15 minutes)
– The compressed air line between the compressed air tank and the supply module is interrupted
or blocked
– The compressed air management valve in the supply module is mechanically blocked in the
closed position
Remedy:
– Perform the routine “Checking the air lines 8 bar” with MAN-cats
– Check the compressed air supply in circuit 4 using a pressure gauge (minimum air pressure >
8 bar)
5028 Catalytic converter temperature (downstream of catalytic converter)
Monitoring strategy: Monitoring of the temperature downstream of the catalytic converter
Fault description: FMI 1: This fault is indicated when the temperature downstream of the
catalytic converter does not increase to the expected value within an applicable time
System response: Dosing stop if the fault is active. The system restarts as soon as the fault is
no longer active
Remedy:
– Compare the temperature with the ambient temperature (after prolonged downtime),
– Check and repair wiring
– Fit a new temperature sensor downstream of the catalytic converter

DESCRIPTION
SPN SPN-Plain text

Description
5029 Blocked open/closed dosing module (AdBlue path)
Monitoring strategy: Monitoring of the dosing module for correct functioning (blocked when
open/closed)
Fault priority: 5
OBD fault memory: P208E, P20F6, P2BA8 (long-term fault)
Fault description: Closed dosing module blocked during dosing (FMI 1), open dosing module
blocked during system run-up (FMI 2), closed dosing module blocked during system run-up (FMI
3)
Remedy:
– Activate dosing module using MAN-cats actuator test and check for noise. A rhythmic clicking
of the solenoid can be heard (PWM activation)
– Remove dosing module and clean it in water. Is AdBlue residue (crystallisation) visible?
– Initiate AdBlue dosing module test using MAN-cats (keep nozzle in separate container)
For this test, the dosing line (connecting line between dosing module and nozzle) installed in
the vehicle is detached and a PA pipe of approx. 1500 mm in length is connected in its place.
The output of this measuring lines ends in a 250 ml measuring container. The test quantity is
measured at the end of the test.
Procedure:
No.: 97 1 060)

DESCRIPTION
SPN SPN-Plain text

Description
5030 AdBlue pressurisation not possible during MAN-cats routine
Monitoring strategy: Monitoring of AdBlue pressurisation during start (initialisation)
Fault priority: 4
Fault description: AdBlue pressurisation not possible during initial operation with MAN-cats
(FMI 3)
– Tank empty
Remedy:
– Check the lines and, if necessary, t new lines
– Replace all lters with new ones
– Perform “Initial operation routine” again using MAN-cats
No.: 97 1 060)

DESCRIPTION
SPN SPN-Plain text

Description
5031 AdBlue pump (system pressure)
Monitoring strategy: Monitoring of the AdBlue pump to check for correct functioning and
plausibility
Fault priority: 5
OBD fault memory: P208B, P208C, P208D, P20E8, P2BA8 (long-term fault)
Fault description: Pump motor overspeed (FMI 1), AdBlue pressurisation not possible during
run-up (FMI 2), pump motor blocked (FMI 3)
– Tank empty
Remedy:
– Perform “Initial operation routine” using MAN-cats
– Activate pump using MAN-cats (is pressurisation up to at least 2.8 bar possible?). Then activate
air-out valve for depressurisation (depressurisation possible?). Repeat both several times. If
pressurisation does not always take place, t a new pre-lter
– Fit new sealing rings on the AdBlue intake line
Try tting a new supply module if no fault can be detected
Important: In vehicles with OBD 1 +NOx verication (control unit numbers 81.25819-7009), SPN
5021 can be stored in the fault memory, although SPN 5031 is indicated on the display. In this
case, proceed as in the case of fault entry 5031 when performing troubleshooting/repairs
5032 Temperatures not plausible during MAN-cats routine
Monitoring strategy: Monitoring of the temperature to check for plausibility at start (initialisation)
Fault priority: 4
Fault description: Temperatures not possible during initial operation with MAN-cats (FMI 3)
– Supply module heating not working
– Tank heating not working
Remedy:
– Try tting a new supply module if no faults can be detected

DESCRIPTION
SPN SPN-Plain text

Description
5033 AdBlue pressure implausible
Monitoring strategy: Monitoring of the AdBlue pressure to check for plausibility (too high)
Fault priority: 5
Fault description: AdBlue pressure too high (the AdBlue pressure has risen by over 4.4 bar
although the pump pressure limiting valve opens at max. 3.8 bar) (FMI 1)
– Internal pump fault
– AdBlue pressure sensor defective
– Defective pump overow valve
Remedy:
No.: 97 1 060)
5034 AdBlue temperature (supply module)
Monitoring strategy: Monitoring of the AdBlue temperature in the supply module
Fault priority: 5
Fault description: AdBlue temperature in supply module too high (FMI 1) or too low (FMI 2)
– Supply module heating not responding
Remedy: Try tting a new supply module if no fault can be detected

DESCRIPTION
SPN SPN-Plain text

Description
5035 AdBlue temperature (tank)
Monitoring strategy: Monitoring of the AdBlue temperature in the tank
Fault priority: 5
Fault description: AdBlue temperature in tank too high (FMI 1) or too low (FMI 2)
– Coolant valve (tank heating valve) stuck in open position (temperature too high)
– Sensor defective (temperature too high)
– Tank heating not working (temperature too low)
Remedy:
— Fit a new sensor
— Use the MAN-cats actuator test to activate the coolant valve for the AdBlue heating circuit
(tank heating valve). Acoustic test (it must be possible to hear the solenoid clicking)
– Fit a new tank heating valve
5036 Air-out valve not plausible or return ow line blocked during MAN-cats routine
Monitoring strategy: Monitoring of the air-out valve during the MAN-cats routine (initialisation)
Fault priority: 4
Fault description: Air-out valve or return line blocked during initial operation with MAN-cats (FMI
3)
Remedy:
– Check the return line
– Check the tank ventilation and, if necessary, clean it
– Perform the test with the return line disconnected
– Unscrew the supply module main lter (O-rings squashed, lter insert OK?)
Note: The fault is entered if the AdBlue pressure has not fallen below 530 mbar within 20 seconds
after opening of the air-out valve
5037 Air-out valve (AdBlue pressure)
Monitoring strategy: Monitoring of the AdBlue pressure during initialisation
Fault priority: 4
Fault description: AdBlue cannot be depressurised via the air-out valve in the tank at the correct
time during initialisation (FMI 1)
– Tank breather blocked
Remedy:
— Check AdBlue pressure using MAN-cats Monitoring
– If there is pressure, activate the air-out valve using MAN-cats and observe depressurisation
– If there is no AdBlue pressure, perform “Initial operation routine” using MAN-cats
– Blow out the return line and clean the tank breather with water
5038 Temperature sensor fault upstream of catalytic converter
Monitoring strategy: Monitoring of the temperature sensor upstream of the catalytic converter
Fault priority: 4
Fault description: Discontinuity, no signal present (FMI 4), signal implausible (FMI 3)
Note: The exhaust gas temperature sensor upstream of the catalytic converter is connected to
the EDC control unit and is monitored by the EDC (SPN 173)

