Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
Euro 3/4
This document is intended to be used exclusively for training and is not covered by the ongoing update and amendment service.
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 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) Exhaust gas retreatment system: PM catalytic converter (with OBD sensors) Additional silencers 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 Injection system
Page 5
Block N I / N II
43
Page 7
A B C D E F G
Engine type code Assembly date 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
The common rail engines are liquid-cooled, 4-stroke in-line engines with exhaust gas turbocharger and air/air charge air cooling.
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 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.
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. .
Page 9
Working principle
4-stroke turbodiesel with charge air cooler 6/vertical in line 7-jet direct injection 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
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
Page 10
Page 11
4-stroke turbodiesel with charge air cooler 6/vertical in line 7-jet direct injection left 4 108/125 6.871 18:1 160 240/326 at 2400 1-5-3-6-2-4 fan side 2400 1200 Nm at 1200-1800
1.2 0.560 0.060 4.090 600 rpm 50 ca. 2640 IV 0.50/EV 0.50 mm 0.35 mm 26 - 30 bar max. 4 bar
Number of cylinders/Design
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
Page 12
Page 13
D0836 LOH 41
K value (m 1) Working principle 4-stroke turbodiesel with charge air cooler 6/vertical in line 7-jet direct injection left 4 108/125 6.871 18:1 160 176/240 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 Max. cut-off speed rpm Valve clearance with engine cold EVB clearance with engine cold Compression pressure Permissible pressure diff. between ind. cylinders Coolant Oil quantity min/max Fuel system Weight (dry) 21/26 L Bosch Common Rail ca. 595 kg 600 rpm 50 ca. 2640 IV 0.50/EV 0.50 mm 0.35 mm 26 - 30 bar max. 4 bar Number of cylinders/Design Combustion process 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
Page 14
Page 15
D0836 LOH 40
K value (m 1) CO (G/KWH) HC (g/KWh) NOX (G/KWH) Idle speed Max. cut-off speed rpm Valve clearance with engine cold EVB clearance with engine cold Compression pressure Permissible pressure diff. between ind. cylinders Coolant Oil quantity min/max. Fuel system Weight (dry) 21/26 L Bosch Common Rail ca. 600 kg 600 rpm 50 ca. 2640 IV 0.50/EV 0.50 mm 0.35 mm 26 - 30 bar max. 4 bar
4-stroke turbodiesel with charge air cooler 6/vertical in line 7-jet direct injection 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
Number of cylinders/Design
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
Page 16
Page 17
D0836 LUH 41
K value (m 1) CO (G/KWH) HC (g/KWh) NOX (G/KWH) Idle speed Max. cut-off speed rpm Valve clearance with engine cold EVB clearance with engine cold Compression pressure Permissible pressure diff. between ind. cylinders Coolant Oil quantity min/max Fuel system Weight (dry) 21/26 L Bosch Common Rail ca. 640 kg 600 rpm 50 ca. 2640 IV 0.50/EV 0.50 mm 0.35 mm 26 - 30 bar max. 4 bar
4-stroke turbodiesel with charge air cooler 6/vertical in line 7-jet direct injection left 4 108/125 6.871 18:1 160 176/240 at 2400 1-5-3-6-2-4 fan side 2400 925 at 1200-1800
Number of cylinders/Design
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
Page 18
Page 19
D0836 LUH 40
K value (m 1) CO (G/KWH) HC (g/KWh) NOX (G/KWH) Idle speed Max. cut-off speed rpm Valve clearance with engine cold EVB clearance with engine cold Compression pressure Permissible pressure diff. between ind. cylinders Coolant Oil quantity min/max. Fuel system Weight (dry) 21/26 L Bosch Common Rail ca. 640 kg 600 rpm 50 ca. 2640 IV 0.50/EV 0.50 mm 0.35 mm 26 - 30 bar max. 4 bar
4-stroke turbodiesel with charge air cooler 6/vertical in line 7-jet direct injection 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
Number of cylinders/Design
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
Page 20
Page 21
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. 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 Stage 1 = 321.77 - 321.80 mm Stage 2 = 321.57 - 321.60 mm Stage 3 = 321.37 - 321.40 mm 0.0 mm - 0.2 mm - 0.4 mm - 0.6 mm
Surface roughness of crankcase sealing surface 16 m Main bearing bolts 115 Nm + 90o+10 (do not reuse) Dry cylinder liner Flywheel bolts 100 Nm + 90o+10 (do not reuse)
B C D
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.
