MAN D0836_CR_en

Engine training course D 0834/36. Euro 3/4

Common Rail EDC 7 AT 01b

Produced by Plank/Schier MAN Service Academy Steyr Status 06/2005

This document is intended to be used exclusively for training and is not covered by the ongoing update and amendment service.

2005 MAN Nutzfahrzeuge Aktiengesellschaft Reprinting, copying, publishing, editing, translating, microfilming and storing and/or processing in electronic systems, including databases and online services, is not permitted without the written permission of MAN.

D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc

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CONTENTS CONTENTS...................................................................................................3 ENGINE SPECIFICATION.............................................................................5 ASSOCIATION OF POWER UNITS WITH RANGES AND VEHICLE TYPES.6 EXPLANATION OF ENGINE CODE ..............................................................7 ENGINE IDENTIFICATION NUMBER............................................................8 DESIGN AND PRINCIPLE OF OPERATION..................................................9 ENGINE SPECIFICATIONS ........................................................................ 10 CRANKCASE .............................................................................................. 22 CYLINDER LINERS..................................................................................... 24 CRANKSHAFT ............................................................................................ 26 CRANKSHAFT SEALING RINGS ................................................................ 28 TIMING GEAR HOUSING............................................................................ 30 CONNECTING ROD.................................................................................... 32 PISTONS .................................................................................................... 32 CAMSHAFT................................................................................................. 32 VALVE TIMINGS ......................................................................................... 32 ENGINE TIMING ......................................................................................... 32 ENGINE OIL CIRCULATION ....................................................................... 32 BELT DRIVE ............................................................................................... 32 CYLINDER HEAD........................................................................................ 32 CYLINDER HEAD FIXING ........................................................................... 32 CHECKING AND ADJUSTING VALVE CLEARANCES................................ 32 TIGHTENING INJECTOR ON CYLINDER HEAD......................................... 32 ROCKER MECHANISM............................................................................... 32

EXHAUST VALVE BRAKE.......................................................................... 32 EVB - SERVICE INFORMATION / EXHAUST BUTTERFLY VALVE UNCONTROLLED ...................................................................................... 32 INLET MANIFOLD ...................................................................................... 32 EXHAUST GAS RECIRCULATION ............................................................. 32 TURBOCHARGER...................................................................................... 32 TWO-STAGE CONTROL VALVE ................................................................ 32 CHARGE PRESSURE CHARACTERISTIC................................................. 32 TURBOCHARGER...................................................................................... 32 PREVENTION OF ACCIDENTS - COMMON RAIL CLEANLINESS............. 32 COMMON RAIL SYSTEM WITH EDC 7 ENGINE CONTROL UNIT............. 32 LOW-PRESSURE SECTION....................................................................... 32 HIGH-PRESSURE SECTION...................................................................... 32 CR HIGH-PRESSURE PUMP CP3.............................................................. 32 REMOVING/FITTING HIGH-PRESSURE PUMP ......................................... 32 RAIL ........................................................................................................... 32 INJECTOR .................................................................................................. 32 SPEED SENSORS ..................................................................................... 32 MAN CATS 2 ENGINE DATA...................................................................... 32 ACCELERATION TEST .............................................................................. 32 COMPRESSION TEST ............................................................................... 32 WATER PUMP............................................................................................ 32 COMPRESSOR .......................................................................................... 32 GLOW PLUG STARTING SYSTEM ............................................................ 32


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Page 4

ENGINE SPECIFICATION New features of the Euro 4 engine compared with Euro 3 engines: Engine D 036 .. Common Rail

Injection system

Reinforced crankcase Reinforced crankshaft bearings Cylinder head (channel feed) Connecting rod Oil injection nozzles Optional turbocharger (2-stage) Enhanced exhaust gas recirculation

Common Rail EDC 7 Pre-supply pump ZP 18 Fuel-lubricated high-pressure pump CP 3 Injection pipes / High-pressure pipes Star-type fuel filter Injectors with two-part armatures and 8 hole-type nozzles

AGR blocking valve with stepless control Engine oil for Euro 4 engine to MAN standard (M3477)

Exhaust gas retreatment system: PM catalytic converter (with OBD sensors) Additional silencers


Page 5

ASSOCIATION OF POWER UNITS WITH RANGES AND VEHICLE TYPES HGV / Bus engines

Emissions class

Vehicle type

Trade designation

Chassis No.

D 0834 LFL 40

Euro 3

TGL/M

xx. 150 BHP (110KW)

WMA

D 0834 LFL 41

Euro 3

TGL/M

xx. 180 BHP (132KW)

WMA

D 0834 LFL 42

Euro 3

TGL/M

xx. 206 BHP (150KW)

WMA

D 0836 LFL 40

Euro 3

TGL/M

xx. 240 BHP (176KW)

WMAH

D 0836 LFL 41

Euro 3

TGL/M

xx. 280 BHP (206KW)

WMAH

D 0836 LFL 44

Euro 3

xx. 326 BHP (240KW)

WMAH

D 0836 LOH 41

Euro 3

BUS

xx. 240 BHP (176KW)

WMA

D 0836 LUH 41

Euro 3

BUS

xx. 240 BHP (176KW)

WMA

D 0836 LOH 40

Euro 3

BUS

xx. 280 BHP (206KW)

WMA

D 0836 LUH 40

Euro 3

BUS

xx. 280 BHP (206KW)

WMA

D 0834 LFL 50

Euro 4

TGL/M

xx. 150 BHP (110KW)

WMAH

D 0834 LFL 51

Euro 4

TGL/M

xx. 180 BHP (132KW)

WMAH

D 0834 LFL 52

Euro 4

TGL/M

xx. 206 BHP (151KW)

WMAH

D 0836 LFL 51

Euro 4

TGL/M

xx. 240 BHP (176KW)

WMAH

T-GA, TGL/M


Page 6

EXPLANATION OF ENGINE CODE Engine nameplate

Engine type designation D 0836 LF 43

MAN - Werk Nürnberg Typ D0836 LF44 Motor- Nr. / Engine-no. 209 0062 5015 2 0 1

N I / N II P1

Block N I / N II

D

Fuel type (diesel)

08

+ 100 = Bore diameter e.g. 128 mm 

3

3x10+100 is approximately equal to the stroke in mm = 125

6

Number of cylinders 6 = 6 cylinders,

L

Charging type (turbocharger with charge air cooling)

F

Engine orientation

OH

Bus rear-mounted, vertical engine

UH

Bus rear-mounted, horizontal engine

43

Engine variant, particularly important for technical data and set-up values and procurement of spare parts

I

Dimensional variation 0.10 mm

II

Dimensional variation 0.25 mm

P

Big end bearing journal

H

Main bearing journal

S

Camshaft mushroom tappet (S1 0.25 mm oversize)


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ENGINE IDENTIFICATION NUMBER Example: Engine number

A

209

Engine type code

B

0062

Assembly date

C

501

Order of assembly (progress number on day of assembly)

D

5

Overview of flywheel

E

2

Overview of injection pump/controller

F

0

Overview of air compressor

G

1

Special equipment such as engine-dependent auxiliary output drive


Page 8

DESIGN AND PRINCIPLE OF OPERATION

The common rail engines are liquid-cooled, 4-stroke in-line engines

In contrast to the other designs, the 240 kW / 326 BHP engine (LF44)

with exhaust gas turbocharger and air/air charge air cooling.

has an external exhaust gas recirculation system. The exhaust gas is cooled by means of a heat exchanger supplied with cooling water.

The engine's omega-shaped combustion chamber is located in the

The amount of exhaust gas is determined by means of a non-return

centre of the piston and is supplied with fuel by a vertically arranged

valve and a blocking valve pneumatically controlled by the engine

injector nozzle.

characteristic. The other engine variants such as the LOH/LUH have internal exhaust gas recirculation, which is defined by the camshaft control times. .


