Man D 2866 LUE 605, D 2866 LUE 602 Repair Manual

Preface

This Repair Manual is designed to facilitate competent repair of the engines listed herein. The pictures and relevant descriptions show typical work that may not always be applicable to the engine in

hand, which nevertheless does not mean that they are not correct. In such cases the repair work is to be planned and carried out in a similar way.

Please note that all jobs described in this Repair Manual were carried out on an engine which was not installed.

The expert knowledge necessary for handling Diesel engines was taken for granted when this publication was compiled.

Any repair of components such as injection pump, alternator etc. ought to be left to our or the manufacturer’s service department.

Yours faithfully, MAN Nutzfahrzeuge Aktiengesellschaft Nuremberg Works

We reserve the right to make technical modifications in the course of further development.  2003 MAN Nutzfahrzeuge Aktiengesellschaft

Reprinting, copying or translation, even in the form of excerpts, is forbidden without the written permission of MAN. MAN expressly reserves all rights in accordance with the law on copyright.

MTDA Technical status: 06.2003 51.99598-8103

1

Instructions

Important instructions which concern technical safety and protection of persons are emphasised as shown below.

Danger:

This refers to working and operating procedures which must be complied with in order to rule out the risk to persons.

Caution:

This refers to working and operating procedures which must be complied with in order to prevent damage to or destruction of material.

Note:

Explanations useful for understanding the working or operating procedure to be performed.

Fitting flat seals / gaskets

Flat seals/gaskets are often inserted with sealing agents or adhesives to make fitting them easier or to achieve better sealing. Flat seals may slip in operation due to the “sewing-machine” effect, in particular if they are used between parts with different rates of linear expansion under heat (e.g. aluminium and cast iron), and leaks may then occur.

Example:

the cap of the front crankshaft seal. If a sealing agent or an adhesive is used here the flat seal will move inwards in the course of time as a result of the different expansion rates of the materials. Oil will be lost, for which the shaft seal may be thought to be responsible.

Flat seals / gaskets can be fitted properly only if the following points are observed:

D Use only genuine MAN seals/gaskets.

D The sealing faces must be undamaged and clean.

D Do not use any sealing agent or adhesive - as an aid to fitting the seals a little grease can be used if

necessary so that the seal will stick to the part to be fitted.

D Tighten bolts evenly to the specified torque.

Fitting toric seals

D Use only genuine MAN toric seals.

D The sealing faces must be undamaged and clean.

D Always wet toric seals with engine oil before fitting them

2

Engine type classification

All the engines dealt with here are related in terms of their design and make up a family.

The type classification, which is made up of a series of letters and numbers, reveals some of the features of the engine in question provided the reader is familiar with the underlying nomenclature.

We will explain the system using model D 2866 LUE 602 / 605:

D The “D” at the start of the type classification stands for “diesel”.

28 The numbers “28” indicates that the power plant in question has a bore of 128 mm.

6 The “6” means 160 mm stroke. This figure is, however, only approximate for this model.

The actual stroke is 155 mm.

6 The “6” indicates the number of cylinders 6

L This letter stands for “charge-air cooling” (German: Ladeluftkühlung)

U The “U” stands for “Underfloor”

E The “E” stands for “fitted engine” (German: Einbaumotor) and is intended to distinguish MAN

vehicle engines

602/6.. This is a factory-internal development number.

5

Safety instructions

General information

This brief overview summarises important instructions and is structured into areas of main concern in order to impart the knowledge necessary to prevent accidents involving injury to persons, damage to the engine or other property and harm to the environment. Additional notes are included in the operator’s manual for the engine.

Important: If despite all safety precautions an accident occurs as a result of contact with caustic acids, penetration of fuel into the skin, scalding with hot oil, anti-freeze splashes into the eyes etc, consult a doc-

tor immediately!

1. Instructions for preventing accidents with injury to persons

Checks, setting jobs and repair work must be carried out by authorised skilled personnel only.