DESCRIPTION
SPN SPN-Plain text

Description
5039 Temperature sensor fault downstream of catalytic converter
Monitoring strategy: Monitoring of the temperature sensor downstream of the catalytic converter
Fault priority: 4
Fault description: Discontinuity, no signal present (FMI 4), signal implausible (FMI 3)
Remedy:
5081 Pressure differential between AdBlue pressure and ambient pressure
Monitoring strategy: Monitoring of the AdBlue pressure sensor to check for plausibility
Fault priority: 5
Fault description: Excessive difference between AdBlue pressure and ambient pressure after
pressure equalisation via air-out valve during run-up (FMI 3)
– Air-out valve blocked
– Return line blocked
Remedy:
— Perform “Pump motor” actuator test using MAN-cats. Pressurise until pressure > 2 bar
– Then activate air-out valve using actuator test. Depressurisation must take place quickly
5082 AdBlue temperature, supply module (plausibility)
Monitoring strategy: Monitoring of the AdBlue temperature sensor in the supply module to
check for plausibility
Fault priority: 5
OBD fault memory: P2043, P2BA8 (long-term fault)
Fault description: Static signal implausible (FMI 8), dynamic signal implausible (FMI 3)
Remedy:
— Use MAN-cats Monitoring to check the AdBlue supply module temperature: When the engine
is warm, it should be possible to feel warming at the coolant line downstream of the coolant valve
(tank heating valve)
5083 Temperature upstream of catalytic converter (plausibility)
Monitoring strategy: Monitoring of the catalytic converter temperature (upstream of cat.
converter) to check for plausibility
Fault priority: 4
Remedy:
— Use MAN-cats Monitoring to check the temperature upstream of the catalytic converter
— If the temperature is implausible, check the temperature sensor and, if necessary, replace it
Note: The exhaust gas temperature sensor upstream of the catalytic converter is connected to
the EDC control unit and is monitored by the EDC (SPN 3811)

DESCRIPTION
SPN SPN-Plain text

Description
5084 Temperature downstream of catalytic converter (plausibility)
Monitoring strategy: Monitoring of the catalytic converter temperature (downstream of cat.
converter) to check for plausibility
Fault priority: 4
Remedy:
— Use MAN-cats Monitoring to check the temperature downstream of the catalytic converter
— If the temperature is implausible, check the temperature sensor and, if necessary, replace it
5085 Coolant valve for AdBlue heating circuit
Monitoring strategy: Monitoring of the coolant valve for the AdBlue heating circuit (tank heating
valve) to check for correct functioning
Fault priority: 5
Fault description: Valve sticks when open, i. e. tank temperature is higher than expected (FMI
1)
Remedy:
— Use the MAN-cats actuator test to activate the coolant valve for the AdBlue heating circuit
(tank heating valve). Acoustic test (it must be possible to hear the solenoid clicking)
– Fit a new tank heating valve
5086 AdBlue temperature, tank (plausibility)
Monitoring strategy: Monitoring of the AdBlue temperature in the tank to check for plausibility
Fault priority: 4
Remedy: Use MAN-cats Monitoring to check the “AdBlue tank temperature”. If the temperature
is implausible, replace the tank sensor
5089 AdBlue pressure sensor during subsequent operation (plausibility)
Monitoring strategy: Monitoring of the AdBlue pressure sensor during subsequent operation to
Fault priority: 4
Fault description: AdBlue pressure after venting too high (FMI 3)
– Air-out valve defective
Remedy:
– Activate air-out valve using MAN-cats (acoustic check)
– Use MAN-cats to perform “Initial operation routine” (pressurisation). Then activate the air-out
valve (depressurisation). Observe the AdBlue pressure before and after depressurisation.
Depressurisation possible?
– Blow out the return line if it is blocked
– Clean the tank breather with water
5090 Air pressure sensor during subsequent operation (plausibility)
Monitoring strategy: Monitoring of the air pressure sensors during subsequent operation to
Fault priority: 5
Fault description: Excessive air pressure differential upstream/downstream of the restrictor
(FMI 3)
Remedy:
– Use MAN-cats to check the air pressure upstream and downstream of the restrictor. Almost
equal?

