Engine Training Course D 0834/36.: Common Rail Edc 7

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\_ \\en\D0836_CR_en.doc
Page 2
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
Page 3
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 Nrnberg

Typ D0836 LF44
Motor- Nr. / Engine-no.
209 0062 5015 2 0 1
N I / N II
P1
Block N I / N II
Fuel type (diesel)
08
+ 100 = Bore diameter e.g. 128 mm
3x10+100 is approximately equal to the stroke in mm = 125
Number of cylinders 6 = 6 cylinders,
Charging type (turbocharger with charge air cooling)
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
Dimensional variation 0.10 mm
II
Dimensional variation 0.25 mm
Big end bearing journal
Main bearing journal
Camshaft mushroom tappet (S1 0.25 mm oversize)
Page 7
ENGINE IDENTIFICATION NUMBER

Example: Engine number
209
Engine type code
0062
Assembly date
501
Order of assembly (progress number on day of assembly)
Overview of flywheel
Overview of injection pump/controller
Overview of air compressor
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/-32C
598 kg
Page 10
Page 11
D0836 LFL 44 EURO 3
Working principle
Combustion process
6/vertical in line

Bore/Stroke in mm
Capacity in litres
Compression
Ignition sequence
Rated speed 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
18:1
240/326 at 2400
1-5-3-6-2-4
fan side
2400
1200 Nm at 1200-1800
600 rpm 50
6.871
160
1.2
ca. 2640
IV 0.50/EV 0.50 mm
0.35 mm
26 - 30 bar
max. 4 bar
Coolant
Fuel system
Cold start capability with/without glow plug
Weight (dry)
21/26 L
Bosch Common Rail
15/-32C
618 kg
Page 12
Page 13
D0836 LOH 41
K value (m 1)
Working principle
Combustion process
6/vertical in line

Bore/Stroke in mm
Capacity in litres
left
4
108/125
6.871
Compression
18:1
160

Ignition sequence
Rated speed 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

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/-32C

Weight (dry)
ca. 595 kg
Page 14
Page 15
D0836 LOH 40
Working principle
Combustion process
6/vertical in line

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

Ignition sequence
Rated speed rpm
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
Fuel system
21/26 L
Bosch Common Rail

Weight (dry)
ca. 600 kg
Page 16
Page 17
D0836 LUH 41
Working principle
Combustion process
6/vertical in line

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

Ignition sequence
Rated speed rpm
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
21/26 L
Bosch Common Rail

Weight (dry)
ca. 640 kg
Page 18
Page 19
D0836 LUH 40
Working principle
Combustion process
6/vertical in line

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

Ignition sequence
Rated speed rpm
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
Fuel system
21/26 L
Bosch Common Rail