D When carrying out maintenance and repair work, ensure that the engine cannot be ac-

cidentally started from the bridge by unauthorised persons.

D The engine must be started and operated by authorised personnel only.

D When the engine is running, do not get too close to revolving components. Wear tight-

fitting working clothes.

D Do not touch hot engine with bare hands: risk of burning yourself.

D Keep engine vicinity, ladder and steps free of oil and grease. Accidents resulting from

slipping may have serious consequences.

D Work only with tools that are in good condition. Worn spanners slip: risk of injuries.

D Persons must not stand under an engine suspended from a crane hook. Keep lifting

gear in good order.

D Open coolant circuit only after the engine has cooled down. If opening the coolant cir-

cuit while the engine is hot is unavoidable, observe the instructions in the chapter “Maintenance and care” in the Operator’s Manual.

D Neither retighten nor open pressurised pipelines and hoses (lube oil circuit, coolant cir-

cuit and downstream hydraulic oil circuit if fitted): risk of injuries resulting from emerging fluids.

D When checking the injection nozzles, do not hold your hands in the fuel jet. Do not in-

hale fuel mist.

6

Safety instructions

D When working on the electrical system, unplug earth cable from battery first and recon-

nect it last to avoid short-circuits.

D Observe the manufacturer’s instructions for handling batteries.

Caution: Battery acid is toxic and caustic. Battery gases are explosive.

D When carrying out welding work, observe the “Information sheets for welders”.

2. Instructions for preventing damage to the engine and premature wear

D Prior to repairing the engine, clean it thoroughly. Ensure that dirt, sand or foreign matter will

not get into the engine during repair work.

D In the event of operational faults immediately identy the cause and rectify to prevent more serious dam-

age.

D Always use genuine MAN parts only. Installation of “equally” good parts from other suppliers may cause

severe damage for which the workshop carrying out the work is responsible.

D Never operate the engine while it is dry, i.e. without lubricant or coolant.

Use a suitable label to mark engines not ready for operation.

D Only use operating materials (fuel, engine oil, antifreeze and anticorrosion agents) approved by MAN.

Ensure that everything is kept clean. Diesel fuel must be free of water.

D Do not fill up with engine oil above the max. notch on the dipstick. Do not exceed the engine’s

maximum permissible operating inclination.

Non-compliance with these instructions may cause severe engine damage.

D Control and monitoring devices (charge check, oil pressure, coolant temperature) must work faultlessly.

D Observe the instructions for operating the alternator; see chapter “Commissioning and operation” in the

Operator’s Manual.

7

Safety instructions

3. Instructions for preventing environmental damage

Engine oil and filter cartridges and elements, fuel/fuel filters

D Take old oil to an old oil disposal point only.

D Ensure without fail that oil and Diesel fuel will not get into the sewerage system or the ground.

Caution:

Danger of contaminating potable water!

D Treat filter elements and cartridges as special waste.

Coolant

D Treat undiluted anticorrosion and/or antifreeze agents as special waste.

D The regulations of the relevant local authorities are to be observed for the disposal of spent coolants.

4. Instructions for handling used engine oil *

Prolonged or repeated contact of any kind of engine oil with the skin causes the skin to degrease, which may result in dryness, irritation or inflammation. Old engine oil also contains hazardous substances which in animal experiments have caused skin cancer. Handling old engine oil does not pose any health hazard if the basic safety and hygiene related regulations are observed.

Health and safety regulations:

D Avoid prolonged, excessive or repeated contact of old engine oil with the skin.

D Use a suitable skin protection agent or wear protective gloves. D Clean the skin that has been in contact with engine oil.

- Wash yourself thoroughly with soap and water. A nailbrush is an effective aid.

- Special hand cleaning agents facilitate cleaning soiled hands.

- Do not use petrol, Diesel fuel, gas oil, fluxes or solvents as cleaning agents.

