Engine Training
D 2876 LF 12/13
Common Rail
AT-01c
Produced by Plank / Schier MAN Steyr 02/ 2004
This documentation is intended solely for training purposes. It is not subject to ongoing amendment and updating.
2005 MAN Fahrzeuge Aktiengesellschaft
Reproduction, copying, dissemination, editing, translation, microfilming and storage and/or processing in electronic systems, including databases and online services, is forbidden without the prior written approval of MAN.
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CONTENTS
CONTENTS................................................................................................... |
3 |
ENGINE DESCRIPTION D 2876 CR ............................................................. |
5 |
ENGINE RANGE........................................................................................... |
8 |
GENERAL EXPLANATION OF TYPE DESIGNATION................................... |
9 |
EMISSIONS – EXHAUST GAS FIGURES................................................... |
10 |
EXTRA EQUIPMENT .................................................................................. |
11 |
EXPLANATION OF ENGINE CODE............................................................ |
12 |
ENGINE IDENTIFICATION NUMBER ......................................................... |
13 |
BASICS OF TORQUE................................................................................. |
14 |
TECHNICAL DATA...................................................................................... |
16 |
ENGINE BLOCK – CRANK CASE............................................................... |
20 |
CYLINDER LINERS..................................................................................... |
22 |
PISTON PLAY – CYLINDER LINERS.......................................................... |
24 |
CRANK SHAFT........................................................................................... |
26 |
FLYWHEEL................................................................................................. |
32 |
CONNECTING ROD.................................................................................... |
36 |
PISTONS .................................................................................................... |
38 |
ENGINE CONTROL .................................................................................... |
42 |
CAM SHAFT................................................................................................ |
44 |
CHECK OF VALVE TIMING ........................................................................ |
48 |
CYLINDER HEAD AND VALVE GEAR........................................................ |
52 |
CYLINDER HEAD ATTACHMENT............................................................... |
54 |
REMOVAL AND FITTING OF INJECTORS................................................. |
58 |
REPAIR OF ROCKER ARM BEARING........................................................ |
60 |
SETTING OF VALVE PLAY......................................................................... |
62 |
EXHAUST VALVE BRAKE (EVB)................................................................ |
64 |
EVB MAINTENANCE / VALVE PLAY .......................................................... |
66 |
EVB MAINTENANCE / NON-REGULATED EXHAUST FLAP...................... |
68 |
PRESSURE-REGULATED EVB.................................................................. |
70 |
EXHAUST / INTAKE SYSTEM .................................................................... |
74 |
EXHAUST TURBO CHARGER WITH WASTE GATE (530 HP ENGINE).... |
76 |
BOOST PRESSURE ................................................................................... |
78 |
TURBO CHARGER..................................................................................... |
80 |
INTERCOOLER........................................................................................... |
82 |
EXHAUST GAS RECIRCULATION (EGR).................................................. |
84 |
V-BELT DRIVE........................................................................................... |
90 |
ADJUSTABLE FAN BEARING.................................................................... |
94 |
ELECTRICALLY CONTROLLED FAN COUPLING ..................................... |
96 |
ACCIDENT PREVENTION – CLEANLINESS OF COMMON RAIL............. |
100 |
WORK ON CR SYSTEM ........................................................................... |
101 |
COMMON RAIL ACCUMULATOR INJECTION SYSTEM.......................... |
104 |
FUEL SYSTEM.......................................................................................... |
108 |
LOW-PRESSURE PART ........................................................................... |
110 |
HIGH-PRESSURE AREA........................................................................... |
112 |
CR HIGH-PRESSURE PUMP.................................................................... |
114 |
UN-FITTING OF HIGH-PRESSURE PUMP............................................... |
116 |
RAIL .......................................................................................................... |
118 |
INJECTOR................................................................................................. |
120 |
INJECTOR PRINCIPLE............................................................................. |
122 |
INJECTION TIMING .................................................................................. |
124 |
COMBUSTION PRESSURE CHARACTERISTIC....................................... |
126 |
SPEED SENSORS.................................................................................... |
128 |
SEPARFILTER 2000.................................................................................. |
130 |
GENERAL NOTES ON LUBRICANTS....................................................... |
132 |
LUBRICATING OIL SYSTEM..................................................................... |
134 |
ENGINE OIL CIRCULATION ..................................................................... |
136 |
OIL LEVEL SENSOR WITH TEMPERATURE SENSOR............................ |
144 |
COOLING.................................................................................................. |
146 |
WATER RETARDER - VOITH................................................................... |
152 |
REMOVAL AND FITTING OF WATER PUMP RETARDER....................... |
158 |
FLAME START SYSTEM TGA.................................................................. |
162 |
AIR COMPRESSOR.................................................................................. |
168 |
