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

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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.


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


ENGINE SPECIFICATION

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

Reinforced crankshaft bearings

Cylinder head (channel feed)

Connecting rod

Oil injection nozzles

Optional turbocharger (2-stage)

Enhanced exhaust gas recirculation

AGR blocking valve with stepless control

Engine oil for Euro 4 engine to MAN standard (M3477)

Injection system

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

Exhaust gas retreatment system:

PM catalytic converter (with OBD sensors)

Additional silencers


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 T-GA, TGL/M 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


EXPLANATION OF ENGINE CODE

Engine nameplate

Block N I / N II

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)

Engine type designation

D 0836 LF 43

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

MAN - Werk Nrnberg

Typ

Motor- Nr. / Engine-no. N I / N II

D0836 LF44

209 0062 5015 2 0 1

P1


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


DESIGN AND PRINCIPLE OF OPERATION

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

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

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

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

injector nozzle.

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

has an external exhaust gas recirculation system. The exhaust gas

is cooled by means of a heat exchanger supplied with cooling water.

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

valve and a blocking valve pneumatically controlled by the engine

characteristic.

The other engine variants such as the LOH/LUH have internal

exhaust gas recirculation, which is defined by the camshaft control

times.

.


ENGINE SPECIFICATIONS D0836 LFL 41 Euro 3

Working principle 4-stroke turbodiesel with charge air cooler

Number of cylinders/Design 6/vertical in line

Combustion process 7-jet direct injection

Direction of rotation viewed from flywheel end left

Number of valves per cylinder 4

Bore/Stroke in mm 108/125

Capacity in litres 6.871

Compression 18:1

Max. ignition pressure in bar 160

Rated power kW/BHP at speed rpm 206/280 at 2400

Ignition sequence 1-5-3-6-2-4

Position of cylinder 1 fan side

Rated speed rpm 2400

Max. torque Nm at rpm 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 ca. 2640

Valve clearance with engine cold 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. 21/26 L

Fuel system Bosch Common Rail

Cold start capability with/without glow plug 15/-32C

Weight (dry) 598 kg


D0836 LFL 44 EURO 3








Compression 18:1






Max. torque Nm at rpm 1200 Nm at 1200-1800

K value (m 1) 1.2

CO (G/KWH) 0.560

HC (g/KWh) 0.060

NOX (G/KWH) 4.090







Coolant



Cold start capability with/without glow plug 15/-32C

Weight (dry) 618 kg


D0836 LOH 41








Compression 18:1







K value (m 1)

CO (G/KWH)

HC (g/KWh)

NOX (G/KWH)







Coolant

Oil quantity min/max 21/26 L


Cold start capability with/without glow plug down to 15/-32C

Weight (dry) ca. 595 kg


D0836 LOH 40








Compression 18:1







K value (m 1)

CO (G/KWH)

HC (g/KWh)

NOX (G/KWH)







Coolant






D0836 LUH 41








Compression 18:1







K value (m 1)

CO (G/KWH)

HC (g/KWh)

NOX (G/KWH)







Coolant

Oil quantity min/max 21/26 L





D0836 LUH 40








Compression 18:1







K value (m 1)

CO (G/KWH)

HC (g/KWh)

NOX (G/KWH)







Coolant






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

block from cast iron alloy.

6 cooling water channels drilled between the cylinders guarantee

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.

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

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

oil mist separator.

The pistons run directly in the crankcase where optimum conditions

with regard to resistance to wear and oil consumption are achieved

due to the ceramic honing of the cylinder surfaces.

Re-machining the crankcase sealing surfaces:

For all engines, three re-machining stages are intended for the

cylinder head joint face.

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

Surface roughness of crankcase sealing surface 16 m

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

C Dry cylinder liner

D Flywheel bolts 100 Nm + 90o+10

(do not reuse)

Note:

Version-dependent (with and without cylinder liners)


CYLINDER LINERS 1. Cylinder liners (slip fit)

"A" Normal size 111.490 - 111.535 mm

Rep. stage + 0.5 mm 111.995 - 112.035 mm

"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 0.150 mm

"H" Overall height 216.700 - 217.000 mm

Note:

Do not use grease or engine oil when fitting the lining.