D After washing apply moisturising handcream to your skin. D Change oil-soaked clothes and shoes.

D Do not put any oil-soaked cloths into pockets.

Pay meticulous attention to the proper disposal of old engine oil.

- Old oil is a water hazard -

Therefore, do not pour any old oil into the ground, the drains or the sewerage system. Any violation of this rule is punishable.

Collect and dispose of old engine oil properly. For information concerning collection points, contact seller, supplier or the local authorities.

∗ Based on the “Information sheed for handling used engine oil”

(Notes on how to handle old engine oil).

8

General notes on engine overhaul

The service life of an engine is influenced by very different factors. It is therefore not possible to specify certain fixed numbers of operating hours for general overhauls.

In our view, it is not necessary to open up and engine or perform a general overhaul as long as the engine has good compression values and the following operating values have not changed significantly in relation to the values measured on commissioning the engine:

D Power D Exhaust temperature

D Coolant and lubricant temperature D Oil pressure and oil consumption

The following criteria greatly influence the length of the engine service life:

D Correct power setting in accordance with conditions of use

D Technically correct installation D Inspection if installation by authorised personnel

D Proper design and setting of and supply to the mixture formation system and the

ignition system

D Selection and quality of lubricants, gas and coolant

according to publication “Fluids and lubricants for MAN Diesel Engines”

9

Commissioning after engine overhaul

Pressurisation

It is extremely important for internal combustion engines (following the completion of repair work, i.e. in their dry state) to be pressurised with lube oil before being recommissioned. This procedure can also be used for ascertaining damage and its causes.

If engines are not pressurised, the risk of premature damage to bearing surfaces is very high because it takes a relatively long period of time for the lube oil drawn in from the oil pan via the oil pump to reach the individual bearings.

Such incipient damage need not necessarily lead to immediate bearing failure, but may impair the proper functioning of the bearings and reduce their service lives.

Schematic diagram of the flow of oil in non-pressurised engines (source: MIBA)

10

Commissioning after engine overhaul

Pressurising an engine affords the following advantages: D All engine parts are lubricated before engine startup; a lubricating film can be built up inside the bea-

rings as early as after the first few rotations of the crankshaft, thereby preventing damage to the bearing races.

D Any loss of oil, be it the result of excessively large bearing play or leaks from the crankcase or from

crankcase bores which may not be plugged, can be detected immediately. For this purpose, mount the engine on an assembly dolly, remove the oil pan and install a suitable oil collector under the crankcase in such a way that the bearings are visible.

Performance of pressurisation: At least 30% of the total oil quantity is forced from the pressurisation container into the engine oil circuit.

The operating pressure serves as the yardstick for the pressure to be forced in and must not be exceeded. The pressurisation container is connected up to the engine oil circuit at the oil filter head (screw plug, arrowed).

11

Notes

.............................................................................................................................................

12

Fault table

Operating faults and possible causes

We recommend

A repair is only complete when both the damage that occurred and the possible causes have been elimina-

ted. Finding out the cause of damage is often more difficult than repairing the damage that occurred. We

therefore recommend that you obtain a precise description of the operating fault before removing and dis-

mantling components. Then use a process elimination (questions) to pinpoint the probable causes and in-

vestigate and eliminate these successively on the basis of the table and your own experience. This helps

to reduce repairs to the required scale and to counteract claims regarding “overeager” replacement of parts

and complaints about expensive work and down time.

Note:

The following list is conceived as an aid to memory for experts so that to causes of damage are overlooked

when dealing with faults. The precondition for this, however, is that the experts are familiar with the Repair

Manual for the engine as well as the accompanying Operating Instructions and the publication “Fuels, Lu-

bricants and Coolants for MAN Diesel Engines”.