DESCRIPTION
SPN SPN-Plain text

Description
5091 Air-out valve during subsequent operation (plausibility)
Monitoring strategy: Monitoring of the air-out valve during subsequent operation to check for
plausibility
Fault priority: 4
Fault description: Sufcient depressurisation not possible via the air-out valve (FMI 3)
– Air-out valve defective
Remedy:
– Activate air-out valve using MAN-cats (actuator test)
– Use MAN-cats to perform “Initial operation routine” (pressurisation). Then activate the air-out
valve (depressurisation). Observe the AdBlue pressure before and after depressurisation.
AdBlue must be depressurised
– Blow out the return line if it is blocked
– Clean the tank breather with water
5120 Monitoring module (monitoring)
Monitoring strategy: Monitoring of the monitoring module for watchdog errors (the term
"watchdog" is generally used to describe a system component that monitors the functioning of
other components)
Fault priority: 5
Fault description: Fault in the monitoring module (FMI 9)
Remedy: Delete the fault memory, switch the ignition on and off. If the fault cannot be remedied
in this way, try tting a new supply module
5500 CAN error (AAI message)
Monitoring strategy: Monitoring of the CAN messages AdBlue tank temperature, AdBlue tank
level for time errors, signal errors, plausibility
Fault priority: 4
Fault description: AAI message timeout (FMI 4), CAN bus overload (FMI 3), AdBlue tank
temperature on the CAN too high or too low, AdBlue tank level on the CAN too high or too low
(FMI 8)
System response: Heating may run until the supply module excess temperature protection
deactivates the system. The last valid tank level value is indicated
Remedy: Check the CAN bus, check plug contact and wiring of the level sensor, check the
AdBlue tank temperature using MAN-cats and, if necessary, replace the sensor
5501 CAN error (ABC message)
Monitoring strategy: Monitoring of the CAN messages "Ambient temperature"/"Ambient
pressure" for time errors, signal errors, plausibility
Fault priority: 3
Fault description: ABC message timeout (FMI 4), CAN bus overload (FMI 3), ambient
temperature/ambient pressure on the CAN too high or too low (FMI 8)
System response: No direct effect on system functionality. Possible consequential errors include
AdBlue pressure sensor plausibility errors
Remedy: Check the CAN bus, check the AdBlue tank sensor plug connection (tank sensor
loops through CAN3 signal), check atmospheric pressure in vehicle management computer using
MAN-cats, check outside air temperature in vehicle management computer using MAN-cats.
Read out the entire fault memory

DESCRIPTION
SPN SPN-Plain text

Description
5502 CAN error (ATI message)
Monitoring strategy: Monitoring of the CAN messages "NOx emissions", "Temperature
upstream of catalytic converter" for time errors, signal errors, plausibility
Fault priority: 5
OBD fault memory: U0401, P2BA8 (long-term fault)
Fault description: ATI message timeout (FMI 4), CAN bus overload (FMI 3), NOx emissions too
high, temperature upstream of catalytic converter too high or too low (FMI 8)
System response: DCU deactivates dosing. As soon as the fault is no longer active, the system
starts to work again during the next system start (ignition on)
Remedy: Check CAN bus, check AdBlue tank sensor plug connection (tank sensor loops through
CAN3 signal), check exhaust gas temperature upstream of catalytic converter in the EDC using
MAN-cats (temperature sensor defective?). Read out the entire fault memory
5503 CAN error (EEC1 message)
Monitoring strategy: Monitoring of the CAN messages "Torque"/"Speed" for time errors, signal
errors, plausibility
Fault priority: 5
Fault description: EEC1 message timeout (FMI 4), CAN bus overload (FMI 3), torque/speed on
the CAN too high or too low (FMI 8)
CAN3 signal). Read out the entire fault memory
5504 CAN error (ETP message)
Monitoring strategy: Monitoring of the CAN message "Coolant temperature" for time errors,
signal errors, plausibility
Fault priority: 3
Fault description: ETP message timeout (FMI 4), CAN bus overload (FMI 3), coolant
temperature on the CAN too high or too low (FMI 8)
System response: Tank heating is deactivated in order to prevent AdBlue tank damage caused
by excessively hot engine coolant
CAN3 signal), check coolant temperature in the EDC using MAN-cats. Read out the entire fault
memory
5506 CAN error (FEC message)
Monitoring strategy: Monitoring of the CAN message "Diesel injection quantity" for time errors,
signal errors, plausibility
Fault priority: 3
Fault description: FEC message timeout (FMI 4), CAN bus overload (FMI 3), diesel injection
quantity on the CAN too high or too low (FMI 8)
System response: Can lead to slight reduction in dosing
CAN3 signal), check diesel injection quantity via CAN using MAN-cats. Read out the entire fault
memory

DESCRIPTION
SPN SPN-Plain text

Description
5507 CAN error (IEC message)
Monitoring strategy: Monitoring of the CAN messages "Charge pressure"/"Charge air
temperature"/"Temperature downstream of catalytic converter" for time errors, signal errors,
plausibility
Fault priority: 4
Fault description: IEC message timeout (FMI 4), CAN bus overload (FMI 3), charge pressure
/charge air temperature/temperature downstream of catalytic converter on the CAN too high or
too low (FMI 8)
Remedy: Check CAN bus, check AdBlue tank sensor plug connection (tank sensor loops
through CAN3 signal), check charge pressure, charge air temperature, temperature downstream
of catalytic converter in the EDC (equivalent to particulate lter temperature) using MAN-cats.
Read out the entire fault memory
5508 CAN error (ATO1 message)
Monitoring strategy: Monitoring of the CAN messages "NOx sensor" for time errors, signal
errors, plausibility
Fault priority: 5
OBD fault memory: U041B, P2BA8 (long-term fault)
Fault description: ATO1 message timeout (FMI 4), CAN bus overload (FMI 3), invalid signal
(FMI 8)
5509 CAN error (PRO message)
Monitoring strategy: Monitoring of the CAN messages "Heat enable", "Dosing enable", "Engine
exhaust gas mass" for time errors, signal errors, plausibility
Fault priority: 5
Fault description: PRO message timeout (FMI 4), CAN bus overload (FMI 3), heat enable via
CAN too high or too low, dosing enable via CAN too high or too low, max. engine exhaust gas
mass via CAN too high or too low, max. engine NOx emissions on CAN too high or too low (FMI
8)
5510 CAN error (TDA message)
Monitoring strategy: Monitoring of the CAN messages "Time information" (minutes, days, years
etc.) for time errors, signal errors, plausibility
Fault priority: 3
Fault description: TDA message timeout (FMI 4), CAN bus overload (FMI 3), time information
(minutes, days, years etc.) on the CAN too high or too low (FMI 8)
System response: Fault memory entries contain no time information. No effect on dosing