Note:
Version-dependent (with and without cylinder liners)
Page 22
Page 23
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" "C" "I" Collar depth 4.04 - 4.06 mm Depth of collar recess Collar projection 4.00 - 4.03 mm 0.01 - 0.06 mm
Note:
Do not use grease or engine oil when fitting the lining. ONLY MOLYCODEPOWDER
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. 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 N1 P H S = Normal size = 0.1 mm dimensional variation = Crankshaft, big end bearing N1 = Crankshaft, main bearing N1 = Tappet bore N1 E F G I X . B D A Flywheel angle bolt. 100 Nm + 90o 150 Nm + 90o 0.60 1.60 mm 0.15 0.50 mm Crankshaft journal diameter Crankshaft - main bearing internal Radial play Crankshaft axial play STD 76.81 - 77.00 mm STD 77.04 77.08 mm 0.04 0.10mm 0.15 0.28 mm
determined by the axial thrust washers C fitted to the 4th main bearing (one repair stage possible)
(Note different lengths! No WVW) Vibration damper (no WVW) Main bearing spread (Miba) (Glyco)
V-belt pulley with vibration damper (vulcanised rubber insert) Loctite 574TB sealant for crankshaft gear Main bearing bolts 115 Nm + 90o
Sealing rings (PTFE). Fit in dry condition only. Fit axial discs with oil pockets facing the crankshaft
Page 26
Page 27
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
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.
Page 28
Page 29
Page 30
Page 31
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. 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. 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
Fitting dimensions
Page 32
Page 33
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. Note: G: Oil scraper ring bevelled ring F: Sealing ring taper-faced ring Height End clearance 2.50 2.52 mm 0.40 to 0.65 mm E: Compression ring double-sided trap. ring Height End clearance 4.00 mm 0.30 to 0.55 mm 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
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.
Engine D0836 LF44 (326 BHP) with cooling channel pistons Engine D0836 LF41 (280 BHP) without cooling channel pistons
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 valve timings. "4" Camshaft gear with 7 reference marks for EDC ECU 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. "5" Collar screw, spectacle flange "7" Collar screw, camshaft gear 23 Nm 65 Nm "1" Camshaft (external or internal exhaust gas recirculation design) "2" Guide pin "3" Thrust washer
Page 36
Page 37
Camshaft bushes .................................. 51.000 51.030 mm Camshaft bearing diameter ........................ 50.910 50.940 mm Radial play ..................................................... 0.060 0.120 mm
Page 38
Page 39
VALVE TIMINGS
The valve timings are checked with the specified valve clearance. "A": Valve timings: Engine D 0836 external exhaust gas recirculation "A": Valve timings: Engine D 0834 external exhaust gas recirculation Inlet opens D 0834 6 32 63 13 before TDC after BDC before BDC after TDC
Inlet opens
18 32 63 29
Exhaust closes
"B": Valve timings: Engine D 0834 internal exhaust gas recirculation Exhaust closes D 0834 59 after TDC
Inlet opens
D 0836
18 32 63 1
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 the mark on crankshaft gear "B" identified by " - - ". Tightening torques: A B C D E F G H Note: Intermediate gear "D" is mounted with the VP 44 radial injection pump as on engine D0834/36. 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
Page 42
Page 43
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. "C" Oil filter bottom valve (drainage protection) Opening pressure........................ 0.2 0.1 bar Oil pressure switch B 104: Wire (0.75mm2) Wire (0.75mm ) Wire (0.75mm )
2 2
The oil pressure must be checked when the engine is warm. "A" Oil pressure control valve Opening pressure........................ 5.0 6.0 bar
"B"
60155 Pin 1 to EDC A40 60158 Pin 2 to EDC A37 60137 Pin 3 to EDC A20
Page 44
Page 45
Oil pump:
1 2 3 4 5 6 7 8 9 10
FIXING NUT DRIVE GEAR OIL PUMP GEAR OIL PUMP GEAR OIL PUMP HOUSING FIXING BOLT M24X1.5 60NM SEALING RING COMPRESSION SPRING PISTON INTERMEDIATE PLATE
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
ENGINE OIL PRESSURE CONTROL VALVE: WITH 9 PISTON - 8 SPRING 7 SEALING RING
Measure gear height at different positions Measure housing depth: Housing depth 25.000 25.033 mm