13

Troubleshooting chart

1. EDC self-diagnosis or flash code output

2. Starter turns over engine only slowly or not at all

3. Starter turns, engine does not start, engine does not start / difficult to start when cold

4. Engine stalls (dies) during operation, no longer starts (starter turns), engine does not start / starts with difficulty when hot

5. Sudden, temporary engine shut-down, engine does not reach full revs

6. Engine only runs at idle speed, no throttle response

7. Engine only runs at increased idle speed, no throttle response

8. Rated engine speed distinctly reduced (even under no load)

9. Reduced output in all ranges

10. Irregular engine operation, traction loss

11. Unstable idle speed, engine hunting, misfiring, knocking in engine

12. Engine judder

13. Unusual combustion noise

14. Excessive smoke emission: White smoke / blue smoke

15. Excessive smoke emission: Black smoke

16. Engine temperature too high (coolant loss)

17. Intermediate engine speed control cannot be activated / does not switch off, engine revs too high

18. Fuel consumption too high

19. Lubricating oil pressure too low

20. Lubricating oil pressure too high

21. Lubricating oil consumption too high

22. Engine too loud / mechanical noise

Possible causes

x x Batteries discharged, battery lead connections loose or corroded, break in power

x Crank gear blocked x x Starter solenoid switch sticks (clicks) / defective, cable connection loose or dam-

x x Starter / starter interlock relay defective (carbon brushes worked loose / worn,

x x x x Engine oil viscosity unsuitable, not suitable for ambient temperature, lubricating

x x Oil level in sump too high

x Oil level in sump too low, oil in sump too thin (mixed with condensate or fuel) x Engine temperature too high x Oil filter clogged x x Oil pressure gauge faulty x Safety valve in oil circuit defective (does not close, spring fatigued or broken) x x Bearing wear x Oil pump gears worn

x x x Engine cold

x Lubricating oil entering combustion chamber (piston rings worn, piston rings

x x Piston rings heavily worn, broken x x Piston pin or crankshaft bearing worn

x x x Valve clearance not correct x x Valves jam x x x x Compression deficient, or more than 3-4 bar pressure difference between individ-

x x x Valve seats leaking

o x x Increased power consumption due to faulty secondary consumers such as hy-

x x x x x Air cleaner soiled or clogged, charge-air system leaking, air inlet / exhaust lines

x x x x x x x x x Fuel low pressure system: fuel tank, prefilter, water trap faulty / clogged / mould /

circuit

aged

winding defective, short to ground)

oil quality does not correspond to specifications

x Crankshaft timing gears worn, tooth flank backlash too great

broken) - valve stem guide worn - overpressure in crankcase (crankcase vent clogged)

x Relief valve in oil circuit faulty (does not open), oil lines / oil galleries clogged

x Leaks in lubricating oil circuit, particularly at turbocharger and oil cooler

x Valve stems worn

ual cylinders

draulic pumps, fan, etc, power take-off engaged

clogged / leaking

fungal attack, fuel unsuitable / heavily contaminated (paraffin added)

x = Probable o = Possible

14

Troubleshooting chart

1. EDC self-diagnosis or flash code output

2. Starter turns over engine only slowly or not at all

3. Starter turns, engine does not start, engine does not start / difficult to start when cold

4. Engine stalls (dies) during operation, no longer starts (starter turns), engine does not start / starts with difficulty when hot

5. Sudden, temporary engine shut-down, engine does not reach full revs

6. Engine only runs at idle speed, no throttle response

7. Engine only runs at increased idle speed, no throttle response

8. Rated engine speed distinctly reduced (even under no load)

9. Reduced output in all ranges

10. Irregular engine operation, traction loss

11. Unstable idle speed, engine hunting, misfiring, knocking in engine

12. Engine judder

13. Unusual combustion noise

14. Excessive smoke emission: White smoke / blue smoke

15. Excessive smoke emission: Black smoke

16. Engine temperature too high (coolant loss)

17. Intermediate engine speed control cannot be activated / does not switch off, engine revs too high

18. Fuel consumption too high

19. Lubricating oil pressure too low

20. Lubricating oil pressure too high

21. Lubricating oil consumption too high

22. Engine too loud / mechanical noise

Possible causes

x x x x x x x x Fuel low pressure system: Fuel lines leaking, broken, clogged x x x x x x x Fuel low pressure system: AIR in the system