ONLY MOLYCODEPOWDER

2. Fitting clearances

Clearance between crankcase bore and liners

Outside diameter (A-E) 0.01 - 0.03 mm

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)

"D" Collar depth 4.04 - 4.06 mm

"C" Depth of collar recess 4.00 - 4.03 mm

"I" Collar projection 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.


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

The main and big end bearing journals are induction hardened.

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

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

A vibration damper is fixed to the front end of the crankshaft. This

reduces the torsional amplitude and thus the loading on the

crankshaft due to rotational vibration.

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

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

Crankshaft journal diameter STD 76.81 - 77.00 mm

Crankshaft - main bearing internal STD 77.04 77.08 mm

Radial play 0.04 0.10mm

Crankshaft axial play 0.15 0.28 mm

determined by the axial thrust washers C fitted to the 4th main

bearing (one repair stage possible)

A Flywheel angle bolt. 100 Nm + 90o

(Note different lengths! No WVW)

B Vibration damper (no WVW) 150 Nm + 90o

D Main bearing spread (Miba) 0.60 1.60 mm

(Glyco) 0.15 0.50 mm

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

F Loctite 574TB sealant for crankshaft gear

G Main bearing bolts 115 Nm + 90o

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

X Fit axial discs with oil pockets facing the crankshaft

.


CRANKSHAFT SEALING RINGS Front crankshaft sealing ring

Assembly

Fit new crankshaft sealing ring 7 with transport sleeve to adapter

from special toolkit.

Slide crankshaft sealing ring 7 onto adapter and remove transport

sleeve.

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

9.

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

stop using the press-on sleeve.

Press-on tool 80.99606-6030

Extractor 80.99606.6011

F Rear crankshaft sealing ring (flywheel side)

A Preliminary assembly

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

from special toolkit.

Slide crankshaft sealing ring 1 onto adapter and remove transport

sleeve.

B Fit crankshaft sealing ring

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

6.

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

using the press-on sleeve.


D

F


TIMING GEAR HOUSING Removing timing gear cover

Remove timing gear cover fixing screws,

remove timing gear cover, and remove front seal 3

from gear casing 4.

Remove fixing bolts from timing gear housing.

Remove timing gear housing seal 1 from engine block.

Assembly is carried out in reverse order.


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

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

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

and in measuring planes a and b.

Bearing shells with bearing holes within the tolerance limits can be

reused. If the dimensions are outside the tolerance limits, the

bearings must be replaced.

NOTE: Top bearing shell is identified with TOP (B) or red coloured dot on the

side. (Hardened supporting shell).

Fitting dimensions

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

Tightening torque for connecting rod bolts:

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

Connecting rod bolts M 11x1.5 x60 Torx E14

Connecting rod bolts must not be reused

The connecting rod and the connecting rod cap are marked together

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.


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

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

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

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

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

jet of oil from the oil spray nozzle.

The flow cross-section of the oil spray nozzles has been matched to

the new piston cooling channel. The oil spray nozzle is controlled by

means of a pressure control valve in order to ensure adequate piston

cooling.

NOTE:

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

Rings:

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

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

scraper ring.

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

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

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

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

Piston ring height / end clearance

E: Compression ring double-sided trap. ring Height 4.00 mm End clearance 0.30 to 0.55 mm F: Sealing ring taper-faced ring Height 2.50 2.52 mm End clearance 0.40 to 0.65 mm G: Oil scraper ring bevelled ring Height 2.97 3.00 mm End clearance 0.30 to 0.60 mm Note:

Engine D0836 LF44 (326 BHP) with cooling channel pistons

Engine D0836 LF41 (280 BHP) without cooling channel pistons


CAMSHAFT The forged camshafts are arranged in the crankcase on the exhaust

side. In the 6-cylinder engines, the camshaft is mounted in 7 lead-

bronze bushes. The camshafts for external and internal exhaust

gas recirculation differ from one another with respect to the different

valve timings.

The camshaft gear is designed with 7 reference marks, 2 of which

are considerably closer together than the others.

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

"1" Camshaft (external or internal exhaust gas recirculation

design)

"2" Guide pin

"3" Thrust washer

"4" Camshaft gear with 7 reference marks for EDC ECU

"5" Collar screw, spectacle flange 23 Nm

"7" Collar screw, camshaft gear 65 Nm


Checking camshaft axial play

Check camshaft axial play with clock gauge.