Page 9

ENGINE SPECIFICATIONS D0836 LFL 41 Euro 3

Working principle

4-stroke turbodiesel with charge air cooler

Number of cylinders/Design Combustion process

6/vertical in line 7-jet direct injection

Direction of rotation viewed from flywheel end Number of valves per cylinder Bore/Stroke in mm Capacity in litres Compression Max. ignition pressure in bar Rated power kW/BHP at speed rpm Ignition sequence Position of cylinder 1 Rated speed rpm Max. torque Nm at rpm

left 4 108/125 6.871 18:1 160 206/280 at 2400 1-5-3-6-2-4 fan side 2400 1100 at 1200-1750

K value (m –1)

1.3

CO (G/KWH)

0.410

HC (g/KWh)

0.070

NOX (G/KWH)

4.960

Idle speed

600 rpm ± 50

Max. cut-off speed rpm Valve clearance with engine cold

ca. 2640 IV 0.50/EV 0.50 mm

EVB clearance with engine cold

0.35 mm

Compression pressure

26 - 30 bar

Permissible pressure diff. between ind. cylinders

max. 4 bar

Coolant Oil quantity min/max. Fuel system Cold start capability with/without glow plug Weight (dry)


21/26 L Bosch Common Rail 15/-32°C 598 kg

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D0836 LFL 44 EURO 3

Working principle




Direction of rotation viewed from flywheel end Number of valves per cylinder Bore/Stroke in mm Capacity in litres Compression Max. ignition pressure in bar Rated power kW/BHP at speed rpm Ignition sequence Position of cylinder 1 Rated speed rpm Max. torque Nm at rpm

left 4 108/125

K value (m –1) CO (G/KWH)

0.560

HC (g/KWh)

0.060

NOX (G/KWH)

4.090

Idle speed

Valve clearance with engine cold

18:1


240/326 at 2400 1-5-3-6-2-4 fan side 2400 1200 Nm at 1200-1800

600 rpm ± 50

Max. cut-off speed rpm

6.871

160

1.2

ca. 2640 IV 0.50/EV 0.50 mm 0.35 mm


26 - 30 bar


max. 4 bar

Coolant Oil quantity min/max. Fuel system Cold start capability with/without glow plug Weight (dry)


21/26 L Bosch Common Rail –15/-32°C 618 kg

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Page 13

D0836 LOH 41 K value (m –1) Working principle




Direction of rotation viewed from flywheel end Number of valves per cylinder Bore/Stroke in mm Capacity in litres

left 4 108/125 6.871

Compression

18:1

Max. ignition pressure in bar

160

Rated power kW/BHP at speed rpm Ignition sequence Position of cylinder 1 Rated speed rpm Max. torque Nm at rpm

176/240 at 2400 1-5-3-6-2-4 fan side 2400 925 at 1200-1800

CO (G/KWH) HC (g/KWh) NOX (G/KWH) Idle speed

600 rpm ± 50

Max. cut-off speed rpm Valve clearance with engine cold

ca. 2640 IV 0.50/EV 0.50 mm


0.35 mm


26 - 30 bar


max. 4 bar

Coolant Oil quantity min/max Fuel system

21/26 L Bosch Common Rail

Cold start capability with/without glow plug down to –15/-32°C Weight (dry)


ca. 595 kg

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Page 15

D0836 LOH 40

Working principle




Direction of rotation viewed from flywheel end Number of valves per cylinder Bore/Stroke in mm

left 4 108/125

K value (m –1) CO (G/KWH) HC (g/KWh) NOX (G/KWH) Idle speed

600 rpm ± 50


ca. 2640

6.871


Compression

18:1



160


26 - 30 bar


max. 4 bar

Capacity in litres


206/280 at 2400 1-5-3-6-2-4 fan side 2400 1100 at 1200-1750

IV 0.50/EV 0.50 mm 0.35 mm

Coolant Oil quantity min/max. Fuel system




ca. 600 kg

Page 16


Page 17

D0836 LUH 41

Working principle





left 4 108/125


600 rpm ± 50


ca. 2640

6.871


Compression

18:1



160


26 - 30 bar


max. 4 bar

Capacity in litres


176/240 at 2400 1-5-3-6-2-4 fan side 2400 925 at 1200-1800

IV 0.50/EV 0.50 mm 0.35 mm

Coolant Oil quantity min/max Fuel system




ca. 640 kg

Page 18


Page 19

D0836 LUH 40

Working principle





left 4 108/125


600 rpm ± 50


ca. 2640

6.871


Compression

18:1



160


26 - 30 bar


max. 4 bar

Capacity in litres


206/280 at 2400 1-5-3-6-2-4 fan side 2400 1100 at 1200-1750

IV 0.50/EV 0.50 mm 0.35 mm

Coolant Oil quantity min/max. Fuel system




ca. 640 kg

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Page 21

CRANKCASE The new crankcase is cast in one piece together with the cylinder

Re-machining the crankcase sealing surfaces:

block from cast iron alloy.

For all engines, three re-machining stages are intended for the cylinder head joint face.

6 cooling water channels drilled between the cylinders guarantee

Normal dimension A = 321.97 - 322.01 mm

0.0 mm

Stage 1 = 321.77 - 321.80 mm

- 0.2 mm

Stage 2 = 321.57 - 321.60 mm

- 0.4 mm

Stage 3 = 321.37 - 321.40 mm

- 0.6 mm

excellent heat dissipation and a uniform temperature distribution at the surface of the cylinders. High rigidity and lower noise emissions are achieved by providing appropriate ribs on the new aluminium intermediate plate.

Surface roughness of crankcase sealing surface 16 m

The crankcase ventilation is designed as a closed system, i.e. the

B

Main bearing bolts 115 Nm + 90o+10° (do not reuse)

blow-by is fed back to the engine combustion via a valve with integral

C

Dry cylinder liner

oil mist separator.

D

Flywheel bolts 100 Nm + 90o+10° (do not reuse)

The pistons run directly in the crankcase where optimum conditions with regard to resistance to wear and oil consumption are achieved

Note:

due to the ceramic honing of the cylinder surfaces.

Version-dependent (with and without cylinder liners)


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Page 23

CYLINDER LINERS 1. Cylinder liners (slip fit) "A"

2. Fitting clearances

Normal size

111.490 - 111.535 mm

Clearance between crankcase bore and liners

Rep. stage + 0.5 mm

111.995 - 112.035 mm

Outside diameter (A-E)

"B"

Crankcase collar diameter

116.00 - 116.10 mm

"D"

Collar depth

4.040 - 4.060 mm

"E"

Normal size

111.475 - 111.490 mm

1st Rep. stage

111.975 – 111.990 mm

"F"

Collar diameter

115.470 – 115.880 mm

"G"

Inside diameter

108.000 – 108.022 mm

Wear "H"

Overall height

At the collar (B-F) 0.12 - 0.36 mm

3. Liner projection Check amount by which liner projects from crankcase, (measure at 4 points with clock gauge)

0.150 mm

"D"

Collar depth 4.04 - 4.06 mm

216.700 - 217.000 mm

"C"

Depth of collar recess

"I"

Collar projection

Note: Do not use grease or engine oil when fitting the lining. ONLY MOLYCODEPOWDER

0.01 - 0.03 mm

4.00 - 4.03 mm

0.01 - 0.06 mm

NOTE: The collar must sit solidly on the seat. Clean before fitting! The liner collar must not bear against the outside diameter.


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Page 25

CRANKSHAFT The crankshaft with the counterweights is drop-forged in one piece.

Crankshaft journal diameter

STD 76.81 - 77.00 mm

The main and big end bearing journals are induction hardened.

Crankshaft - main bearing internal Ø

STD 77.04 – 77.08 mm

They can be reground 4 times without re-hardening. The thrust

Radial play

0.04 –0.10mm

bearing is situated between cylinders 3 and 4 in all cases .

Crankshaft axial play

0.15 – 0.28 mm

determined by the axial thrust washers C fitted to the 4th main A vibration damper is fixed to the front end of the crankshaft. This

bearing (one repair stage possible)

reduces the torsional amplitude and thus the loading on the crankshaft due to rotational vibration.

A

(Note different lengths! No WVW)

N1 and N2 designs Even in serial production there are two sizes for big end and crankshaft bearings and for tappet bores. Colour marking is used for

B

Vibration damper (no WVW)

150 Nm + 90o

D

Main bearing spread (Miba)

0.60 – 1.60 mm

(Glyco)

0.15 – 0.50 mm

any other machining stage; every other fitting stage must be indicated on the nameplate and on the crankshaft. N

= Normal size

N1

= 0.1 mm dimensional variation

P

= Crankshaft, big end bearing N1

H

= Crankshaft, main bearing N1

S

= Tappet bore N1

100 Nm + 90o

Flywheel angle bolt.