DESCRIPTION
SPN SPN-Plain text

Description
5512 CAN error (VDR message)
Monitoring strategy: Monitoring of the CAN message "Distance information" (km/mileage) for
time errors, signal errors, plausibility
Fault priority: 3
Fault description: VDR message timeout (FMI 4), CAN bus overload (FMI 3), invalid signal (FMI
8)
System response: Fault memory entries have no distance information (km/mileage). No effect
on dosing
5514 Catalytic converter (thermal overload)
Monitoring strategy: Monitoring of the catalytic converter to check for thermal overload
Fault priority: 4
Fault description: Catalytic converter thermal overload (FMI 1), NOx value implausible (FMI 8)
5516 Adjustment value between EDC and DCU
Monitoring strategy: Comparison/adjustment value between EDC control unit and AdBlue
control unit
Fault priority: 5
Fault description: Supply module does not match EDC control unit (safety comparison) (FMI
1), or exhaust gas CAN interrupted (FMI 3)
Note: Consequential fault of SPN 5509
5517 CAN monitoring
Monitoring strategy: Monitoring of the CAN messages
Fault priority: 4
Fault description: CAN values are “frozen” (FMI 3)
5518 CAN error (TDF message)
Monitoring strategy: Monitoring of the CAN messages for time errors, signal errors, plausibility
Fault priority: 3
Fault description: TDF message timeout (FMI 4), CAN bus overload (FMI 3), time information
(minutes, days, years etc.) on the CAN too high or too low (FMI 8)
Fault memory entries have no time information. No effect on dosing
5519 Long-term fault group: Tank empty
Monitoring strategy: This fault is indicated in the case of all faults that belong to the “Tank
empty” group
Fault priority: 4
OBD fault memory: P2BA7 (long-term fault)
System response: Torque reduction
Remedy: Remedy all faults that have caused this long-term fault memory entry

DESCRIPTION
SPN SPN-Plain text

Description
5520 Long-term fault group: Dosing interrupted
Monitoring strategy: This fault is indicated in the case of all faults that belong to the “Dosing
interrupted” group
Fault priority: 4
OBD fault memory: P2BA8 (long-term fault)
5521 Long-term fault group: NOx value too high, cause unknown
Monitoring strategy: This fault is indicated in the case of all faults that belong to the “NOx value
too high, cause unknown” group
Fault priority: 4
OBD fault memory: P2BAD (long-term fault)
5522 Long-term fault group: Emission monitoring system malfunction
Monitoring strategy: This fault is indicated in the case of all faults that belong to the “Emission
monitoring system malfunction” group
Fault priority: 4
OBD fault memory: P2BAE (long-term fault)
5526 Humidity sensor
Monitoring strategy: Monitoring of the humidity sensor for electrical faults
Fault priority: 5
Remedy:
5527 Temperature element in humidity sensor
Monitoring strategy: Monitoring of the temperature element in the humidity sensor for electrical
faults
Fault priority: 5
Remedy:
5530 NOx exceeding limit value 1, cause unknown
Monitoring strategy: Monitoring of the NOx emissions to check for exceeding of limit value 1
Fault priority: 5
OBD fault memory: P0420, P2BAD (long-term fault)
Fault description: Exceeding of NOx limit value 1 → 3.5 g/kWh (FMI 1)
– Beginning leakage in air path
– Beginning leakage in AdBlue path
– AdBlue quality not OK (water?)
– Air-out valve does not close completely
– NOx sensor defective
– Catalytic converter damaged

DESCRIPTION
SPN SPN-Plain text

Description
5531 NOx exceeding limit value 2, cause unknown
Monitoring strategy: Monitoring of the NOx emissions to check for exceeding of limit value 2
Fault priority: 5
OBD fault memory: P0420, P2BAD (long-term fault)
Fault description: Exceeding of NOx limit value 2 → 7 g/kWh (FMI 1)
– AdBlue quality not OK (water?)
5533 NOx sensor internal fault: Sensor element heating
Monitoring strategy: Monitoring of the NOx sensor heating
Fault priority: 5
OBD fault memory: P2206, P2207, P2208, P2209
Fault description: Signal implausible (FMI 3), short-circuit (FMI 7), device fault (FMI 9),
discontinuity (FMI 10)
Remedy:
5534 NOx sensor internal fault: NOx measuring cell
Monitoring strategy: Monitoring of the NOx sensor NOx measuring cell
Fault priority: 5
OBD fault memory: P2200, P2201, P2202, P2203
Fault description: Fault not specied (FMI 0), short-circuit (FMI 7), device fault (FMI 9),
discontinuity (FMI 10)
Note: FMI 0: In the case of vehicles with build date 8/2007 to mid-10/2007, incorrect detection is
possible: The NOx sensor detects an internal undervoltage when its supply voltage is 13 V. The
sensor can only distinguish between "Undervoltage" and “Ignition off” based on the voltage drop
edge steepness. Therefore, brief detection of "Internal undervoltage" is possible in the vehicle
before the sensor detects “Ignition off” when the ignition is switched off, depending on the battery
condition and capacities in the vehicle. A fault entry is therefore possible in connection with long
DCU after-run (max. 90 seconds with blow out). A sensor fault is present in the case of vehicles
with a later build date
5535 NOx sensor internal fault: O2 measuring cell
Monitoring strategy: Monitoring of the NOx sensor O2 measuring cell
Fault priority: 5
OBD fault memory: P2238, P2239
Fault description: Short-circuit (FMI 7), discontinuity (FMI 10)
Remedy:
– Check and repair wiring and plug connections
5536 NOx sensor verication
Monitoring strategy: Monitoring of the NOx sensor for plausibility
Fault priority: 5
OBD fault memory: P2BAE (long-term fault)
Fault description: Signal implausible, sensor not installed in exhaust pipe (FMI 3)
Remedy:
– Check and repair wiring and plug connections

DESCRIPTION
SPN SPN-Plain text

Description
5537 Multiple AdBlue pressure drop during dosing
Monitoring strategy: Monitoring of the AdBlue pressure
Fault priority: 4
Fault description: Signal too high (FMI 1)
Remedy:
– Perform actuator test “Pump activation” with MAN-cats The AdBlue pressure must increase to
2.3 bar to 2.8 bar
– Check the air-out valve (AdBlue Out) for leaks, AdBlue pressure must be > 3 bar

DESCRIPTION
Test step list EDC7 C32 Euro 5 in combination with MAN AdBlue® system (4-cylinder and 6-cylinder)
Service company: Tester:

Customer: First registration:
Vehicle type: Chassis no.:
Engine model: Engine no.:
CR high-pressure pump: Control unit no.:
Mileage (km): Date:
Use MAN-cats® to download the fault memory extract from the vehicle management computer and the EDC
control unit relating to the lled in test step list.
1. Measurements at engine control unit EDC7 C32
1.1 Tests with the engine stopped (ignition OFF, EDC control unit not connected)
– Engine temperature ≈ 20 °C
– EDC control unit not (!!!) connected, wiring harness adapter connected
– Measure the resistance between PIN+ and PIN- using a multimeter
– NEVER MEASURE AT THE PLUG CONTACTS THEMSELVES WITHOUT USING SUITABLE TEST
PROBES! (Danger of bending open the contacts.)
Description PIN PIN Desired value Actual value

Speed increment sensor (crankshaft) A73 A55 0.75 - 1.1 kΩ .......... kΩ
Earthing A55 A03 >10 MΩ .......... MΩ
Speed segment sensor (camshaft) A72 A54 0.75 - 1.1 kΩ .......... kΩ
Earthing A54 A03 >10 MΩ .......... MΩ
Metering unit (MProp) A08 A10 2.5 - 4.5 Ω .......... Ω
Earthing A10 A03 >10 MΩ .......... MΩ
Exhaust gas temperature sensor 1 upstream B33 B26 200 - 700 Ω .......... Ω
of cat. converter* B26 A03 >10 MΩ .......... MΩ
Earthing
Exhaust gas temperature sensor 2 B34 B27 200 - 700 Ω .......... Ω
downstream of cat. converter* B27 A03 >10 MΩ .......... MΩ
Earthing
Water temperature sensor ground A58 A03 >10 MΩ .......... MΩ
Charge pressure sensor ground A62 A03 >10 MΩ .......... MΩ
Oil pressure sensor ground A38 A03 >10 MΩ .......... MΩ
Fuel pressure sensor ground A37 A03 >10 MΩ .......... MΩ
Rail pressure sensor ground A61 A03 >10 MΩ .......... MΩ
CAN connection to vehicle management B22 B21 115 - 125 Ω .......... Ω
computer (M-CAN)
CAN connection to OBD socket and DCU15 B25 B32 115 - 125 Ω .......... Ω
(Version P362 V27-V41 with separate exhaust
gas CAN and OBD-CAN)
CAN connection to OBD socket, DCU15, B25 B32 115 - 125 Ω .......... Ω
AdBlue® level sensor and NOx sensor (Version
P362 V25 with shared exhaust gas CAN and
OBD-CAN)
CAN connection to DCU15, AdBlue® level A27 A45 115 - 125 Ω .......... Ω
sensor and NOx sensor (Version P362 V27-V41
with separate exhaust gas CAN and OBD-CAN)
IMR relay (starter activation) A16 A19 15 - 30 Ω .......... Ω

DESCRIPTION
* Exhaust gas temperature sensors can be connected to the EDC control unit and to the AdBlue® dosing
control unit DCU15
Description 4-cylinder 6-cylinder PIN PIN Desired Actual value

value
Injectors Cylinder 3 Cylinder 5 C01 C16 <2 Ω .......... Ω
Cylinder 2 Cylinder 6 C02 C15 <2 Ω .......... Ω
— Cylinder 4 C03 C14 <2 Ω .......... Ω
— Cylinder 2 C06 C11 <2 Ω .......... Ω
Ground Cylinder 3 Cylinder 5 C16 A03 >10 MΩ .......... MΩ
Injectors
Cylinder 2 Cylinder 6 C15 A03 >10 MΩ .......... MΩ
— Cylinder 4 C14 A03 >10 MΩ .......... MΩ
— Cylinder 2 C11 A03 >10 MΩ .......... MΩ
1.1.1 Checking activation of the OBD malfunction indicator lamp (MIL)

This test is only performed if the MIL is activated by the EDC output stage.
Connect pin A51 to pin A01. Now the MIL must light up. The MIL must go out again when the connection is
broken.
1.2 Tests with the engine stopped or running and the vehicle at a standstill
– Engine temperature > 30 °C
– Wiring harness adapter connected to control unit
– Read out the fault memory, is there no fault?
Measure the voltage between PIN+ and PIN- using a multimeter
Description PIN+ PIN- Desired Actual Remarks Speed

value value
Supply, control unit A01 A03 UBAT .......... Idling
A07 A09 UBAT .......... Idling
Ignition B36 A03 UBAT .......... Idling
Water temperature sensor A77 A58 3.74 - 1.22 V .......... 20 - 90 °C Idling
Exhaust gas temperature B33 B26 1.08 - 2.30 V .......... 20 - 700 °C Idling
sensor 1 upstream of cat.
converter*
sensor 2 downstream of
cat. converter*
Charge pressure sensor A25 A62 4.75 - 5.25 V .......... Idling
reference voltage
Charge pressure sensor A81 A62 0.94 - 1.20 V .......... PWG min Idling
A81 A62 1.10 - 2.20 V .......... PWG max High idling
Charge air temperature A70 A62 4.20 - 2.20 V .......... 0 - 60 °C Idling
sensor
(integrated in charge
pressure sensor)

DESCRIPTION

value value
Supply, oil pressure sensor A24 A38 4.75 - 5.25 V .......... Idling
Signal, oil pressure sensor A21 A38 1,20 - 4,35 .......... 1.5 - 5.4 bar Idling
Supply, fuel pressure A40 A37 4.75 - 5.25 V .......... Idling
sensor
Signal, fuel pressure A20 A37 1.00 - 2.50 V .......... 1.9 - 7.5 bar Idling
sensor
Supply, rail pressure A43 A61 4.75 - 5.25 V .......... Idling
sensor
Signal, rail pressure sensor A80 A61 1.01 - 1.60 V .......... 200 - 400 bar Idling
0.2 - 0.8 V .......... approx. 0 bar Standstill
control unit DCU15
1.3 Check the main relay
Description PIN+ PIN- Desired Actual Remarks

value value
Main relay B36 A03 UBAT .......... Ignition ON
B36 A03 0V .......... Ignition OFF
A40 A03 4.75 - 5.25 V .......... Ignition ON
A40 A03 0V .......... Ignition OFF
Pin A40 must switch to 0 volts with a delay of 0.5 to 5 seconds after the ignition has been switched off
1.4 Delete the fault memory