x x x x x x x x x Fuel low pressure system: delivery pump, overflow valve, main filter x x x x x o x x Fuel high pressure system: nozzles faulty / clogged / leaking / coked

x x x x o Fuel high pressure system: pressure lines - constriction, cavitation, leaking

x x o x x x x o Fuel high pressure system: injection pump worn / incorrectly set

o x o o Fuel high pressure system: injection pump constant-pressure control valve / re-

x x x o x EHAB defective, drive faulty o o o x o x x x Injection pump / engine synchronisation: start of delivery incorrect (basic installa-

x x x x o x o Injection pump controller: stiff movement - fuel volume regulator (control devi-

x x x x o Control rod position sensor in regulator: connection lines, break, short-circuit

o o o Control rod position sensor in regulator: set incorrectly

x x o Control rod position sensor in regulator: capacitance reserve of the wiring har-

x o x o o Injection pump: fuel volume set incorrectly / uniform delivery, lower idle speed set

x o x x x Delivery actuating solenoid in controller: Connection lines, break, short-circuit, or

x x x x x o Drive stage selection defective:Connection lines, short-circuit, break x EDC rpm sensor defective, implausible with auxiliary rpm sensor, line defective

x o EDC rpm sensor, polarity reversed x EDC auxiliary rpm sensor defective, implausible with rpm sensor, line defective x x x x o o o o EDC detects incorrect engine speed (interference signal on rpm sensor line) x x x x o Both rpm sensors faulty, line fault x x x EDC boost pressure sensor: faulty, incorrect, implausible with atmospheric pres-

x x o x Exhaust turbocharger leaking or faulty

x Intercooler leaking, faulty

x x Flame starting system defective x o x x o x EDC coolant temperature sensor: faulty, line fault x x x EDC charge-air temperature sensor: faulty, line fault o x x Radiator dirty or cooling system failure (temperatures too high) x = Probable

o = Possible

(turn on ignition when bleeding the system)

turn flow constrictor faulty

tion), start of delivery set incorrectly

ation)

ness too low (e.g. water penetrated wiring harness)

too low

CAN-Bus

sure sensor, line fault

x Turbine and compressor rotor in turbocharger dirty (out-of-balance, irregular run-

ning)

15

Troubleshooting chart

1. EDC self-diagnosis or flash code output

2. Starter turns over engine only slowly or not at all

3. Starter turns, engine does not start, engine does not start / difficult to start when cold

4. Engine stalls (dies) during operation, no longer starts (starter turns), engine does not start / starts with difficulty when hot

5. Sudden, temporary engine shut-down, engine does not reach full revs

6. Engine only runs at idle speed, no throttle response

7. Engine only runs at increased idle speed, no throttle response

8. Rated engine speed distinctly reduced (even under no load)

9. Reduced output in all ranges

10. Irregular engine operation, traction loss

11. Unstable idle speed, engine hunting, misfiring, knocking in engine

12. Engine judder

13. Unusual combustion noise

14. Excessive smoke emission: White smoke / blue smoke

15. Excessive smoke emission: Black smoke

16. Engine temperature too high (coolant loss)

17. Intermediate engine speed control cannot be activated / does not switch off, engine revs too high

18. Fuel consumption too high

19. Lubricating oil pressure too low

20. Lubricating oil pressure too high

21. Lubricating oil consumption too high

22. Engine too loud / mechanical noise

Possible causes

x Coolant level too low, air in coolant circuit x V-belt for water pump drive not tensioned correctly