E

V-belt pulley with vibration damper (vulcanised rubber insert)

F

Loctite 574TB sealant for crankshaft gear

G

Main bearing bolts

I

Sealing rings (PTFE). Fit in dry condition only.

X

Fit axial discs with oil pockets facing the crankshaft

115 Nm + 90o

.


Page 26


Page 27

CRANKSHAFT SEALING RINGS Front crankshaft sealing ring

F Rear crankshaft sealing ring (flywheel side)

Assembly

A Preliminary assembly

Fit new crankshaft sealing ring 7 with transport sleeve to adapter

Fit new crankshaft sealing ring 2 with transport sleeve to adapter 4

from special toolkit.

from special toolkit.

Slide crankshaft sealing ring 7 onto adapter and remove transport

Slide crankshaft sealing ring 1 onto adapter and remove transport

sleeve.

sleeve.

Slide press-on sleeve 8 over adapter and screw to threaded spindle 9.

B Fit crankshaft sealing ring

Press shaft sealing ring against front timing gear cover as far as the

Slide press-on sleeve 5 over adapter and screw to threaded spindle

stop using the press-on sleeve.

6. Press shaft sealing ring against flywheel cover as far as the stop

Press-on tool 80.99606-6030

using the press-on sleeve.

Extractor 80.99606.6011


Page 28

D


F

Page 29

TIMING GEAR HOUSING Removing timing gear cover Remove fixing bolts from timing gear housing. Remove timing gear cover fixing screws,

Remove timing gear housing seal 1 from engine block.

remove timing gear cover, and remove front seal 3 from gear casing 4.

Assembly is carried out in reverse order.


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Page 31

CONNECTING ROD The connecting rods are precision drop-forged and separated at the

Fitting dimensions

big end by CRACKING. The separation joint is produced by means of fracturing (cracking). The small end is trapezoidal in shape. The topmost of the two connecting rod bearing shells is made of highly wear-resistant sputter bearing metal. Measuring the connecting rod bearings The measuring instrument is used to measure the bearing hole for

Big end bearing journal (normal size) :.... 69.981 – 70.000 mm Big end bearing spread C(Miba): ....................... 74.5 – 76.0 mm Big end bearing radial play:............................ 0.026 – 0.088 mm Big end bearing axial play: ............................. 0.120 – 0.259 mm Hole spacing: ....................................................... 196 0.02 mm Gudgeon pin bearing (internal) :.....42mm +0.050 + 0.066 mm Connecting rod weight difference per engine set: max. 50g

the big end bearing shells in the fitted state in directions 1, 2 and 3

Tightening torque for connecting rod bolts:

and in measuring planes a and b.

Md ....................................................... 50 Nm + 10 plus 90° +10°

Bearing shells with bearing holes within the tolerance limits can be reused. If the dimensions are outside the tolerance limits, the

Connecting rod bolts M 11x1.5 x60 Torx E14 Connecting rod bolts must not be reused

bearings must be replaced. The connecting rod and the connecting rod cap are marked together NOTE: Top bearing shell is identified with TOP (B) or red coloured dot on the side. (Hardened supporting shell).

at the side next to the break point. Note: Do not stand the connecting rod or the connecting rod cap on the break point. Damage (change) to the joint can cause damage to the connecting rod.


Page 32


Page 33

PISTONS 3-ring (cut back) pistons made from special cast aluminium are used

A: Piston diameter: ................................ 107.791 – 107.800 mm

with a cast-in ring carrier for the top piston ring. The combustion area

B: Measure piston diameter 17 mm above bottom of piston.

is slightly drawn in, stepped and omega-shaped. Valve pockets are

C: Compression height (standard): ....................... 63.9 – 64 mm

provided on the crown of the piston on the inlet and exhaust sides. To

D: Piston projection / crankcase edge: .......... 0.093 – 0.391 mm

relieve the thermal stress, the pistons for the D0836 LF44 engine are manufactured with a cast-in cooling channel and cooled by means of a

Piston ring height / end clearance

jet of oil from the oil spray nozzle. The flow cross-section of the oil spray nozzles has been matched to

E: Compression ring double-sided trap. ring

Height End clearance

4.00 mm 0.30 to 0.55 mm


2.50 – 2.52 mm 0.40 to 0.65 mm


2.97 – 3.00 mm 0.30 to 0.60 mm

the new piston cooling channel. The oil spray nozzle is controlled by means of a pressure control valve in order to ensure adequate piston

F: Sealing ring taper-faced ring

cooling. NOTE:

G: Oil scraper ring bevelled ring

Difference in piston weight per engine set max. 40 g. Note:

Rings:

Engine D0836 LF44 (326 BHP) with cooling channel pistons

The sealing rings comprise a double-sided trapezoidal ring and a

Engine D0836 LF41 (280 BHP) without cooling channel pistons

taper faced ring. The bevelled spring-loaded ring is used as an oil scraper ring.


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Page 35

CAMSHAFT The forged camshafts are arranged in the crankcase on the exhaust side. In the 6-cylinder engines, the camshaft is mounted in 7 leadbronze bushes. The camshafts for external and internal exhaust gas recirculation differ from one another with respect to the different

"1" Camshaft (external or internal exhaust gas recirculation design) "2" Guide pin "3" Thrust washer

valve timings. "4" Camshaft gear with 7 reference marks for EDC ECU The camshaft gear is designed with 7 reference marks, 2 of which

"5" Collar screw, spectacle flange

23 Nm

are considerably closer together than the others.

"7" Collar screw, camshaft gear

65 Nm

These are used by the EDC control unit to detect the first cylinder.


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Page 37

Checking camshaft axial play NOTE: Check camshaft axial play with clock gauge.

The notch 1 on the camshaft bearing bush must point to the fan side. The oil holes 2 in bearings 1, 3, 5 must coincide with the oil feed

Camshaft axial play "C" .....................................0.14 – 0.27 mm

holes in the housing. All other bearings are offset with respect to the

Thickness of axial thrust washer "A"..................4.83 – 4.86 mm

holes (no oil feed).

Camshaft bushes  .................................. 51.000 – 51.030 mm Camshaft bearing diameter ........................ 50.910 – 50.940 mm Radial play ..................................................... 0.060 – 0.120 mm

"B" Camshaft flange bolts M10x38x1.25...........................65Nm


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Page 39

VALVE TIMINGS The valve timings are checked with the specified valve clearance.

"A": Valve timings: Engine D 0834 external exhaust gas recirculation

"A": Valve timings: Engine D 0836 external exhaust gas

Inlet opens

recirculation

Inlet opens

D 0834

6°

before TDC

Inlet closes D 0834

32°

after BDC

Exhaust opens

D 0834

63°

before BDC

Exhaust closes

D 0834

13°

after TDC

D 0836

18°

before TDC

Inlet closes D 0836

32°

after BDC

Exhaust opens

D 0836

63°

before BDC

"B": Valve timings: Engine D 0834 internal exhaust gas

Exhaust closes

D 0836

29°

after TDC

recirculation Exhaust closes

"B": Valve timings: Engine D 0836 internal exhaust gas recirculation

Inlet opens

D 0836

18°

before TDC

Inlet closes D 0836

32°

after BDC

Exhaust opens

D 0836

63°

before BDC

Exhaust closes

D 0836

1°

before TDC

D 0834

59°

after TDC

Example: Timing diagram 1 Direction of engine rotation 2 Inlet opens 3 Exhaust closes 4 Inlet opening time 5 Centre of inlet cam 6 Exhaust opens 7 Exhaust closes 8 Exhaust opening time 9 Centre of exhaust cam


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Page 41

ENGINE TIMING On assembly, the mark on crankshaft gear "A" must coincide with

Tightening torques:

the mark on crankshaft gear "B" identified by " -  - ".

A

Crankshaft gear..........................Z = 32 ..... 150 Nm + 90°

B

Camshaft gear............................Z = 64 ................ 65 Nm

C

Compressor drive gear...............Z = 27 ...........................

D

Intermediate gear ....................... Z =40................115 Nm

E

Intermediate gear .......................Z = 31 ................. 22Nm

F

CR high-pressure pump .............Z = 24

G

Oil pump drive gear .................... Z =18..................30 Nm

H

Water pump fitting

Note: Intermediate gear "D" is mounted with the VP 44 radial injection pump as on engine D0834/36.