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

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

NOTE:

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

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

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


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

"A": Valve timings: Engine D 0836 external 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 29 after TDC

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

recirculation




Exhaust closes D 0836 1 before TDC

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

recirculation





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

recirculation


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


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

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

Tightening torques:

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.


ENGINE OIL CIRCULATION Forced feed lubrication:

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

camshaft bearings. The valve drive, intermediate gear, air

compressor and exhaust gas turbocharger are supplied with

lubricating oil.

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

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

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

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

in a maintenance friendly and environmentally friendly manner.

The piston crown is cooled by the valve-controlled oil spray nozzle,

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

Engine oil M 3477 Euro 4 M 3277 Euro 3

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

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

Engine oil pressure

Idle speed 600 rpm .......................................................> 1.0 bar

Rated speed 2400 rpm..................................................> 4.0 bar

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

"A" Oil pressure control valve

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

"B" Oil filter bypass valve


"C" Oil filter bottom valve (drainage protection)


Oil pressure switch B 104:

Wire (0.75mm2) 60155 Pin 1 to EDC A40




Oil pump:

1 FIXING NUT

2 DRIVE GEAR

3 OIL PUMP GEAR

4 OIL PUMP GEAR

5 OIL PUMP HOUSING

6 FIXING BOLT M24X1.5 60NM

7 SEALING RING

8 COMPRESSION SPRING

9 PISTON

10 INTERMEDIATE PLATE

ENGINE OIL PRESSURE CONTROL VALVE:

WITH 9 PISTON - 8 SPRING 7 SEALING RING

NOTE:

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

grease-free taper of drive gear.

Oil pump gears must not be fitted dry

(indicated by a note on gears 3/4)

Tightening torques:

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

Checking the gap:

Gap = Housing depth minus Gear height

Measure gear height at different positions

Measure housing depth:

Housing depth 25.000 25.033 mm


Oil filter module

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

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

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

150 C.

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

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

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

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


Oil spray nozzle for piston crown cooling:

NOTE:

Ensure that the adjusting ball in the body of the oil spray nozzle

locates in the hole provided.

Bent oil spray nozzles must not be straightened!

Checking oil spray nozzles

Check whether the valve spring still pushes the valve piston onto the

valve seat, otherwise change oil spray nozzle valve.

Oil spray nozzle pressure valve:

1 Valve remains closed until .................................... 1.5 + 0.1 bar

Valve fully open .................................................... 2.0 + 0.1 bar

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

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

Tightening torques:

Oil spray nozzle pressure valve M12 ........................................ 40 Nm


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

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.

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.

A .........Left-hand threaded bolt M16x1.5x45-8.8LH 100 Nm+90 B .........Belt pulley C .........Fixing bolt M10x35-8.8 45 Nm D .........Compressor gear E..........Drive housing 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


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

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

peak combustion pressures, the engines have just one continuous

cylinder head for all cylinders.

The cylinder head is made from cast iron alloy with cast-in inlet and

exhaust channels. The cylinder head is fixed with 4 equally

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.

The sealing surface of the cylinder head "A" can be re-machined

(maximum 0.5 mm)

A thicker copper washer must then be used for the injector

(51.98701.0093).

"1" Height of cylinder head

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

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

"2" Valve seat angle

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

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

"3" Valve recess distance

Exhaust "A" ..............................................0.60 0.90 mm

Inlet "B" ....................................................0.30 0.60 mm

"4" Valve guides

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

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

The core hole closures are fitted with Loctite 648.


CYLINDER HEAD FIXING

TIGHTENING/CHECKING CYLINDER HEAD BOLTS:

NOTE:

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

loosened.

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

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

NOTE:

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

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

necessary.

Smear contact surface of the cylinder head bolts with Optimol White

T and oil the thread.

Tightening torques and torsion angle:

Tightening sequence following a repair: Align, and pre-tighten to 10 Nm

1st tightening stage 80 Nm

2nd tightening stage 150 Nm

3rd tightening stage 90

4th tightening stage 90

5th final tightening stage 90

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


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 = 6 2 4 1 5 3

Adjustment = 1 5 3 6 2 4

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) 40 Nm

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

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


Removing an injector:

Note:

Before removing the injector, always remove the appropriate

pressure pipe support first.

Only remove one injector at a time.

Remove injector with pressure flange and seal.

Immediately seal injector hole in cylinder head with a

protective cover.