Page 46
Page 47
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
Oil filter cover spanner 1 ..................................... 80.99606.0581 Oil module seal 8 Replace sealing rings 3/10 when changing filter
Page 48
Page 49
NOTE: 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 Checking oil spray nozzles 3 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 Oil pressure valve fully open................................... 1.9 2.1 bar Oil pressure valve begins to open .......................... 1.4 1.6 bar
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 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. 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 C .........Fixing bolt M10x35-8.8 D .........Compressor gear E..........Drive housing 45 Nm A .........Left-hand threaded bolt M16x1.5x45-8.8LH 100 Nm+90 B .........Belt pulley
Page 52
Page 53
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. "2" Valve seat angle 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). "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) "3" Valve recess distance Exhaust "A" .............................................. 0.60 0.90 mm Inlet "B" .................................................... 0.30 0.60 mm Exhaust valve ................................................................ 90o Inlet valve .................................................................... 120o "1" Height of cylinder head Overall height "A"............................. 109.85 110.15 mm Minimum size.................................... 109.35 110.05 mm
Page 54
Page 55
Page 56
Page 57
VALVE ADJUSTMENT: IGNITION SEQUENCE: D 0834 1 - 3 4 2 IGNITION SEQUENCE: D 0836 1 - 5 3 6 2 4 1 2 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
Overlap Adjustment
= =
624153 153624
0.50 mm 0.50 mm 0.35 mm
3 4 5 6 7 8 9
A B C
Valve clearance, inlet valve Valve clearance, exhaust valve Clearance, rocker braking device
Fixing bolt (cylinder head bolt) Fixing bolt, bottom cable shaft M6x1 (8.8) Lock nut, valve adjustment screw M10x1 (8.8)
9 Nm 9 Nm 40 Nm
The valve clearances are adjusted with the engine cold (T < 500)
Page 58
Page 59
Fitting an injector:
1 Do not remove the injector from the box until immediately
Before removing the injector, always remove the appropriate pressure pipe support first.
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.
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.
Page 60
Page 61
Page 62
Page 63
ROCKER MECHANISM
1 2 3 4 5 6 7 8 9 10 11
Rocker, exhaust valve Valve adjustment screw Thrust washer Compression spring Thrust washer Valve adjustment screw Rocker, inlet valve Retaining screw, rocker shaft Rocker shaft Rocker block Adjusting screw EVB
Technical data: Fixing bolts (cylinder head cover) Retaining screw, rocker shaft (8) M8x50-8.8 Fixing screw, rocker mechanism M8x85-8.8 9 Nm 22 Nm 22 Nm
Page 64
Page 65
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.
As the piston is under oil pressure, it is pushed in the same direction as the briefly opening valve, but cannot return, as the countersupport 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.
Page 66
Page 67
Page 68
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.
Page 69
Page 70
Page 71
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.
Electropneumatically controlled blocking valve Exhaust butterfly valve PM Kat (Euro 4 engine) (1) from turbocharger (3) to waste gate b (2) to atmosphere d Electrical connector 9 Low-pressure stage
External EGR:
With external exhaust gas recirculation, the exhaust gas is extracted from the exhaust manifold and cooled in the EGR module.
PM a c
Page 72
Page 73
A B C D E F G H I J
23 Nm
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
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 Exhaust gas inlet to EGR module Blocking valve EGR module
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
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)
Page 74
Page 75
TURBOCHARGER
Maintenance-free exhaust gas turbocharger, 1-stage charging with waste gate Waste gate opening starts at Waste gate stroke A B C D Turbocharger, single-stage design Seal for oil return pipe Fixing bolt Fixing bolt 1.52 bar 1.1 2.6mm
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.