Delete the fault memory with MAN-cats® after completing the tests. There must not be any faults in the
memory when the ignition is switched back on. Otherwise, search for the fault and remedy the problem.
2. Measurements at AdBlue® dosing control unit DCU15

The EDC wiring harness adapter is connected between the AdBlue® dosing control unit DCU15 and the wiring
harness (only vehicle connector B)
2.1 Tests with the engine stopped (ignition off, control unit not connected)
– DCU15 control unit not (!!!) connected, wiring harness adapter connected

Temperature sensor, intake air 18 19 600 - 2200 Ω .......... Ω
(integrated in air humidity sensor)
Exhaust gas temperature sensor 1 upstream 25 24 200 - 700 Ω .......... Ω
of cat. converter* 24 3 >10 MΩ .......... MΩ
Earthing
Exhaust gas temperature sensor 2 23 22 200 - 700 Ω ........... Ω
downstream of cat. converter* 22 3 >10 MΩ .......... MΩ
Earthing
Dosing module 27 26 12 - 18 Ω .......... Ω
Earthing 26 3 >10 MΩ .......... MΩ
Coolant valve, AdBlue® heating circuit 31 6 25 - 60 Ω ..........Ω

DESCRIPTION

value value
Supply, control unit 1 3 UBAT .......... Idling
2 3 UBAT .......... Idling
Ignition 9 3 UBAT .......... Idling
Supply, air humidity sensor 21 19 4.75 - 5.25 V .......... Idling
Signal, air humidity sensor 18 19 0.75 - 2.05 V .......... Idling
Signal, intake air 20 19 1.50 - 3.20 V .......... Idling
temperature
(integrated in air humidity
sensor)
Exhaust gas temperature 25 24 1.08 - 2.30 V .......... 20 - 700 °C Idling
converter*
cat. converter*
control unit DCU15
2.3 Deleting the fault memory


DESCRIPTION
Test step list EDC7 C32 Master/Slave Euro 5 in combination with MAN AdBlue® system (V8 engine)
Service company: Tester:

Customer: First registration:
Vehicle type: Chassis no.:
Engine model: Engine no.:
CR high-pressure pump: Control unit no.:
Mileage (km): Date:
Use MAN-cats® to download the fault memory extract from the vehicle management computer and the EDC
control unit relating to the lled in test step list.
1. Measurements at engine control unit EDC7 C32
1.1 Tests with the engine stopped (ignition OFF, EDC control unit not connected)
– EDC control unit not connected (!!!), wiring harness adapter connected
1.1.1 Master control unit

Speed increment sensor (crankshaft) A73 A55 0.75 - 1.1 kΩ .......... kΩ
Earthing A55 A03 >10 MΩ .......... MΩ
Speed segment sensor (camshaft) A72 A54 0.75 - 1.1 kΩ .......... kΩ
Earthing A54 A03 >10 MΩ .......... MΩ
Metering unit (MProp) A08 A10 2.5 - 4.5 Ω .......... Ω
Earthing A10 A03 >10 MΩ .......... MΩ
Exhaust gas temperature sensor 1 upstream B33 B26 200 - 700 Ω .......... Ω
of cat. converter* B26 A03 >10 MΩ .......... MΩ
Earthing
Exhaust gas temperature sensor 2 B34 B27 200 - 700 Ω .......... Ω
downstream of cat. converter* B27 A03 >10 MΩ .......... MΩ
Earthing
Water temperature sensor ground A58 A03 >10 MΩ .......... MΩ
Charge pressure sensor ground A62 A03 >10 MΩ .......... MΩ
Fuel pressure sensor ground A37 A03 >10 MΩ .......... MΩ
computer(M-CAN)
CAN connection to DCU15, AdBlue® level B25 B32 115 - 125 Ω .......... Ω
sensor and NOx sensor (exhaust gas CAN)
IMR relay (starter activation) A16 A19 15 - 30 Ω .......... Ω
* Not tted to all versions

DESCRIPTION
Description 8-cylinder PIN PIN Desired Actual value

value
Injectors Cylinder 2 C01 C16 <2 Ω .......... Ω
Cylinder 4 C02 C15 <2 Ω .......... Ω
— C03 C14 <2 Ω .......... Ω
Cylinder 1 C04 C13 <2 Ω .......... Ω
Cylinder 3 C05 C12 <2 Ω .......... Ω
— C06 C11 <2 Ω .......... Ω
Ground Cylinder 2 C16 A03 >10 MΩ .......... MΩ
injectors
Cylinder 4 C15 A03 >10 MΩ .......... MΩ
— C14 A03 >10 MΩ .......... MΩ
Cylinder 1 C13 A03 >10 MΩ .......... MΩ
Cylinder 3 C12 A03 >10 MΩ .......... MΩ
— C11 A03 >10 MΩ .......... MΩ
1.1.2 Slave control unit

computer(M-CAN)
CAN connection to OBD socket and DCU15 B25 B32 115 - 125 Ω .......... Ω
(OBD-CAN)
Description 8-cylinder PIN PIN Desired Actual value

value
injectors Cylinder 7 C01 C16 <2 Ω .......... Ω
Cylinder 8 C02 C15 <2 Ω < 2 Ω
— C03 C14 <2 Ω .......... Ω
Cylinder 5 C04 C13 <2 Ω .......... Ω
Cylinder 6 C05 C12 <2 Ω .......... Ω
— C06 C11 <2 Ω .......... Ω
Ground Cylinder 7 C16 A03 >10 MΩ .......... MΩ
injectors
Cylinder 8 C15 A03 >10 MΩ .......... MΩ
— C14 A03 >10 MΩ .......... MΩ
Cylinder 5 C13 A03 >10 MΩ .......... MΩ
Cylinder 6 C12 A03 >10 MΩ .......... MΩ
— C11 A03 >10 MΩ .......... MΩ
1.1.3 CAN and speed connection from Master to Slave control unit
Description Master control unit PIN Slave control unit PIN Desired Actual value
value
CAN 2 High A27 A27 <2Ω .......... Ω
CAN 2 Low A45 A45 <2Ω .......... Ω