Immediately seal injector nozzle with a protective cover.

Remove injector O-ring from above and place the injector in a

box for safe keeping.

Fitting an injector:

1 Do not remove the injector from the box until immediately

before fitting.

2 Remove protective cover from injector hole in cylinder head.

3 Always fit injector together with pressure flange.

(Pressure flange cannot be fitted retrospectively).

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

5 Slide pressure flange onto injector.

6 Fit injector together with gasket and pressure flange into

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.


TIGHTENING INJECTOR ON CYLINDER HEAD

1. High-pressure pipe

2. Connector

3. Sleeve nut

4. Leakage oil channel

5. Pressure pipe with filter and anti-rotation locking device

6. Copper washer

7. O-ring

8. Electrical connection

9. Injector

10. Anti-rotation locking device for sword connector

Injector tightening procedure:

A Pre-tighten Allen screw to 2 Nm

B Pre-tighten pressure screw to 10 Nm

C Tighten Allen screw finally to 30 Nm

D Tighten pressure screw finally to 55 Nm

E High-pressure pipe sleeve nut 10 Nm + 300

F Tighten electrical connector to 1.5 Nm


ROCKER MECHANISM

1 Rocker, exhaust valve

2 Valve adjustment screw

3 Thrust washer

4 Compression spring

5 Thrust washer

6 Valve adjustment screw

7 Rocker, inlet valve

8 Retaining screw, rocker shaft

9 Rocker shaft

Technical data:

Fixing bolts (cylinder head cover) 9 Nm

Retaining screw, rocker shaft (8) M8x50-8.8 22 Nm

Fixing screw, rocker mechanism M8x85-8.8 22 Nm

10 Rocker block

11 Adjusting screw EVB


EXHAUST VALVE BRAKE

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

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

engine brake.

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

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

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

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

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

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

dissipate.

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

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

exhaust valve is opened again briefly every time it closes.

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

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

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

feed hole.

The exhaust valve therefore remains slightly open during the

compression stroke and the subsequent expansion cycle. This

negates the compression work of the piston, which would otherwise

have driven the crankshaft. The braking power of the engine

increases.


EVB - SERVICE INFORMATION / EXHAUST BUTTERFLY VALVE UNCONTROLLED

Inside the exhaust butterfly valve is a torsion bar spring to control the

exhaust counterpressure.

It is therefore important that the engine braking valve is always

closed with the specified initial tension.

Gap:

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

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.


Adjusting the engine braking valve gap:

The gap is checked and adjusted with the actuating cylinder removed.

Measure the gap with the actuating cylinder

removed after closing the engine braking

valve by hand.

If the gap is too large, reduce the initial

tension of the torsion bar spring.

Open the valve by hand, and push the torsion

bar spring carefully against the "open" stop.

If the gap is too small, increase the initial

tension of the torsion bar spring.

Place an object between the "closed" stop

and the valve lever, close the valve by hand,

and push the torsion bar spring carefully

against the stop.


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

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

The gaskets are discontinuous between the individual channels.

See repair manual A 20 Page 6,105

A Inlet manifold with integral injector return pipe

B Common return connector

Inlet manifold gasket:

C Intake air

D Discharge opening in the event of leaks

E Injector fuel return


EXHAUST GAS RECIRCULATION

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

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

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

exhaust gas recirculation system (EGR).

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

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

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

lower NOx emissions.

Internal EGR:

The internal exhaust gas recirculation is controlled by the valve

timings. A residual amount of exhaust gas amounting to

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

exhaust valve early.

External EGR:

With external exhaust gas recirculation, the exhaust gas is extracted

from the exhaust manifold and cooled in the EGR module.

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

EGR valve connecting pipes. The exhaust gases flow through the

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

exhaust gas is cooled in the EGR module from ca. 700C to less than

200C (in the Euro 3) by means of cooling water (the temperatures

in the Euro 4 are even lower).

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

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

within the compressed air cylinder.

A Air filter 1 Inlet

B/5 Charge air cooler 2 Exhaust gas outlet

C Engine inlet manifold 3 Waste gate bypass

D EGR cooler 6 Engine

E Peak pressure valves 8 Timing valve

F/4 Electropneumatically controlled blocking valve

G/7 Exhaust butterfly valve 9 Low-pressure stage

PM PM Kat (Euro 4 engine)

a (1) from turbocharger b (2) to atmosphere

c (3) to waste gate d Electrical connector


Components of the exhaust gas recirculation system:

A Fixing bolt M 8x55-8.8 23 Nm

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

I Exhaust gas inlet to EGR module

J Blocking valve EGR module

EGR control:

Euro 3 control (black, white)

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)

Euro 4 control with infinitely variable adjustment

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:

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

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

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

Note:

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

the rear manifold.