x Incorrect V-belt tension x Water pump leaking, faulty / thermostat faulty, does not open x Coolant lines leaking, clogged or twisted

x Coolant entering combustion chamber (cylinder head / gasket leaking)

x Resistor bank EDC control unit pin 51

x x x o o Power supply to EDC control unit interrupted or battery voltage too low /

x x o o Line terminal 15 to EDC control unit (pin 47) interrupted / loose contact

x Line defective: Pin 23 or 41

x o o o EDC control unit faulty (internal fault)

x x x x o o o x Incorrect EDC control unit (check MAN part number)

x x o Intermediate engine speed activated

x EOL programming terminated / voltage interrupt

x Afterrunning not completed (e.g. shut-down via EMERGENCY STOP)

x EOL programming: configuration incorrect

x Engine bearings worn

Relay K1 faulty

x = Probable o = Possible

16

Memoranda

.............................................................................................................................................

17

Engine views

21

3

4

11

65

10 9

7

8

18

Engine views

1 Injection pump

2 Crankcase breather

3 Oil filter

4 Turbocharger

5 Flame-starter sheathed-element glow plug

6 Solenoid valve for flame-starter

7 Electro-hydraulic cutout (EHAB) (only D 2866 LUE 602)

8 Oil drain plugs

9 Pilot clutch

10 TDC mark

11 Water pump

19

Engine lubrication diagram

Schematic diagram of engine lubrication system

20

19

18

17

16

15

21 1

2

3

4

5

6

7

14

1 Oil cooler 11 Oil pump

2 Bore for rocker arm lubrication 12 Oil suction pipe

3 Bore for oilcooler 13 Oil suction pipe

4 Bore for injection pipe-lubrication 14 Spray nozzles for piston cooling

5 injection pump 15 Bore for main bearing lubrication

6 Bore for oil cooler 16 Bore for thrust bearing

7 Bore for gudgeon pin lubrication 17 Oil pressure sensor

8 Oil pressure relief valve 18 Bore for camshaft bearing lubrication

9 Oil pump 19 Bypass valve

10 Oil suction pipe 20 Oil filter

13

1112

8910

21 Turbocharger

20

Fuel system diagram

Fuel system - Schematic diagram D 2866 LUE 602

1

2

3

43

5 6

11

1 Flame-starter sheathed-element glow plug 7 Hand pump 2 Soleniod valve 8 Fuel filter 3 Injection pump 9 Fuel supply from tank 4 Fuel return to tank 10 Fuel pre-filter 5 Leak fuel 11 Electro-hydraulic shut-off (EHAB) 6 Fuel delivery pump

10

789

21

Fuel system diagram

Fuel system - Schematic diagram D 2866 LUE 605

3

1

2

3 4

5

9 8 7

1 Flame-starter sheathed-element glow plug 6 Tank 2 Solenoid valve 7 Fuel pre-filter 3 Injection pump 8 Hand pump 4 Fuel return to tank 9 Fuel Filter 5 Fuel delivery pump

6

22

Cooling System Diagram

1 32

4

10 9

1 Surge tank 6 Retarder-oil cooler 2 Positive pressure / negative pressure valve 7 Thermostat 3 Coolant filler neck 8 Water pump 4 Thermostat 9 Oil cooler 5 Radiator 10 Engine / crankcase

8

7 6 5

23

Engine management schedule

4

1

1 Oil pump impeller gear 4 Injection pump drive gear 2 Oil pump drive gear 5 Idler gear 3 Crankshaft gear 6 Camshaft gear

2 3

6

5

24

Checking and adjusting start of fuel delivery

Checking start of delivery

Fig. 1

For the purpose of checking the start-of-delivery setting, an “OT” (= TDC) mark and a scale from 10 ... 50_ before TDC are engraved on a disc Á fitted in front of the torsional vibration damper.

The scale marks are read against a pointer À fitted to the crankcase.