DESCRIPTION
Description Master control unit PIN Slave control unit PIN Desired Actual value
value
Speed 1 A74 A73 <2Ω .......... Ω
Speed 2 A44 A72 <2Ω .......... Ω
– Read out the fault memory, is there no fault?
Description PIN+ PIN- Desired Actual Remarks Engine

value value speed
Control unit power supply A01 A03 UBAT .......... Idling
Water temperature sensor A77 A58 3.74 - 1.22 V .......... 20 - 90 °C Idling
converter*
cat. converter*
Charge pressure sensor A25 A62 4.75 - 5.25 V .......... Idling
reference voltage
Charge pressure sensor A81 A62 0.94 - 1.20 V .......... PWG min Idling
A81 A62 1.10 - 2.20 V .......... PWG max High idling
Charge air temperature A70 A62 4.20 - 2.20 V .......... 0 - 60 °C Idling
sensor
(integrated in charge
pressure sensor)
Supply to oil pressure A24 A38 4.75 - 5.25 V .......... Idling
sensor
Supply to fuel pressure A40 A37 4.75 - 5.25 V .......... Idling
sensor
Fuel pressure sensor A20 A37 1.00 - 2.50 V .......... 1.9 - 7.5 bar Idling
signal
Supply to rail pressure A43 A61 4.75 - 5.25 V .......... Idling
sensor
0.2 - 0.8 V .......... approx. 0 bar At standstill
* Not tted to all versions

DESCRIPTION
Description PIN+ PIN- Desired Actual Remarks Engine

value value speed
Control unit power supply A01 A03 UBAT .......... Idling
Supply to oil pressure A24 A38 4.75 - 5.25 V .......... Idling
sensor
Supply to fuel pressure A40 A37 4.75 - 5.25 V .......... Idling
sensor
Fuel pressure sensor A20 A37 1.00 - 2.50 V .......... 1.9 - 7.5 bar Idling
signal
Supply to rail pressure A43 A61 4.75 - 5.25 V .......... Idling
sensor
0.2 - 0.8 V .......... approx. 0 bar At standstill
1.3 Checking the main relay

value value
B36 A03 0 V .......... Ignition OFF
A40 A03 4.75 - 5.25 V .......... Ignition ON
A40 A03 0 V .......... Ignition OFF
Pin A40 must switch to 0 Volt with a delay of 0.5 to 5 seconds after the ignition has been switched off.

value value
B36 A03 0 V .......... Ignition OFF
A40 A03 4.75 - 5.25 V .......... Ignition ON
A40 A03 0 V .......... Ignition OFF
Pin A40 must switch to 0 Volt with a delay of 0.5 to 5 seconds after the ignition has been switched off.

2. Measurements at AdBlue® dosing control unit DCU15

The EDC wiring harness adapter is connected between the AdBlue® dosing control unit DCU15 and the wiring
harness (only vehicle connector B)
2.1 Tests with the engine stopped (ignition off, control unit not connected)
– DCU15 control unit not (!!!) connected, wiring harness adapter connected

DESCRIPTION

Temperature sensor, intake air 18 19 600 - 2200 Ω .......... Ω
(integrated in air humidity sensor)
Exhaust gas temperature sensor 1 upstream 25 24 200 - 700 Ω .......... Ω
of cat. converter 24 3 >10 MΩ .......... MΩ
Earthing
Exhaust gas temperature sensor 2 23 22 200 - 700 Ω ........... Ω
downstream of catalytic converter 22 3 >10 MΩ .......... MΩ
Earthing
Dosing module 27 26 12 - 18 Ω .......... Ω
Earthing 26 3 >10 MΩ .......... MΩ
Coolant valve, AdBlue® heating circuit 31 6 25 - 60 Ω ..........Ω

value value
Supply, control unit 1 3 UBAT .......... Idling
2 3 UBAT .......... Idling
Ignition 9 3 UBAT .......... Idling
Supply, air humidity sensor 21 19 4.75 - 5.25 V .......... Idling
Signal, air humidity sensor 18 19 0.75 - 2.05 V .......... Idling
Signal, intake air 20 19 1.50 - 3.20 V .......... Idling
temperature
(integrated in air humidity
sensor)
converter*
cat. converter*
control unit DCU15


WIRING DIAGRAMS
WIRING DIAGRAMS
OVERVIEWS

WIRING DIAGRAMS
OVERVIEW, EDC7 C32 EURO 5 OBD 1 WITH NOX MONITORING
Legend
A302 Central on-board computer Y344 Injector, 4th cylinder
A403 Vehicle management computer Y345 Injector, 5th cylinder
A407 Instrumentation Y346 Injector, 6th cylinder
A410 Accelerator pedal Y460 Compressed-air shut-off valve
A429 Cruise control switch ZDR Intermediate speed interface
A435 Control unit, EDC * See overview of AdBlue® dosing control unit DCU15
A437 Sustained-action brake lever
B104 Oil pressure sensor
B123 Temperature sensor, charge air
B124 Temperature sensor, coolant
B377 Fuel pressure sensor
B487 Rail-pressure sensor
B488 Speed sensor, crankshaft (speed increment sensor)
B489 Speed sensor, camshaft (speed segment sensor)
B623 Charge pressure sensor/temperature sensor
B633 Exhaust gas temperature sensor 1 (upstream of AdBlue® mixer)
F163 Fuse, engine control (term. 30)
F355 Main fuse 30-2
H296 Check lamp, EDC
H478 Check lamp, OBD fault MIL
M100 Starter
Q101 Ignition/starter switch
R134 Resistor bank
R283 Terminating resistor, HD OBD-CAN
X200 Diagnosis socket
X669 Plug connection, starter interlock
X1559 Plug connection, engine/EDC/gearbox IV
X1966 Plug connection, ignition lock
X2544 Potential distributor, 21-pin, K-line
X2549 Plug connection, IMR (starter)
X3381 Threaded pin M5 (motor power box)
Y332 Metering unit (fuel proportional valve, MProp)
Y341 Injector, 1st cylinder
Y342 Injector, 2nd cylinder
Y343 Injector, 3rd cylinder