Weight (dry)
ca. 640 kg
Page 20
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
Main bearing bolts 115 Nm + 90o+10 (do not reuse)
blow-by is fed back to the engine combustion via a valve with integral
Dry cylinder liner
oil mist separator.
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)
Page 22
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.
Page 24
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
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.
(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
Vibration damper (no WVW)
150 Nm + 90o
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
= Crankshaft, big end bearing N1
= Crankshaft, main bearing N1
= Tappet bore N1
100 Nm + 90o
Flywheel angle bolt.
V-belt pulley with vibration damper (vulcanised rubber insert)
Loctite 574TB sealant for crankshaft gear
Main bearing bolts
Sealing rings (PTFE). Fit in dry condition only.
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
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.
Page 30
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
Height
End clearance
2.50 2.52 mm
0.40 to 0.65 mm
Height
End clearance
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.
Page 34
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.
Page 36
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
Page 38
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
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
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
Page 40
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 " - - ".
Crankshaft gear..........................Z = 32 ..... 150 Nm + 90
Camshaft gear............................Z = 64 ................ 65 Nm
Compressor drive gear...............Z = 27 ...........................
Intermediate gear ....................... Z =40................115 Nm
Intermediate gear .......................Z = 31 ................. 22Nm
CR high-pressure pump .............Z = 24
Oil pump drive gear .................... Z =18..................30 Nm
Water pump fitting
Note:
Intermediate gear "D" is mounted with the VP 44 radial injection
pump as on engine D0834/36.
Page 42
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
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.
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
Wire (0.75mm )
Wire (0.75mm )
Page 44
Page 45
Oil pump:
FIXING NUT
NOTE:
DRIVE GEAR
Slide oil pump drive gear "4" (internal taper free from grease) onto
OIL PUMP GEAR
grease-free taper of drive gear.
OIL PUMP GEAR
Oil pump gears must not be fitted dry
OIL PUMP HOUSING
(indicated by a note on gears 3/4)
FIXING BOLT M24X1.5 60NM
SEALING RING
Tightening torques:
COMPRESSION SPRING
Oil pump drive gear nut "1" M12x1.5..................................... 30 Nm
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
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.
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
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
Valve clearance, inlet valve
0.50 mm
Valve clearance, exhaust valve
0.50 mm
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)
Valve adjustment screw, inlet valve
Feeler gauge 0.50 mm
Valve bridge, inlet valve
Valve bridge, exhaust valve
Adjusting nut, exhaust valve
Adjusting screw, exhaust valve
Adjusting screw EVB
Lock nut EVB
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
Pre-tighten Allen screw to 2 Nm
5.
Pressure pipe with filter and anti-rotation locking device
Pre-tighten pressure screw to 10 Nm
6.
Copper washer
Tighten Allen screw finally to 30 Nm
7.
O-ring
Tighten pressure screw finally to 55 Nm
8.
Electrical connection
High-pressure pipe sleeve nut 10 Nm + 300
9.
Injector
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:
Rocker, exhaust valve
Valve adjustment screw
Fixing bolts (cylinder head cover)
9 Nm
Thrust washer
Retaining screw, rocker shaft (8) M8x50-8.8
22 Nm
Compression spring
Fixing screw, rocker mechanism M8x85-8.8
22 Nm
Thrust washer
Valve adjustment screw
Rocker, inlet valve
Retaining screw, rocker shaft
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.
Intake air
The gaskets are discontinuous between the individual channels.
Discharge opening in the event of leaks
See repair manual A 20 Page 6,105
Injector fuel return
Inlet manifold with integral injector return pipe
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. 700C to less than
200C (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
Engine inlet manifold
3 Waste gate bypass
timings.
to
EGR cooler
6 Engine
approximately 10% remains in the cylinder as a result of closing the
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)
(1) from turbocharger
b (2) to atmosphere
(3) to waste gate
d Electrical connector
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:
Fixing bolt M 8x55-8.8
23 Nm
Euro 4 control with infinitely variable adjustment
Connecting pipe, inlet manifold - EGR module
Cover
Peak pressure valves
Water outlet EGR cooler
EGR module
Water inlet EGR cooler
Exhaust gas connecting pipe - blocking valve and EGR cooler
Charge air temperature sensor .................. ..........................45 Nm
Exhaust gas inlet to EGR module
Cover for peak pressure valves......... M8x60-8.8 ..................22 Nm
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
Turbocharger, single-stage design
therefore easier for the HP compressor to quickly provide the
Seal for oil return pipe
required amount of air during acceleration.
Fixing bolt
When there is a high mass flow of exhaust gas, the high-pressure
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.
Charge air outlet
Exhaust gas inlet
Note:
Engine oil connector
The actual charge pressure can be interrogated with MAN_CATS 2.
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
Mark-space ratio in %
To atmosphere
Pressure at connector 3 to waste gate pe(kPa)
To waste gate
Electrical connector (PWM signal EDC 7) ca. 91 Ohm
Page 78 of 121
Page 79
CHARGE PRESSURE CHARACTERISTIC
Charge pressure (m bar)
Engine speed (rpm)
Torque (Nm)
Engine torque curve
Example of uncontrolled charge pressure.
Example of charge pressure with uncontrolled waste

gate.
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
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:
Drain screw
When changing the filter, do not suck out deposited dirt but
Sealing ring, heating element
allow it to run out through the drain screw.
Fuel filter for high-pressure pump
Fuel filter seal
Pre-filter
Sealing ring
Filter cover
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
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
Max. fuel quantity
the pump is changed or a new one fitted. Tighten the oil filler screw to
Min. fuel quantity
18 Nm. New fuel-lubricated version.
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
Page 97
CR HIGH-PRESSURE PUMP CP3