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Page 43

ENGINE OIL CIRCULATION Forced feed lubrication:

Engine oil pressure

The forced feed lubrication system feeds the crankshaft, big end and camshaft

bearings.

The

valve

drive,

intermediate

gear,

air

Idle speed 600 rpm .......................................................> 1.0 bar Rated speed 2400 rpm..................................................> 4.0 bar

compressor and exhaust gas turbocharger are supplied with lubricating oil.

The oil pressure must be checked when the engine is warm.

The gear oil pump sits in the spur gear housing. The gears are fitted in the pump housing and in the spur gear housing. The oil pressure

"A"

Oil pressure control valve

control valve sits in the main channel and serves to relieve the load

Opening pressure........................5.0 – 6.0 bar

on the oil pump after a cold start at low ambient temperatures. The oil filter and plate oil cooler are physically combined in the oil

"B"

Oil filter bypass valve

module. Recyclable paper filters enable the oil filter to be disposed of

Opening pressure........................2.5 ± 0.5 bar

in a maintenance friendly and environmentally friendly manner. The piston crown is cooled by the valve-controlled oil spray nozzle,

"C" Oil filter bottom valve (drainage protection)

which sprays into the piston ring channel or onto the piston crown.

Opening pressure........................0.2 ± 0.1 bar

Engine oil M 3477 Euro 4 – M 3277 Euro 3

Oil pressure switch B 104:

The only engine oils that are approved are those, which have been

Wire (0.75mm2)

tested to and comply with works standard M 3477/3277.

60158 Pin 2 to EDC A37

2


Wire (0.75mm ) Wire (0.75mm )



2

Page 44


Page 45

Oil pump:

1

FIXING NUT

NOTE:

2

DRIVE GEAR

Slide oil pump drive gear "4" (internal taper free from grease) onto

3

OIL PUMP GEAR

grease-free taper of drive gear.

4

OIL PUMP GEAR

Oil pump gears must not be fitted dry

5

OIL PUMP HOUSING

(indicated by a note on gears 3/4)

6

FIXING BOLT M24X1.5 60NM

7

SEALING RING

Tightening torques:

8

COMPRESSION SPRING

Oil pump drive gear nut "1" M12x1.5..................................... 30 Nm

9

PISTON

10

INTERMEDIATE PLATE

Checking the gap: Gap = Housing depth minus Gear height

ENGINE OIL PRESSURE CONTROL VALVE:

Measure gear height at different positions

WITH 9 PISTON - 8 SPRING 7 SEALING RING

Measure housing depth: Housing depth


25.000 – 25.033 mm

Page 46


Page 47

Oil filter module The oil module 6 combines the oil filter 4 and oil cooler in one

Oil filter bypass valve ..............................................2.5 ± 0.5 bar

housing. The filter is designed as a recyclable paper filter. The

Oil filter bottom valve (drainage protection).............0.2 ± 0.1 bar

heated engine oil is cooled in a heat exchanger 9 by approximately

Oil return blocking valve............................................................ 7

0

15 C. Tightening torque, filter cover 2.........................................25 Nm Fixing bolts to engine ........................................................22 Nm Oil pressure switch 5.........................................................50 Nm

Oil filter cover spanner 1 ..................................... 80.99606.0581 Oil module seal 8 Replace sealing rings 3/10 when changing filter


Page 48


Page 49

Oil spray nozzle for piston crown cooling:

NOTE:

Oil spray nozzle pressure valve:

Ensure that the adjusting ball in the body of the oil spray nozzle locates in the hole provided.

1

Valve remains closed until.................................... 1.5 +– 0.1 bar Valve fully open .................................................... 2.0 +– 0.1 bar

Bent oil spray nozzles must not be straightened! 2

Oil pressure valve begins to open .......................... 1.4 – 1.6 bar

3

Oil pressure valve fully open................................... 1.9 – 2.1 bar

Checking oil spray nozzles

Check whether the valve spring still pushes the valve piston onto the valve seat, otherwise change oil spray nozzle valve.

Tightening torques: Oil spray nozzle pressure valve M12 ........................................ 40 Nm


Page 50


Page 51

BELT DRIVE The V-belt is no longer driven from the belt pulley on the crankshaft vibration damper but via the belt drive shaft, which is connected to

A .........Left-hand threaded bolt M16x1.5x45-8.8LH 100 Nm+90° B .........Belt pulley

the compressor drive gear. The belt drive (E) is connected to the compressor drive gear (D) by means of the cross-shaped disc (G) and does not require adjustment. The belt pulley is fixed to the drive shaft by means of a screw (A) with a left-hand thread.

C .........Fixing bolt M10x35-8.8

45 Nm

D .........Compressor gear E..........Drive housing

The V-belt tensioner (1, 2) works automatically and needs no adjustment. To loosen the belt, turn hexagonal bolt (1) anticlockwise and remove belt. Note: The central bolt (A) for the belt pulley (B) has a left-hand thread.

F..........O-ring G .........Cross-shaped disc H .........Belt tensioner for alternator and water pump I ...........Belt tensioner for optional extras, e.g. air-conditioning


Page 52


Page 53

CYLINDER HEAD The channelling in the cylinder head of the D 0836 Euro 4 engine is

"1" Height of cylinder head

different from that of the Euro 3 engine. In order to withstand the high

Overall height "A"............................. 109.85 –110.15 mm

peak combustion pressures, the engines have just one continuous

Minimum size.................................... 109.35 –110.05 mm

cylinder head for all cylinders. "2" Valve seat angle The cylinder head is made from cast iron alloy with cast-in inlet and

Exhaust valve ................................................................ 90o

exhaust channels. The cylinder head is fixed with 4 equally

Inlet valve .................................................................... 120o

distributed angle bolts per cylinder. (24 in total). The exhaust and inlet valve seating rings are shrunk in place, and the valve guides are pressed in. The valve star is slightly offset.

"3" Valve recess distance Exhaust "A" .............................................. 0.60 – 0.90 mm Inlet "B" .................................................... 0.30 – 0.60 mm

The sealing surface of the cylinder head "A" can be re-machined (maximum 0.5 mm)

"4" Valve guides

A thicker copper washer must then be used for the injector

Exhaust valve guide recess .... 22.70 – 23.10 –-(-0.40 mm)

(51.98701.0093).

Inlet valve guide recess ............20.70 – 21.10 –(-0.40 mm)

The core hole closures are fitted with Loctite 648.


Page 54


Page 55

CYLINDER HEAD FIXING TIGHTENING/CHECKING CYLINDER HEAD BOLTS: NOTE:

Tightening torques and torsion angle:

Engine cylinder head bolts must not be reused once they have been loosened.

Tightening sequence following a repair:

When repairs are carried out, as a basic principle all cylinder head

Align, and pre-tighten to 10 Nm

bolts M 14 x 2 (E18) must be replaced.

1st tightening stage

80 Nm

2nd tightening stage

150 Nm

NOTE:

3rd tightening stage

90°

The combustion chamber is sealed by means of multi-layer steel

4th tightening stage

90°

gaskets with enhanced sealing quality, and re-tightening is not

5th final tightening stage

90°

necessary. Smear contact surface of the cylinder head bolts with Optimol White

No further re-tightening of the cylinder head bolts is required.

T and oil the thread.


Page 56


Page 57

CHECKING AND ADJUSTING VALVE CLEARANCES

VALVE ADJUSTMENT: IGNITION SEQUENCE: D 0834 1 - 3 – 4 – 2 IGNITION SEQUENCE: D 0836 1 - 5 – 3 – 6 – 2 – 4

Overlap Adjustment

= =

624153 153624



A

Valve clearance, inlet valve

0.50 mm



B

Valve clearance, exhaust valve

0.50 mm



C

Clearance, rocker braking device

0.35 mm

Fixing bolt (cylinder head bolt)

9 Nm

Fixing bolt, bottom cable shaft M6x1 (8.8)

9 Nm

Lock nut, valve adjustment screw M10x1 (8.8)

1

Valve adjustment screw, inlet valve

2

Feeler gauge 0.50 mm

3

Valve bridge, inlet valve

4

Valve bridge, exhaust valve

5

Adjusting nut, exhaust valve

6

Adjusting screw, exhaust valve

7

Adjusting screw EVB

8

Lock nut EVB

9

Feeler gauge 0.35 mm

40 Nm

The valve clearances are adjusted with the engine cold (T < 500)


Page 58


Page 59

Removing an injector:

Fitting an injector:

Note: 1 Do not remove the injector from the box until immediately 

Before removing the injector, always remove the appropriate

before fitting.

pressure pipe support first.