2-stage charging, via timing valve controlled exhaust gas turbocharger in the D0834 LFL42 151 kW 4-cylinder engine
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.
1 2 3 4
Charge air outlet Exhaust gas inlet Engine oil connector Intake air inlet 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.
Page 76
Page 77
Page 78 of 121
Page 79
A B C D E
Charge pressure (m bar) Engine speed (rpm) Torque (Nm) Engine torque curve Example of uncontrolled charge pressure.
Page 80 of 121
Page 81
Page 82
Page 83
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 highpressure 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. Caution: Do not touch live parts on the injector electrical connector when the engine is running.
Page 84
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. It is therefore essential that the measures described below are observed before starting work: 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.
Page 85
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). 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 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. 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. container. The connecting openings of all removed parts of the clean-side fuel system must be sealed immediately with suitable sealing caps.
Page 86
Bus engine
NOTE: Risk of damage due to contamination! Remove injectors:
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.
After removal: Flush out the injectors with the high-pressure connection hole pointing downwards using a cleaning fluid
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.
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.
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
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. 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 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. 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)
Page 90
Page 91
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. Note: The system is bled by slackening and operating the hand pump. A B C D E F H J Drain screw Sealing ring, heating element Fuel filter for high-pressure pump Fuel filter seal Pre-filter Sealing ring Filter cover Electrical connector - filter heater and fuel temperature 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.
Page 92
Page 93
Page 94
Page 95
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. C D E Max. fuel quantity Min. fuel quantity Trapezoidal slot Mark-space ratio 100% No pumping min. input pressure Mark-space ratio 0% Maximum pumping max. input pressure 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).
Page 96
Page 97
NOTE: The starting process takes somewhat longer with CR engines than with conventional diesel engines (finding TDC mark).
Page 98
Page 99
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.
Page 102
Page 103
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. Components: 1 3 5 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. 7 9 Jet needle Coil Electrical connector Feed throttle Drain valve ball 2 4 6 8 High-pressure connector Valve ball Fuel return Drain throttle
In the Euro 4 engines, the injectors are designed with two-stage armatures.
B Large surface
Page 104
Page 105
A B F
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. Exception: The 326 BHP D0836 LF44 engine has no pre-injection at higher 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 Note: Better particle reduction is achieved by the use of secondary injection (F). The particle discharge is strongly dependent on the fuel-air mixture.
Page 106
Page 107
Page 108
Page 109
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 Drive vehicle until warm, do not leave running 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 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. 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 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. 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 cylinder is not working well in motoring mode. (Check the engine mechanics). knocks) Value too low (quantity too large, engine knocks) Rate of change of speed: same level A deviation of about +- 25 from this average value is still acceptable amount.
Page 112
Page 113
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) 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) 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. C B Maximum speed (rpm) Measurement at ca. 70 before TDC (maximum difference 3 rpm between the individual cylinders) Difference (rpm) Maximum difference 5 rpm between the individual cylinders Strong braking, i.e. a low speed before TDC, indicates relatively good compression.
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.
Page 114
Page 115
WATER PUMP
1 2 3 4 5 6 7 8 9 10 11
Coolant pump fixing bolts 23 Nm Coolant pump Coolant pump gasket Sliding seal Impeller Coolant pump bearing Circlip Coolant pump hub Fixing bolts Coolant pump housing 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).
Page 116
Page 117
COMPRESSOR
1 A single-cylinder air compressor with optionally 238 cm3 or 350 cm3 is used in the TG1. 2 3 4 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 cm /min, 16.6 cm /min or 14 cm /min is mounted on the rear face of the air compressor.
3 3 3
Air compressor with resonance reservoir O-ring, air compressor oil hole (Vaseline 09.15014-0001) Fixing bolt 23 Nm O-ring, air compressor housing (techn. Vaseline 09.150140001)
5 6 7 8 9
Steering pump driving disc O-ring, steering pump (techn. Vaseline 09.15014-0001) 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)
Page 118
Page 119
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)
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.
Page 120
Page 121