Adjusting the EGR cylinder:

Note that the exhaust gas recirculation cylinder is pre-stressed to ca.

4 mm


TURBOCHARGER

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

waste gate

Waste gate opening starts at 1.52 bar

Waste gate stroke 1.1 2.6mm

A Turbocharger, single-stage design

B Seal for oil return pipe

C Fixing bolt

D Fixing bolt

2-stage charging, via timing valve controlled exhaust gas

turbocharger in the D0834 LFL42 151 kW 4-cylinder engine

1 Charge air outlet

2 Exhaust gas inlet

3 Engine oil connector

4 Intake air inlet

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

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

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

therefore easier for the HP compressor to quickly provide the

required amount of air during acceleration.

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

turbine is partially bypassed. This keeps the unburned carbon during

acceleration low and avoids overloading the HP turbine.

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

dynamic operation. Along with the increased amount of air available,

the main factor here is the improved response.

Note:

The actual charge pressure can be interrogated with MAN_CATS 2.

The charge pressures are pressures, which are measured after the

charge air cooler, and are not equal to the waste gate valve opening

pressure.

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc Page 78 of 121

TWO-STAGE CONTROL VALVE

Design 3/2 control valve (PWM controlled timing valve) 24 Volt

A Mark-space ratio in %

B Pressure at connector 3 to waste gate pe(kPa)

1 From turbocharger

2 To atmosphere

3 To waste gate

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

D:\Auto\TRUCK\MAN\MAN Series\_ \\en\D0836_CR_en.doc Page 80 of 121

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.


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

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)

Components:

Temperature sensor before the PM Kat

Temperature sensor after the PM Kat

Differential pressure sensor


PREVENTION OF ACCIDENTS - COMMON RAIL CLEANLINESS

CAUTION Risk of injury

Jets of fuel can penetrate the skin.

Vaporisation of fuel presents a fire risk.

Never undo the bolts on the high-pressure fuel side of the common

rail system with the engine running (injection pipe from the high-

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

injector).

Caution:

Risk of injury!

When the engine is running, the pipes are continuously under

high fuel pressure up to 1,600 bar.

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.

Caution:

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

engine is running.


Working on the CR system:

Cleanliness:

Modern diesel injection components are today made from high-

precision 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.

It is therefore essential that the measures described below are

observed before starting work:

Before starting work 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

doing so, the fuel system must be sealed.

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.)

Avoid air movements (possible generation of dust by starting

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

The area around the still sealed fuel system must be cleaned and

dried with compressed air.

Protective sleeve set

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


During work RISK OF DAMAGE DUE TO CONTAMINATION!

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

the clean side fuel system.

Loose dirt must be removed during the assembly work by means of a

suitable suction device (industrial vacuum cleaner).

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

Materials such as cloths, cardboard or wood may not be used when

removing and fitting components, as these may shed particles and

fibres.

If paint should become chipped when undoing connections (possibly

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

removed before finally removing the bolt.

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

system must be sealed immediately with suitable sealing caps.

This sealing material must be kept packed in a dustproof container

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

container.

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

already been used.

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

immediately before use.


Bus engine

NOTE:

Risk of damage due to contamination!

Before opening the clean-side fuel system:

Clean the parts of the engine around pressure connectors, injection

pipes, rail and valve cover with compressed air.

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

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

Next slacken only the pressure pipe connectors:

Slacken the sleeve nuts on the pressure pipe connectors and

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.

Remove injectors:

After removal:

Flush out the injectors with the high-pressure connection hole

pointing downwards using a cleaning fluid

Remove pressure pipe connectors:

Unscrew pressure pipe connector sleeve nuts, remove pressure pipe

connectors and clean injector hole in cylinder head.

Assembly is carried out in exactly the reverse order.


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

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

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

the "injector" to enable it to inject a fine vapour.