2 Remove protective cover from injector hole in cylinder head.



Only remove one injector at a time.

3 Always fit injector together with pressure flange.



Remove injector with pressure flange and seal.



Immediately seal injector hole in cylinder head with a

4 Fit new O-ring and new Cu gasket to injector.

protective cover.

5 Slide pressure flange onto injector.



Immediately seal injector nozzle with a protective cover.

6 Fit injector together with gasket and pressure flange into



Remove injector O-ring from above and place the injector in a box for safe keeping.

(Pressure flange cannot be fitted retrospectively).

cylinder head. 7 Push injector with pressure flange completely into cylinder head. 8 Align pressure pipe connection hole in injector channel pressure pipe support in cylinder head. Tighten fixing screw and spherical washer slightly to allow for later adjustment.


Page 60


Page 61

TIGHTENING INJECTOR ON CYLINDER HEAD 1.

High-pressure pipe

2.

Connector

3.

Sleeve nut

4.

Leakage oil channel

A

Pre-tighten Allen screw to 2 Nm

5.

Pressure pipe with filter and anti-rotation locking device

B

Pre-tighten pressure screw to 10 Nm

6.

Copper washer

C

Tighten Allen screw finally to 30 Nm

7.

O-ring

D

Tighten pressure screw finally to 55 Nm

8.

Electrical connection

E

High-pressure pipe sleeve nut 10 Nm + 300

9.

Injector

F

Tighten electrical connector to 1.5 Nm

10.

Anti-rotation locking device for sword connector

Injector tightening procedure:


Page 62


Page 63

ROCKER MECHANISM

Technical data:

1

Rocker, exhaust valve

2

Valve adjustment screw

Fixing bolts (cylinder head cover)

9 Nm

3

Thrust washer

Retaining screw, rocker shaft (8) M8x50-8.8

22 Nm

4

Compression spring

Fixing screw, rocker mechanism M8x85-8.8

22 Nm

5

Thrust washer

6

Valve adjustment screw

7

Rocker, inlet valve

8

Retaining screw, rocker shaft

9

Rocker shaft

10

Rocker block

11

Adjusting screw EVB


Page 64


Page 65

EXHAUST VALVE BRAKE All D 0836LF engines are fitted with the conventional EVB. The

If the exhaust brake valve is closed, pressure waves build up in the

braking effect is increased by ca. 60% compared with a conventional

exhaust manifold, which briefly re-open the exhaust valve, i.e. the

engine brake.

exhaust valve is opened again briefly every time it closes.

A hydraulic piston, to which engine oil pressure is applied, is located

As the piston is under oil pressure, it is pushed in the same direction

in the exhaust valve bridge. The oil pressure can dissipate again due

as the briefly opening valve, but cannot return, as the counter-

to a relief hole. A counter-support is located above the valve bridge

support closes the relief hole and the non-return valve closes the oil

with an adjustment screw, which seals the relief hole when the

feed hole.

exhaust valve is closed. When the camshaft opens the valve, the

The exhaust valve therefore remains slightly open during the

relief hole is opened and the oil pressure in front of the piston can

compression stroke and the subsequent expansion cycle. This

dissipate.

negates the compression work of the piston, which would otherwise have driven the crankshaft. The braking power of the engine increases.


Page 66


Page 67

EVB - SERVICE INFORMATION / EXHAUST BUTTERFLY VALVE UNCONTROLLED Inside the exhaust butterfly valve is a torsion bar spring to control the

Gap:

exhaust counterpressure. It is therefore important that the engine braking valve is always

If the initial tension is too large (gap too large), the exhaust valves

closed with the specified initial tension.

will be too highly stressed thermally and may overheat or burn out. If the initial tension is too small (gap too small), a corresponding loss of engine braking power may occur.


Page 68

Adjusting the engine braking valve gap: The gap is checked and adjusted with the actuating cylinder removed.

Measure the gap with the actuating cylinder

If the gap is too large, reduce the initial

If the gap is too small, increase the initial

removed after closing the engine braking

tension of the torsion bar spring.

tension of the torsion bar spring.

valve by hand.

Open the valve by hand, and push the torsion

Place an object between the "closed" stop

bar spring carefully against the "open" stop.

and the valve lever, close the valve by hand, and push the torsion bar spring carefully against the stop.


Page 69

INLET MANIFOLD Inlet manifold with return pipe: The return pipe for the injectors is integrated within the inlet manifold,

Inlet manifold gasket:

and the two channels (inlet, return) are sealed with a steel gasket.

C

Intake air

The gaskets are discontinuous between the individual channels.

D

Discharge opening in the event of leaks

See repair manual A 20 Page 6,105

E

Injector fuel return

A

Inlet manifold with integral injector return pipe

B

Common return connector


Page 70


Page 71

EXHAUST GAS RECIRCULATION In order to obtain favourable economy, high utilisation of energy and

The hot exhaust gases are fed to the EGR module by means of the

low fuel consumption in the Euro 3/4 Common Rail engines, the

EGR valve connecting pipes. The exhaust gases flow through the

D0836.. engines are equipped with an internal or external controlled

double-flow stainless steel heat exchanger in the EGR module. The

exhaust gas recirculation system (EGR).

exhaust gas is cooled in the EGR module from ca. 700°C to less than 200°C (in the Euro 3) by means of cooling water (the temperatures

With exhaust gas recirculation, some of the burned gases are fed

in the Euro 4 are even lower).

back to the cylinder (ca. 10% Euro 3 and up to ca. 20%

The EGR butterfly valve on the hot side is actuated by a compressed

Euro 4 ). This results in lower combustion temperatures and thus

air cylinder. The solenoid valve and a reed switch are integrated

lower NOx emissions.

within the compressed air cylinder. A

Air filter

1 Inlet

Internal EGR:

B/5

Charge air cooler

2 Exhaust gas outlet

The internal exhaust gas recirculation is controlled by the valve

C

Engine inlet manifold

3 Waste gate bypass

timings.

to

D

EGR cooler

6 Engine

approximately 10% remains in the cylinder as a result of closing the

E

Peak pressure valves

8 Timing valve

exhaust valve early.

F/4

Electropneumatically controlled blocking valve

G/7

Exhaust butterfly valve

PM

PM Kat (Euro 4 engine)

a

(1) from turbocharger

b (2) to atmosphere

c

(3) to waste gate

d Electrical connector

A

residual

amount

of

exhaust

gas

amounting

External EGR: With external exhaust gas recirculation, the exhaust gas is extracted from the exhaust manifold and cooled in the EGR module.


9 Low-pressure stage

Page 72


Page 73

Components of the exhaust gas recirculation system:

A

Fixing bolt M 8x55-8.8

23 Nm

Euro 4 control with infinitely variable adjustment

B

Connecting pipe, inlet manifold - EGR module

C

Cover

D

Peak pressure valves

E

Water outlet EGR cooler

F

EGR module

G

Water inlet EGR cooler

H

Exhaust gas connecting pipe - blocking valve and EGR cooler

Charge air temperature sensor .................. ..........................45 Nm

I

Exhaust gas inlet to EGR module

Cover for peak pressure valves......... M8x60-8.8 ..................22 Nm

J

Blocking valve EGR module

Cable shaft on EGR module.............. M6x18-8.8 ....................9 Nm



1 Blocking valve with integral position sensor for feedback of EGR valve position



2 Proportional valve for control of compressed air in Euro 4 with stepless adjustment

Tightening torques:

EGR control:

Note:

Euro 3 control (black, white)

The EGR module must not be dismantled. It is forbidden to open



Compressed air cylinder for EGR valve electrically actuated by the EDC ECU



Reed contact switch for feedback of EGR valve position to EDC control unit, Euro 3



Compressed air connection from circuit 4 (10 bar)

the rear manifold. Adjusting the EGR cylinder: Note that the exhaust gas recirculation cylinder is pre-stressed to ca. 4 mm


Page 74


Page 75

TURBOCHARGER

Maintenance-free exhaust gas turbocharger, 1-stage charging with

With two-stage charging, the exhaust gas first flows through a small

waste gate

turbocharger (high-pressure stage) and then through a larger

Waste gate opening starts at Waste gate stroke

1.52 bar 1.1 – 2.6mm

turbocharger (low-pressure stage). As two turbochargers are available for the whole speed-load range, the HP (high-pressure) turbine can be made very small. It is

A

Turbocharger, single-stage design

therefore easier for the HP compressor to quickly provide the

B

Seal for oil return pipe

required amount of air during acceleration.