Unlike conventional diesel engines, the installation of the CR high-
Fuel feed from fuel filter
pressure pump requires no adjustments.
To rail
To tank
The CR pump is driven by the camshaft gear with a ratio of 1:1.67 to
To filter
the crankshaft.
Return to tank
From filter
When the engine is started, the signals from the speed sensor on the
To rail
camshaft drive gear and the flywheel speed sensor are synchronised.
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).
High-pressure section
Low-pressure section
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
Page 102
Page 103
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
Jet needle
High-pressure connector
opening pressure of 300 bar are fitted.
Coil
Valve ball
Electrical connector
Fuel return
Feed throttle
Drain throttle
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.
Page 104
Page 105
Combustion pressure characteristic:
Pre-injection
Main injection
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.
Page 106
Page 107
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)
Speed sensor signal from flywheel
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).
Page 108
Page 109
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 153624 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.
Page 110
Page 111
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).
Page 112
Page 113
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
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.
(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
Difference (rpm) Maximum difference 5 rpm between the

individual cylinders
Remedies:
Adjust valves, valve damage, piston ring damage etc.
before BDC for all cylinders.
Page 114
Page 115
WATER PUMP
Coolant pump fixing bolts 23 Nm
Note:
Coolant pump
Smear sliding seal and coolant pump shaft with coolant according to
Coolant pump gasket
MAN standard 324 Type N before fitting.
Sliding seal
Press bearing (6) into the coolant pump as far as the stop with a
Impeller
suitable fitting tool.
Coolant pump bearing
(Do not touch the sliding seal with your fingers).
Circlip
Coolant pump hub
Fixing bolts
10
Coolant pump housing
11
Gasket
Page 116
Page 117
COMPRESSOR
1
Air compressor with resonance reservoir
A single-cylinder air compressor with optionally 238 cm3 or 350 cm3
O-ring, air compressor oil hole (Vaseline 09.15014-0001)
is used in the TG1.
Fixing bolt 23 Nm
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
Steering pump driving disc
is driven by a spur gear on the camshaft. The system is designed for
O-ring, steering pump (techn. Vaseline 09.15014-0001)
an effective pressure of 12.5 bar.
Steering pump with 20/16.6/14 cm3/min
Fixing bolt, steering pump 23 Nm
Overpressure valve, opening pressure 17 bar +- 2 bar (200 Nm)
The steering pump (impeller pump) with a flow volume of 20 cm /min,

3
16.6 cm /min or 14 cm /min is mounted on the rear face of the air

compressor.
Page 118
Page 119
GLOW PLUG STARTING SYSTEM

1
Manual pump
FSC
Terminal 15 on
3 /5
Fuel pipe
Flame start relay clocked at f= 1 Hz at a voltage of > 21.5V
Solenoid valve Y100 (17300 12mm)
The flame start relay is continuously energised at a voltage of
BERU glow plug R 100 (17301 62mm)
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.
Page 120
Page 121

Engine Training Course D 0834/36.: Common Rail Edc 7

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Engine Training Course D 0834/36.: Common Rail Edc 7

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Engine training

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2005 MAN Nutzfahrzeuge Aktiengesellschaft

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EXHAUST VALVE BRAKE.......................................................................... 32

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Common Rail EDC 7

AGR blocking valve with stepless control

Exhaust gas retreatment system:

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ASSOCIATION OF POWER UNITS WITH RANGES AND VEHICLE TYPES

xx. 150 BHP (110KW)

xx. 180 BHP (132KW)

xx. 206 BHP (150KW)

xx. 240 BHP (176KW)

xx. 280 BHP (206KW)

xx. 326 BHP (240KW)

xx. 240 BHP (176KW)

xx. 240 BHP (176KW)

xx. 280 BHP (206KW)

xx. 280 BHP (206KW)

xx. 150 BHP (110KW)

xx. 180 BHP (132KW)

xx. 206 BHP (151KW)

xx. 240 BHP (176KW)

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EXPLANATION OF ENGINE CODE

Engine type designation

MAN - Werk Nrnberg

Fuel type (diesel)

+ 100 = Bore diameter e.g. 128 mm

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

Number of cylinders 6 = 6 cylinders,

Charging type (turbocharger with charge air cooling)

Bus rear-mounted, vertical engine

Bus rear-mounted, horizontal engine

Engine variant, particularly important for technical data

Dimensional variation 0.10 mm

Dimensional variation 0.25 mm

Big end bearing journal

Main bearing journal

Camshaft mushroom tappet (S1 0.25 mm oversize)

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ENGINE IDENTIFICATION NUMBER

Engine type code

Order of assembly (progress number on day of assembly)

Overview of injection pump/controller

Overview of air compressor

Special equipment such as engine-dependent auxiliary output drive

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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.

has an external exhaust gas recirculation system. The exhaust gas

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

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4-stroke turbodiesel with charge air cooler

Direction of rotation viewed from flywheel end

Max. cut-off speed rpm