Fig. 2 An engine cranking device (special tool) may be

mounted also at the inspection hole of the flywheel housing. For this purpose, the speed pickup together with the plate is to be previously detached.

21

1

Fig. 3 There is another scale engraved on the flywheel

which can be read through an inspection hole in the flywheel housing but access may be difficult. The scale should be used for readjusting the pointer after the vibration damper has been removed or replaced.

In other words, before the vibration damper with the scale disc is installed, the engine should be positioned at “OT” (top dead centre) by means of the scale on the flywheel.

The pointer should then be aligned such that its measuring edge exactly coincides with the “OT” mark on the scale disc.

Fig. 4 To avoid incorrect readings, always look past the

notch on the flywheel housing and straight towards the flywheel centre.

2

3

The marking on the graduated scale must be on the imaginary “notch - flywheel centre” line.

4

25

Checking and adjusting start of fuel delivery

Fig. 5 Remove screw plug À on governor housing.

If fitted, take out blocking pin Á.

Caution:

If the injection pump is blocked the camshaft must on no account be loaded or turned because parts of the blocking pin may break off and fall into the governor.

Non-compliance with this may result in severe damage to the injection pump.

If the pointer is exactly in the centre of the inspection hole, the pump plunger for cylinder no. 1 is at start of delivery. However, it is possible to determine exactly whether or not the pump is at start of delivery only by means of the following special tools:

1. Light signal transmitter

Fig. 6 Push light signal transmitter into socket in gover-

nor housing. Ensure that the lug fits in the groove. Tighten the knurled nut by hand.

Turn engine by hand so that piston in cylinder no. 1 in the compression stroke comes close to the start of delivery. Lamp (A) comes on shortly before start of delivery is reached.

5

6

Fig. 7

Slowly turn the engine further until lamp (B) comes on too. The injection pump is now at start of delivery.

Note:

If only lamp (B) comes on during this test, the engine has been turned past the start of delivery. In this case turn the engine back and repeat the procedure.

7

26

Checking and adjusting start of fuel delivery

2. Sleeve

Fig. 8

If a light signal transmitter is not available, good measurement results can also be achieved with a plug-in sleeve. The sleeve is to be made of aluminium or steel.

Set engine to start of delivery as described above. Insert the sleeve into the governor housing up to the stop.

The start of delivery is set exactly when the pointer for start of delivery is in the centre of the 3 mm bore in the sleeve.

ø15

ø12

ø9

13

29

30

15

ø3

ø11

8

27

Checking and adjusting start of fuel delivery

Adjusting start of delivery

If the check according to method 1) or 2) should prove that the delivery start is not correct, proceed as follows:

Remove timing case cover.

Fig. 9 Loosen all bolts fastening the drive gear to the in-

jection pump hub. For this, two complete turns of the engine are necessary.

Fig. 10 Turn engine to specified angle for delivery start.

Remove cylinder head cover from cylinder no. 6 (flywheel end). When the values of this cylinder are in crossover, the piston in cylinder no. 1 is at ignition TDC. Remove screw plug from governor housing (see Fig. 5). The delivery start pointer must be visible in the centre of the inspection hole. Fit a socket wrench to the mounting bolts and turn the injection pump camshaft at the drive flange to the left or right until the conditions stated under 1) or 2) (depending on test method) are met.

9

10

Fig. 11 Tighten bolts for fastening drive gear to drive

flange consecutively to 5 Nm and then to 30 Nm. Check delivery start once again. Install timing case cover.

11

28

Man D 2866 LUE 605, D 2866 LUE 602 Repair Manual

Specifications and Main Features

Frequently Asked Questions

User Manual

Contents

Engine type classification

Safety instructions

General notes on engine overhaul

Commissioning after engine overhaul

Fault table

Troubleshooting chart

Engine views

Engine lubrication diagram

Fuel system diagram

Cooling System Diagram

Checking and adjusting start of fuel delivery