C

Fixing bolt

When there is a high mass flow of exhaust gas, the high-pressure

D

Fixing bolt

turbine is partially bypassed. This keeps the unburned carbon during acceleration low and avoids overloading the HP turbine.

2-stage charging, via timing valve controlled exhaust gas

The advantages of two-stage charging can be clearly seen in

turbocharger in the D0834 LFL42 151 kW 4-cylinder engine

dynamic operation. Along with the increased amount of air available, the main factor here is the improved response.

1

Charge air outlet

2

Exhaust gas inlet

Note:

3

Engine oil connector

The actual charge pressure can be interrogated with MAN_CATS 2.

4

Intake air inlet

The charge pressures are pressures, which are measured after the charge air cooler, and are not equal to the waste gate valve opening pressure.


Page 76


Page 77

TWO-STAGE CONTROL VALVE Design 3/2 control valve (PWM controlled timing valve) 24 Volt 1

From turbocharger

A

Mark-space ratio in %

2

To atmosphere

B

Pressure at connector 3 to waste gate pe(kPa)

3

To waste gate

4

Electrical connector (PWM signal EDC 7) ca. 91 Ohm


Page 78 of 121


Page 79

CHARGE PRESSURE CHARACTERISTIC

A

Charge pressure (m bar)

B

Engine speed (rpm)

C

Torque (Nm)

D

Engine torque curve

E

Example of uncontrolled charge pressure.

F

Example of charge pressure with uncontrolled waste gate.

G


Charge pressure, controlled waste gate with timing valve.

Page 80 of 121


Page 81

TURBOCHARGER Operation of the PM-Kat® system (PM = Particulate Matter): 1.

The PM-Kat is integrated within the normal exhaust housing

2.

The exhaust gas flows through the two identical individual modules (A, B) inside the unit

3.

In the first stage, nitrogen monoxide NO is oxidised to form nitrogen dioxide NO2 in the upstream section of the catalytic

Components: 

Temperature sensor before the PM Kat



Temperature sensor after the PM Kat



Differential pressure sensor

converter (Platinum converter A) (2NO +O2 = 2NO2) PM KAT 4.

In the second stage (B), unburned carbon particles are separated in a sintered metal fleece by the specific formation of turbulence. (Separator)

5.

The trapped carbon particles are burned with the NO2 formed in the first stage, and thus converted to gaseous carbon dioxide CO2.

6.

In this way, the smallest particles are removed and eliminated from the exhaust gases.(D)


Page 82


Page 83

PREVENTION OF ACCIDENTS - COMMON RAIL CLEANLINESS

CAUTION Risk of injury Jets of fuel can penetrate the skin. Vaporisation of fuel presents a fire risk.

You should wait for at least one minute before undoing the bolts until the rail pressure has dissipated. Check the pressure reduction in the rail with MAN-cats 2 if necessary.

Never undo the bolts on the high-pressure fuel side of the common rail system with the engine running (injection pipe from the high-

Caution:

pressure pump to the rail, on the rail, and on the cylinder head to the

Do not touch live parts on the injector electrical connector when the

injector).

engine is running.

Caution: Risk of injury! When the engine is running, the pipes are continuously under high fuel pressure up to 1,600 bar.


Page 84

Working on the CR system:

Cleanliness: Modern diesel injection components are today made from highprecision parts, which are subjected to extreme loads. Because of this high-precision engineering, extreme cleanliness must be observed when carrying out any work on the fuel system. Dirt particles of more than 0.2 mm can lead to component failure.

Do not use the steam jet to spray directly onto electrical components, alternatively fit covers Position the vehicle in a clean part of the workshop where no work, which could generate dust, is being carried out. (Grinding, welding, brake repairs, brake and power tests etc.)

It is therefore essential that the measures described below are

Avoid air movements (possible generation of dust by starting

observed before starting work:

engines, workshop ventilation/heating, draughts etc.).

Before starting work

The area around the still sealed fuel system must be cleaned and dried with compressed air.

Risk of damage due to contamination! The engine and engine compartment must be cleaned before working on the clean side of the fuel system (steam jets). When

Protective sleeve set 

doing so, the fuel system must be sealed.

Set of protective sleeves for fuel connections Complete set Et. No.

81.96002-6005



Protective tube for injector Et. No.

09.81020-1000



Protective tube for pressure pipe Et. No.

09.81020-1001


Page 85

During work RISK OF DAMAGE DUE TO CONTAMINATION!

The connecting openings of all removed parts of the clean-side fuel

The use of compressed air for cleaning is not permitted after opening

system must be sealed immediately with suitable sealing caps.

the clean side fuel system. Loose dirt must be removed during the assembly work by means of a

This sealing material must be kept packed in a dustproof container

suitable suction device (industrial vacuum cleaner).

until it is used, and must be disposed of after a single use. The components are then to be stored carefully in a clean, closed

Only undamaged tools may be used (scratched chrome plating).

container.

Materials such as cloths, cardboard or wood may not be used when removing and fitting components, as these may shed particles and

For these components, never use cleaning or test liquids that have

fibres.

already been used.

If paint should become chipped when undoing connections (possibly

New parts must not be taken out of their original packing until

due to excess painting), then these chips of paint must be carefully

immediately before use.

removed before finally removing the bolt.


Page 86

Bus engine NOTE: Risk of damage due to contamination!

Remove injectors:

Before opening the clean-side fuel system:

After removal:

Clean the parts of the engine around pressure connectors, injection

Flush out the injectors with the high-pressure connection hole

pipes, rail and valve cover with compressed air.

pointing downwards using a cleaning fluid

Removed the valve cover and then clean the parts of the engine

Remove pressure pipe connectors:

around the pressure connectors, injection pipes and rail once more.

Unscrew pressure pipe connector sleeve nuts, remove pressure pipe

Next slacken only the pressure pipe connectors:

connectors and clean injector hole in cylinder head.

Slacken the sleeve nuts on the pressure pipe connectors and

Assembly is carried out in exactly the reverse order.

unscrew by 4 turns.

Lift

the

pressure

pipe

connectors

using

a

special

tool.

Reason: do not remove the pressure pipe connectors completely until the injectors have been removed so that no dirt can fall into the injectors from above.


Page 87

COMMON RAIL SYSTEM WITH EDC 7 ENGINE CONTROL UNIT The CR injection system consists of a quantity-controlled high-

pressure. Other sensors, such as coolant temperature sensor,

pressure pump, which can apply very high fuel pressure to a "rail"

charge air temperature sensor or atmospheric pressure sensor help

storage volume (max. 1600 bar). The rail transmits this pressure to

the engine to adjust optimally to changing ambient conditions.

the "injector" to enable it to inject a fine vapour. The main feature of the CR system is therefore the decoupling of

A High-pressure

B Low-pressure section

C Fuel tank

D Suction line

E High-pressure pump

F Pressure line

pressure generation and injection from the rail. This pressure-timecontrolled injection system thus overcomes the typical limitation of

G Pre-supply pump

conventional cam-controlled systems. The increased average

J Rail

H FSC

K Rail pressure sensor

I Pressure limiting valve L High-pressure line

injection pressure and the timing of the injection can be selected within wide limits independently of the engine operating point.

M Injector

O Camshaft sensor

Q Input signals

R Output signals

P Crankshaft sensor

This is the basis of a combustion process, which achieves excellent values for exhaust emissions and noise.

Note:

The hydraulic components of the injection system are monitored by

CR engines are not approved for use with RME (biodiesel) for

the control unit, the sensors of which continuously gather data related

the time being

to the engine and vehicle operation. So, for example, the rail pressure sensor, the control unit and the pressure-controlled highpressure pump form a control loop for producing the required rail


Page 88


Page 89

Injection lines: The injection lines (A) have an outside diameter of 6 mm and are hydraulically pre-stressed and matched in length due to the high line pressures. They are fixed to the engine using anti-vibration fittings.