WIRING DIAGRAMS
OVERVIEW, EDC7 C32 EURO 5 OBD 1 WITH NOX MONITORING

WIRING DIAGRAMS
OVERVIEW, EDC7 C32 EURO 5 MASTER/SLAVE OBD 1 WITH NOX MONITORING
Legend
A302 Central on-board computer X342 Injector, 2nd cylinder
A403 Vehicle management computer Y343 Injector, 3rd cylinder
A407 Instrumentation Y344 Injector, 4th cylinder
A410 Accelerator pedal Y345 Injector, 5th cylinder
A429 Cruise control switch Y346 Injector, 6th cylinder
A435 Control unit, EDC (Master) Y347 Injector, 7th cylinder
A437 Sustained-action brake lever Y348 Injector, 8th cylinder
A570 Control unit, EDC II (Slave) ZDR Intermediate speed interface
B104 Oil pressure sensor * See overview of AdBlue® dosing control unit DCU15 Master/Slave
B124 Temperature sensor, coolant
B377 Fuel pressure sensor
B488 Speed sensor, crankshaft (speed increment sensor)
B489 Speed sensor, camshaft (speed segment sensor)
B623 Charge pressure sensor/temperature sensor
B633 Exhaust gas temperature sensor 1 (upstream of AdBlue® mixer)
F163 Fuse, engine control (Master, terminal 30)
F355 Main fuse 30-2
F543 Fuse, engine control II (Slave, terminal 30)
H296 Check lamp, EDC
H478 Check lamp, OBD fault MIL
M100 Starter
Q101 Ignition/starter switch
R134 Resistor bank
X669 Plug connection, starter interlock
X1205 Distributor, line 31000
X1559 Plug connection, engine/EDC/gearbox IV
X1966 Plug connection, ignition lock
X2544 Potential distributor, 21-pin, K-line
X3120 Threaded pin M6, distributor, term. 30 (equipment compartment)
X3121 Threaded pin M6, distributor, term. 30 (equipment compartment)
Y332 Metering unit (fuel proportional valve, MProp)
Y341 Injector, 1st cylinder

WIRING DIAGRAMS
OVERVIEW, EDC7 C32 EURO 5 MASTER/SLAVE OBD 1 WITH NOX MONITORING

WIRING DIAGRAMS
OVERVIEW, ADBLUE® DOSING CONTROL UNIT DCU15
Legend
A435 Control unit, EDC
A808 AdBlue® dosing control unit DCU15
B628 AdBlue® level/temperature sensor
B634 Exhaust gas temperature sensor 2 (downstream of catalytic converter)
B994 NOx sensor
B996 Air humidity sensor with temperature sensor
F737 Fuse, voltage supply, terminal 15
F894 Fuse, sensors
X1644 Earthing point, cab (next to central electrical system)
X4680 Plug connection, cab/dosing control unit
X4742 Potential distributor, exhaust gas CAN/NOx sensor
X4743 Potential distributor, voltage supply, NOx sensor
Y436 Dosing module
Y437 Coolant valve, AdBlue®

WIRING DIAGRAMS
OVERVIEW, ADBLUE® DOSING CONTROL UNIT DCU15

WIRING DIAGRAMS
OVERVIEW, ADBLUE® DOSING CONTROL UNIT DCU15 MASTER/SLAVE
Legend
A435 Control unit, EDC (Master)
A570 Control unit, EDC (Slave)
A808 AdBlue® dosing control unit DCU15
B628 AdBlue® level/temperature sensor
B634 Exhaust gas temperature sensor 2 (downstream of catalytic converter)
B994 NOx sensor
B996 Air humidity sensor with temperature sensor
F894 Fuse, sensors
X1644 Earthing point, cab (next to central electrical system)
X4680 Plug connection, cab/dosing control unit
X4742 Potential distributor, exhaust gas CAN/NOx sensor
X4743 Potential distributor, voltage supply, NOx sensor
Y436 Dosing module
Y437 Coolant valve, AdBlue®

WIRING DIAGRAMS
OVERVIEW, ADBLUE® DOSING CONTROL UNIT DCU15 MASTER/SLAVE

Man Adblue System

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Electrical System

MAN AdBlue® System

Copy deadline 04.2008

Best wishes from

© 2008 MAN Nutzfahrzeuge AG

Redaktion: VASID-S, TS, 04.2008

2 T 110 2nd edition

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

System description ...................................................................................................... 20

T 110 2nd edition 3

T 110 2nd edition 5

Overview, EDC7 C32 Euro 5 Master/Slave OBD 1 with NOx monitoring...................................................... 91

6 T 110 2nd edition

T 110 2nd edition 7

8 T 110 2nd edition

EST Electronic control unit

T 110 2nd edition 9

IBIS Integrated on-board information system

10 T 110 2nd edition

NES New electronic structure

T 110 2nd edition 11

12 T 110 2nd edition

1. Regulations for preventing accidents leading to injury to personnel

Checking, setting and repair work

Working on the brake system

Working on vehicles with compressed natural gas (CNG) system

Working on the compressed natural gas (CNG) system

T 110 2nd edition 13

Attachments and special bodies

Working on high-pressure lines

Checking injector nozzles

Working on the vehicle electrical system

Important! Battery gases are explosive!

Caution! Battery acid is poisonous and corrosive!

14 T 110 2nd edition

Working on plastic tubes – Danger of damage and re!

Working with the cab tilted forwards

Working on the air-conditioning system

Working on airbag or belt tensioner units

T 110 2nd edition 15

Working on the independent heater

2. Notes on preventing damage and premature wear on units

3. Limited liability for parts and accessories

4. Regulations for avoiding injury and environmental contamination

Health protection precautions

Service products and excipients

16 T 110 2nd edition

Cleaning the cooling circuit

Cleaning the lter insert

Used engine/gear oil

5. Information for working on the common rail system

T 110 2nd edition 17

Information for people with pacemakers

Danger of damage due to dirt ingress

Before commencing work on the clean side

After opening the clean side

Danger of damage due to dirt ingress

18 T 110 2nd edition

– Remove the injectors.

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

– Output of a fault message with fault code.

T 110 2nd edition 19

20 T 110 2nd edition

Structure and operation