The main feature of the CR system is therefore the decoupling of

pressure generation and injection from the rail. This pressure-time-

controlled injection system thus overcomes the typical limitation of

conventional cam-controlled systems. The increased average

injection pressure and the timing of the injection can be selected

within wide limits independently of the engine operating point.

This is the basis of a combustion process, which achieves excellent

values for exhaust emissions and noise.

The hydraulic components of the injection system are monitored by

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

to the engine and vehicle operation. So, for example, the rail

pressure sensor, the control unit and the pressure-controlled high-

pressure pump form a control loop for producing the required rail

pressure. Other sensors, such as coolant temperature sensor,

charge air temperature sensor or atmospheric pressure sensor help

the engine to adjust optimally to changing ambient conditions.

A High-pressure B Low-pressure section C Fuel tank

D Suction line E High-pressure pump F Pressure line

G Pre-supply pump H FSC I Pressure limiting valve

J Rail K Rail pressure sensor L High-pressure line

M Injector O Camshaft sensor P Crankshaft sensor

Q Input signals R Output signals

Note:

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

the time being


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:

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

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

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

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

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

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

outside the pressure pipe.

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.

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

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

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

top with an O-ring.

A Fuel tank

B High-pressure pump CP3 fuel distributor

C Fuel pump

D Fuel filter

E Pre-filter manual pump engine oil filling

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)


Fuel system:

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

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

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

pressure probe for monitoring the fuel filter is also provided between

the fuel pump and the FSC. The pre-filter is washable.

Compared with conventional versions, common rail fuel filters are

very much finer. The filter inserts are fully recyclable.

Note:

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

allow it to run out through the drain screw.

The conventional glow plug starting system, albeit with a new

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

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

fuel filter to the high-pressure pump.

Note:

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

A Drain screw

B Sealing ring, heating element

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


LOW-PRESSURE SECTION

Components:

Fuel transfer pump:

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

through the FSC to the high-pressure pump.

All fixed engine fuel lines are designed as PA pipes with easy-to-fit

Raymond plug connectors.

The fuel pump must not be dismantled or removed from the high-

pressure pump.

1 BYPASS VALVE OPENS AT CA. 10-11 BAR

2 NON-RETURN VALVE FOR BLEEDING THE SYSTEM

3 GEAR PUMP

4 HAND PUMP

A FROM FUEL TANK

B TO FUEL SERVICE CENTRE


HIGH-PRESSURE SECTION

The high-pressure section has the task of producing the high

pressure required for injection and pumping an adequate quantity of

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

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

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

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

the high-pressure reservoir of the rail and controls the input pressure

in the high-pressure pump.

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

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

18 Nm. New fuel-lubricated version.

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.

B Metering unit (M-Prop.):

(Fuel quantity proportional valve) CP 3.4

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

high-pressure pump housing.

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

width modulated signal).

Mark-space ratio 100% No pumping min. input pressure

Mark-space ratio 0% Maximum pumping max. input pressure

C Max. fuel quantity

D Min. fuel quantity

E Trapezoidal slot


A

B


CR HIGH-PRESSURE PUMP CP3

Unlike conventional diesel engines, the installation of the CR high-

pressure pump requires no adjustments.

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

the crankshaft.

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

camshaft drive gear and the flywheel speed sensor are synchronised.

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

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

A High-pressure section

B Low-pressure section

C Engine oil

1 Fuel feed from fuel filter

2 To rail

3 To tank

4 To filter

5 Return to tank

6 From filter

7 To rail

8 Proportional valve

NOTE:

The starting process takes somewhat longer with CR engines than

with conventional diesel engines (finding TDC mark).


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 fuel-

lubricated.


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. A Two-stage pressure limiting valve:

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. 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.

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. B Rail pressure sensor

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:

Rail tightening torque 45 Nm

C High-pressure line connector


A

B


INJECTOR

The CR injectors vertically mounted in the cylinder are clamped from

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

opening pressure of 300 bar are fitted.

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

armatures.

Components:

1 Jet needle 2 High-pressure connector

3 Coil 4 Valve ball

5 Electrical connector 6 Fuel return

7 Feed throttle 8 Drain throttle

9 Drain valve ball

A Small ring surface B Large surface


Combustion pressure characteristic:

A Pre-injection

B Main injection

F Secondary injection

PRE, MAIN, and SECONDARY INJECTION

take place across the whole characteristic.

Exception:

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

speeds and loads as the injector loading would be too high.