Fuel feed line to CR injector:

Note: The same CR cleanliness specifications apply when changing the filter. CR injector and injection nozzles: The CR injectors vertically mounted in the cylinder head are clamped from above by means of a bracket with high-elasticity bolts. 7-jet

The fuel feed line from the injection line to the CR injector is in the

blind-hole nozzles with an opening pressure of 300 bar are fitted. The

form of a pressure pipe, which is clamped from the outside by means

CR injector is sealed at the bottom by means of a Cu ring, and at the

of a clamping nut. An edge-type filter is integrated within the pressure

top with an O-ring.

pipe. The pressure pipe is arranged at one side of the cylinder head.

A Fuel tank

This avoids the necessity of opening the fuel side when servicing the

B High-pressure pump CP3 fuel distributor

valve drive. The CR injector leakage fuel is fed to a common pipe

C Fuel pump

outside the pressure pipe.

D Fuel filter E Pre-filter manual pump engine oil filling

Fuel Service Centre (FSC): The FSC, which has been redesigned for the CR engines, is mounted on the air distribution pipe and comprises externally mounted hand pump G, pre-cleaner, main filter, permanent ventilation and filter heating in one module.

F Proportional valve H Glow plug I Pressure limiting valve J Rail K Rail pressure sensor L Injector M Leakage oil return (overflow valve 1.2 –1.3 bar on Euro3 only)


Page 90


Page 91

Fuel system: A new Fuel Service Centre (FSC) is used in the D08 CR engines.

The conventional glow plug starting system, albeit with a new

The FSC combines the pre-cleaner with the manual pump, main

solenoid valve, is provided as an aid to cold starting.

filter, permanent ventilation and heating element in one unit. A fuel

The gear pump sucks the fuel from the tank and pumps it through the

pressure probe for monitoring the fuel filter is also provided between

fuel filter to the high-pressure pump.

the fuel pump and the FSC. The pre-filter is washable. Compared with conventional versions, common rail fuel filters are

Note:

very much finer. The filter inserts are fully recyclable.

The system is bled by slackening and operating the hand pump.

Note:

A

Drain screw

When changing the filter, do not suck out deposited dirt but

B

Sealing ring, heating element

allow it to run out through the drain screw.

C

Fuel filter for high-pressure pump

D

Fuel filter seal

E

Pre-filter

F

Sealing ring

H

Filter cover

J

Electrical connector - filter heater and fuel temperature


Page 92


Page 93

LOW-PRESSURE SECTION Components:

The fuel pump must not be dismantled or removed from the highpressure pump.

Fuel transfer pump: The gear transfer pump sucks the fuel from the tank and pumps it



1 BYPASS VALVE OPENS AT CA. 10-11 BAR

through the FSC to the high-pressure pump.



2 NON-RETURN VALVE FOR BLEEDING THE SYSTEM



3 GEAR PUMP



4 HAND PUMP



A FROM FUEL TANK



B TO FUEL SERVICE CENTRE

All fixed engine fuel lines are designed as PA pipes with easy-to-fit Raymond plug connectors.


Page 94


Page 95

HIGH-PRESSURE SECTION The high-pressure section has the task of producing the high

B

Metering unit (M-Prop.):

pressure required for injection and pumping an adequate quantity of

(Fuel quantity proportional valve) CP 3.4

fuel under all operating conditions. The fuel is pumped from the

The metering unit (M-Prop.) is bolted to the suction side of the

transfer pump (3) via the fuel lines to the FSC, and via the metering

high-pressure pump housing.

unit (1) into the suction chamber of the high-pressure pump.

The metering unit is controlled by means of a PWM signal (pulse

The metering unit is an actuator for controlling the fuel pressure in

width modulated signal).

the high-pressure reservoir of the rail and controls the input pressure Mark-space ratio 100% No pumping min. input pressure

in the high-pressure pump.

Mark-space ratio 0%

Maximum pumping max. input pressure

A High-pressure pump CP 3.4: The high-pressure pump must be filled with engine oil (0.04 l) when

C

Max. fuel quantity

the pump is changed or a new one fitted. Tighten the oil filler screw to

D

Min. fuel quantity

18 Nm. New fuel-lubricated version.

E

Trapezoidal slot

Grease the taper of the drive gear when assembling the gear. The drive gear is fitted to the drive shaft without grease and tightened to 110 Nm. Tighten M10 flange bolts (2) to 45 Nm.


Page 96

A


B

Page 97

CR HIGH-PRESSURE PUMP CP3 Unlike conventional diesel engines, the installation of the CR high-

1

Fuel feed from fuel filter

pressure pump requires no adjustments.

2

To rail

3

To tank

The CR pump is driven by the camshaft gear with a ratio of 1:1.67 to

4

To filter

the crankshaft.

5

Return to tank

6

From filter

When the engine is started, the signals from the speed sensor on the

7

To rail

camshaft drive gear and the flywheel speed sensor are synchronised.

8

Proportional valve

After a few revolutions, the CR high-pressure pump receives the

NOTE:

signal (reference mark signal 1st cylinder) and the engine runs.

The starting process takes somewhat longer with CR engines than with conventional diesel engines (finding TDC mark).

A

High-pressure section

B

Low-pressure section

C

Engine oil


Page 98


Page 99

REMOVING/FITTING HIGH-PRESSURE PUMP Removing the high-pressure pump: Remove fuel lines and seal all connectors including high-pressure pump with plastic plugs. Note: Unscrew only one line at a time and immediately seal the connectors with clean plastic plugs. Fit special tool (A) to the high-pressure pump (B). Unscrew fixing bolts and remove high-pressure pump. Withdraw the high-pressure pump by tilting and turning between the oil module and the timing gear housing.

Fitting the high-pressure pump: Insert the high-pressure pump with the new O-rings (one O-ring for the lubricating oil feed hole and one O-ring for the housing seal) between the oil module (E) and the timing gear housing, and by turning and tilting (F) align it with the flange on the timing gear housing, insert and fit. Note: Version 1 Fill high-pressure pump with engine oil (0.04 l). The engine oil can be added by means of a pipette (C).

Version 2 The latest version of the CP3 high-pressure pump is now fuellubricated.


Page 100


Page 101

RAIL The high-pressure reservoir (rail) has the task of storing the fuel at high-pressure. At the same time, pressure oscillations that occur due to the pumping and injection actions, are damped by the storage volume. The pressure in the rail is maintained at an almost constant value even when using large quantities of fuel. This ensures that the injection pressure remains constant when the injector is opened.

If the pressure limiting valve does not open quickly enough when the rail pressure is too high, it is forced open. To force open the pressure limiting valve, the fuel metering unit is opened and the removal of fuel for injecting is blocked. The rail pressure increases rapidly until the opening pressure of the pressure limiting valve is reached. If this forcing action is not successful, e.g. due to a mechanically sticking pressure limiting valve, the engine is shut down.

A Two-stage pressure limiting valve: B Rail pressure sensor The two-stage pressure limiting valve is mounted on the rail and has the function of an overpressure valve and a pressure limiter. If the pressure is too high, a drain hole is opened. Under normal operating conditions, a spring pushes a piston tightly into the valve seat so that the rail remains closed. Only when the maximum system pressure is exceeded is the piston pushed open against the spring by the pressure in the rail.

Pin 1 (60160) –A 61 Rail pressure ground Pin 2 (60162) –A 80 Rail pressure input (1.01-1.60 Volt) Pin 3 (60161) –A 43 Rail pressure (4.75-5.25 Volt) Approximately 30 cm3 of fuel is available in the rail. Note:

If the rail pressure is too high (1800 bar), the first piston moves and opens part of the cross-section permanently. The rail pressure is then held constant at ca. 700-800 bar. The two-stage pressure limiting valve does not close again until the engine is stopped. Once the pressure limiting valve has opened, the second stage remains open as long as the engine is running.

Rail tightening torque 45 Nm

C High-pressure line connector


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A

B


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INJECTOR The CR injectors vertically mounted in the cylinder are clamped from

Components:

above by means of a bracket. 7-jet blind-hole nozzles with an

1

Jet needle

2

High-pressure connector

opening pressure of 300 bar are fitted.

3

Coil

4

Valve ball

5

Electrical connector

6

Fuel return

7

Feed throttle

8

Drain throttle

9

Drain valve ball

The EDC 7 control unit determines the injection duration (control of the injector coil for pre-injection, main injection and secondary injection) and the injection pressure.

In the Euro 4 engines, the injectors are designed with two-stage

A Small ring surface

B Large surface

armatures.


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Combustion pressure characteristic:

A

Pre-injection

B

Main injection

F

Secondary injection

The advantages of pre-injection:

The pressure rises uniformly and, as a result, the combustion noise is reduced and the engine runs more smoothly.

PRE, MAIN, and SECONDARY INJECTION take place across the whole characteristic.

Note: Better particle reduction is achieved by the use of secondary

Exception:

injection (F). The particle discharge is strongly dependent on the

The 326 BHP D0836 LF44 engine has no pre-injection at higher

fuel-air mixture.

speeds and loads as the injector loading would be too high. Advantages of secondary injection: 

The TURBULENT charge movements are slower



More energy due to shorter injection



Unburned carbon burns off better



Has no effect on NOX

or better cleaning of individual cylinders.


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SPEED SENSORS Crankshaft speed sensor (3): This sensor (3) is used to calculate the crank angle of the crankshaft and is responsible for the correct timing of the injectors in the

intervals. The synchronising mark (1) is an additional mark and is close to the

individual cylinders. The Flywheel (A)

The phase marks are distributed over the segment gear at equal

has 60 divisions with 58 holes (two holes are

missing), which are spaced by 60 and with a gap of 180 (4). This gap

phase mark for the first cylinder to identify the 1st cylinder. It is used to determine the angle of the engine within 720°.

is used to determine the angular position (3600 crankshaft) of the engine and, in addition, to detect the crankshaft position of the 1st or 6th cylinder. (TDC – Instant of injection)

C

Speed sensor signal from flywheel

D

Camshaft speed sensor signal

Camshaft speed sensor (2) The camshaft rotates at half the speed of the crankshaft. Its position determines whether a piston is on the compression or exhaust cycle. The segment gear (B) on the camshaft is known as the phasing gear. It has one phase mark per cylinder (altogether 6 marks and one synchronising mark 1).


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MAN CATS 2 ENGINE DATA Smooth running control:

Evaluation example: (always in ignition sequence)

The smooth running control is intended to achieve even running of

If the 6th cylinder has poor performance, the correction amount on

the engine, particularly at idle speeds.

injector 6 is increased.

In a six-cylinder engine, each cylinder accelerates the engine for

If the engine still does not run evenly after this, the quantity for the

120° in its working cycle. The control unit evaluates the running of the

2nd cylinder injector is also increased.

engine every 120° and drives the injectors of the "slowest" cylinders

However, after this, the quantity for all other cylinders is reduced so

for longer and those of the "fastest" cylinders for less time, as a result

that the engine does not run too fast.

of which the injection quantity varies.

It is therefore possible to detect a group in which two injectors have

The fuel correction amount is the deviation from the desired amount.

an increased amount (+) and the other injectors have a reduced

The ignition sequence 153624 must be taken into account

amount (-).

when carrying out the evaluation.

In this + + - group, the first cylinder is the one with the worst power output.

In order to obtain an overview of the condition of the engine, when carrying out comparative monitoring of the cylinders, the speed and the (calculated) injection quantity should also be displayed.


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ACCELERATION TEST Prerequisites: Engine at operating temperature > 750 C

The acceleration test can only be evaluated in conjunction with the

Drive vehicle until warm, do not leave running

compression test. This acceleration test only compares cylinders with one another. The result must be consistent with the correction

To determine whether all injectors are injecting evenly, the speed that

amount.

the engine is able to reach with a defined injection quantity in a certain time is measured in the acceleration test.

Rule of thumb:  The average value, total of all cylinders, which lie at roughly the



In the first acceleration test, all injectors are controlled and the speed reached is determined.



In the second acceleration test, the engine is accelerated

same level  A deviation of about +- 25 from this average value is still acceptable

again but with injector 1 disconnected. 

The third acceleration test is carried out without injector 2, the

Rate of change of speed:

fourth to seventh acceleration tests without injector 3 to 6.  Value too high (no pre-injection or amount too low, engine If the engine now reaches almost the same speed as in the first acceleration test in spite of the disconnected injector, then this

knocks)  Value too low (quantity too large, engine knocks)

cylinder is not working well in motoring mode. (Check the engine mechanics).


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COMPRESSION TEST

Procedure: 1 Battery 100% charged

Strong braking, i.e. a low speed before TDC, indicates relatively

2 Engine at operating temperature > 750 C

good compression.

3 Drive vehicle until warm, do not leave running 4 Follow the MAN-CATS 2 instructions quickly (otherwise no

A

Minimum speed (rpm) Measurement on the compression cycle from ca. 8° before to 8° after TDC (maximum difference

evaluation)

3 rpm between the individual cylinders) During the compression test, the engine is turned by the starter.

B

(maximum difference 3 rpm between the individual cylinders)

The control unit suppresses injection (engine does not start) and measures how strongly the starter is braked on each cylinder during the compression cycle.

To do this, the starter must be activated by means of the ignition key until the control unit has measured the speeds at TDC and shortly

Maximum speed (rpm) Measurement at ca. 70° before TDC

C

Difference (rpm) Maximum difference 5 rpm between the individual cylinders

Remedies: Adjust valves, valve damage, piston ring damage etc.

before BDC for all cylinders.


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WATER PUMP

1

Coolant pump fixing bolts 23 Nm

Note:

2

Coolant pump

Smear sliding seal and coolant pump shaft with coolant according to

3

Coolant pump gasket

MAN standard 324 Type N before fitting.

4

Sliding seal

Press bearing (6) into the coolant pump as far as the stop with a

5

Impeller

suitable fitting tool.

6

Coolant pump bearing

(Do not touch the sliding seal with your fingers).

7

Circlip

8

Coolant pump hub

9

Fixing bolts

10

Coolant pump housing

11

Gasket


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COMPRESSOR 1

Air compressor with resonance reservoir

A single-cylinder air compressor with optionally 238 cm3 or 350 cm3

2

O-ring, air compressor oil hole (Vaseline 09.15014-0001)

is used in the TG1.

3

Fixing bolt 23 Nm

4

O-ring, air compressor housing (techn. Vaseline 09.15014-

The air preparation system consists of a water-cooled single-cylinder

0001)

air compressor. It is located on the right-hand side of the engine and

5

Steering pump driving disc

is driven by a spur gear on the camshaft. The system is designed for

6

O-ring, steering pump (techn. Vaseline 09.15014-0001)

an effective pressure of 12.5 bar.

7

Steering pump with 20/16.6/14 cm3/min

8

Fixing bolt, steering pump 23 Nm

9

Overpressure valve, opening pressure 17 bar +- 2 bar (200 Nm)

3

The steering pump (impeller pump) with a flow volume of 20 cm /min, 3

3

16.6 cm /min or 14 cm /min is mounted on the rear face of the air compressor.


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GLOW PLUG STARTING SYSTEM 1

Manual pump

2

FSC



Terminal 15 on

3 /5

Fuel pipe



Flame start relay clocked at f= 1 Hz at a voltage of > 21.5V

4

Solenoid valve Y100 (17300 12mm)



The flame start relay is continuously energised at a voltage of

6

BERU glow plug R 100 (17301 62mm)

A

The central on-board computer controls the glow plug starting

Ready to start

< 21.5 Volt. 

system. B

The glow plug starting system is only actuated at a coolant

Flame start indicator LED flashes via I CAN at f= 1 Hz, 50% TEXT: Start ENGINE



There is no voltage on flame start solenoid valve



If the engine is not started, at the end of the ready-to-start

temperature of < + 10 degrees C.

period (15 sec) the system starts to measure the dwell time before restarting (dependent on the battery voltage)

Pre-heating time  Indicator LED (pre-heating) continuously controlled via I-CAN  The start relay K 102 is clocked with a voltage of > 24 V. If the voltage is < 24 V, the relay is permanently energised.  There is no voltage on the solenoid valve.



TEXT: NEW PRE-HEATING

Terminal 50 on during ready ready-to-start Flame start indicator lamp clocked via I – CAN as flame start relay, TEXT: START ENGINE in the display Flame start solenoid valve switches on

 When the voltage is 22 - 23 V, the pre-heating time is ca. 33 - 35 sec.


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MAN D0836_CR_en

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