The advantages of pre-injection:

The pressure rises uniformly and, as a result, the combustion noise is

reduced and the engine runs more smoothly.

Note:

Better particle reduction is achieved by the use of secondary

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

fuel-air mixture.

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.


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

individual cylinders.

The Flywheel (A) has 60 divisions with 58 holes (two holes are

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

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)

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).

The phase marks are distributed over the segment gear at equal

intervals.

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

phase mark for the first cylinder to identify the 1st cylinder.

It is used to determine the angle of the engine within 720.

C Speed sensor signal from flywheel

D Camshaft speed sensor signal


MAN CATS 2 ENGINE DATA

Smooth running control:

The smooth running control is intended to achieve even running of

the engine, particularly at idle speeds.

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

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

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

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

of which the injection quantity varies.

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

The ignition sequence 153624 must be taken into account

when carrying out the evaluation.

Evaluation example: (always in ignition sequence)

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

injector 6 is increased.

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

2nd cylinder injector is also increased.

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

that the engine does not run too fast.

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

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

amount (-).

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.


ACCELERATION TEST

Prerequisites: Engine at operating temperature > 750 C

Drive vehicle until warm, do not leave running

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

the engine is able to reach with a defined injection quantity in a

certain time is measured in the acceleration test.

In the first acceleration test, all injectors are controlled and

the speed reached is determined.

In the second acceleration test, the engine is accelerated

again but with injector 1 disconnected.

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

fourth to seventh acceleration tests without injector 3 to 6.

If the engine now reaches almost the same speed as in the first

acceleration test in spite of the disconnected injector, then this

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

mechanics).

The acceleration test can only be evaluated in conjunction with the

compression test. This acceleration test only compares cylinders with

one another. The result must be consistent with the correction

amount.

Rule of thumb:

The average value, total of all cylinders, which lie at roughly the

same level

A deviation of about +- 25 from this average value is still

acceptable

Rate of change of speed:

Value too high (no pre-injection or amount too low, engine

knocks)

Value too low (quantity too large, engine knocks)


COMPRESSION TEST

Procedure: 1 Battery 100% charged

2 Engine at operating temperature > 750 C

3 Drive vehicle until warm, do not leave running

4 Follow the MAN-CATS 2 instructions quickly (otherwise no

evaluation)

During the compression test, the engine is turned by the starter.

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

before BDC for all cylinders.

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

good compression.

A Minimum speed (rpm) Measurement on the compression

cycle from ca. 8 before to 8 after TDC (maximum difference

3 rpm between the individual cylinders)

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

(maximum difference 3 rpm between the individual cylinders)

C Difference (rpm) Maximum difference 5 rpm between the

individual cylinders

Remedies:

Adjust valves, valve damage, piston ring damage etc.


WATER PUMP

1 Coolant pump fixing bolts 23 Nm

2 Coolant pump

3 Coolant pump gasket

4 Sliding seal

5 Impeller

6 Coolant pump bearing

7 Circlip

8 Coolant pump hub

9 Fixing bolts

10 Coolant pump housing

11 Gasket

Note:

Smear sliding seal and coolant pump shaft with coolant according to

MAN standard 324 Type N before fitting.

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

suitable fitting tool.

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


COMPRESSOR

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

is used in the TG1.

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

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

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

an effective pressure of 12.5 bar.

The steering pump (impeller pump) with a flow volume of 20 cm3/min,

16.6 cm3/min or 14 cm3/min is mounted on the rear face of the air

compressor.

1 Air compressor with resonance reservoir

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

3 Fixing bolt 23 Nm

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

0001)

5 Steering pump driving disc

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

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)


GLOW PLUG STARTING SYSTEM

1 Manual pump

2 FSC

3 /5 Fuel pipe

4 Solenoid valve Y100 (17300 12mm)

6 BERU glow plug R 100 (17301 62mm)

A The central on-board computer controls the glow plug starting

system.

B The glow plug starting system is only actuated at a coolant

temperature of < + 10 degrees C.

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.

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

sec.

Ready to start

Terminal 15 on

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

The flame start relay is continuously energised at a voltage of

< 21.5 Volt.

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

period (15 sec) the system starts to measure the dwell time

before restarting (dependent on the battery voltage)

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

MAN D0836_CR_en

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Transcript of MAN D0836_CR_en