ELECTRICAL EQUIPMENT....................................................................... |
170 |
STARTER CONTROL................................................................................ |
172 |
SEALANTS, ADHESIVES, LUBRICANTS.................................................. |
174 |
CLEARANCES AND WEAR LIMITS.......................................................... |
176 |
OBJECTIVE TORQUE FIGURES.............................................................. |
178 |
TIGHTENING TORQUES D 28 CR............................................................ |
182 |
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D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D2876_CR_eng.doc |
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ENGINE DESCRIPTION D 2876 CR
GENERAL
The inline engines of the D 2876 LF series underwent major modification for the heavy-duty MAN Trucknology Generation (TGA):
New grading with higher power and torque plus high torque gradients
Substantial improvement of engine efficiency and fuel consumption over wide ranges of the operating map through an increase of engine peak pressure and the new common rail (CR) technique
Adaptation of the cylinder head, cylinder head packing, cylinder liner and crank case bolt fit to the higher gas pressures
Reduced engine weight through omission of the secondary acoustic measures and use of a lighter crank case yoke
Use of the second-generation Bosch common rail injection system (1600 bar)
Engine management by EDC 7 and communication with the vehicle management computer on the CAN bus
Depending on conditions of use and lubricants, oil change intervals of maximally 100,000 km can be achieved and thus lower operating costs for the user
High reliability through adherence to the proven D 2876 LF 12.8 liter engine concept
Increase of exhaust brake performance in conjunction with the upgraded, pressure-controlled exhaust valve brake (EVB) as special equipment
Further increase of exhaust brake performance through use of the entirely new, innovative primary braking system water retarder (PriTarder) in conjunction with the pressurecontrolled EVB as special equipment
D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D2876_CR_eng.doc |
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Changes compared to earlier D 28.. Euro 3 engines
Engine |
Water pump |
Crank case |
MAN PriTarder |
Crank shaft |
Fan bearing |
Connecting rods |
Visco fan Eaton |
Pistons |
|
Cylinder liners |
Common rail injection system |
Cylinder heads |
EDC 7 |
Cylinder head packing |
Injectors (7-jet) |
Rocker arm case with rocker arm |
High-pressure pump with rail distribution |
Exhaust manifold packing |
Sensor technology |
Oil pump |
New fuel connector system |
Oil circulation |
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Page 6 |
D 28.. EURO 3 COMMON RAIL
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ENGINE RANGE
Engines |
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Series |
Horsepower rating |
Chassis number |
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(ISO 1585-88195 EEC) |
starting with: |
D 2876 LF 12.............. |
Euro 3 |
................................TGA......................... |
480 hp / 353 kW.................................... |
WMAH.. |
D 2876 LF 13.............. |
Euro 3................................ |
TGA......................... |
530 hp / 390 kW.................................... |
WMAH.. |
D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D2876_CR_eng.doc |
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GENERAL EXPLANATION OF TYPE DESIGNATION
Example TGA 26o530
T |
Trucknology |
G |
Generation |
A |
-vehicle weight above 18 tons |
26 |
Overall weight in t |
530 |
Horsepower figure without Euro standard specification |
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EMISSIONS – EXHAUST GAS FIGURES
In Europe the 13-step test to ECE R49 is used for commercial vehicles of more than 3.5 t permissible overall weight.
This means measuring the engine's exhaust emissions in 13 ready defined, stationary operating states.
Then the mean emissions are calculated.
In the procedure for Euro 3 engines, in contrast to Euro 2, measurements will probably also be conducted in the subdynamic and, depending on the engine version, in the full dynamic state.
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1993 |
1996 |
2000 |
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Pollutants |
Euro 1 |
Euro 2 |
Euro 3 |
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CO |
5 |
4 |
2 |
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Carbon monoxide |
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HC |
1.25 |
1.1 |
0.6 |
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Hydrocarbons |
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NOx |
9 |
7 |
5 |
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Nitrogen oxide |
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Particles |
0.4 |
0.15 |
0.1 |
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Exhaust gas figures in g/kW/h
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Page 10 |
EXTRA EQUIPMENT
The following extra equipment is possible depending on how the customer intends to use a vehicle:
Gear wheel driven power takeoff at engine end with 600 Nm (temporarily 720 Nm) torque
Refrigerant condenser, driven by Poly V-belt, firmly attached to intermediate case, for vehicles with air-conditioning
Possibility of adding hydro geared pump to cam shaft power takeoff
Possibility of adding steering pumps and hydraulic pumps on air compressor front and rear
Cooling water preheater from Calix (220 V, 1100 W)
Ready for attachment of Frigoblock generators G12/G17/G24 (WR is not possible here)
MAN PriTarder combination of water retarder and EVB-ec
D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D2876_CR_eng.doc |
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EXPLANATION OF ENGINE CODE
ENGINE TYPE LABEL
MAN - Werk Nürnberg
Typ |
D 2876 LF 12 |
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Motor-Nr. / Engine-no |
N I / N II |
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2120025200B2E1 |
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P1 |
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Box N I / N II
I Deviation of 0.1 mm
II Deviation of 0.25 mm
P Big-end bearing pin
H Crank shaft bearing pin
S Follower of cam shaft (S1 0.25 mm crush)
Engine type designation
D 2876 LF 12
D ........... |
Diesel fuel |
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28.......... |
+100 = bore diameter, e.g. 128 mm |
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7............ |
Stroke: 6 = 155 mm, 7 = 166 mm |
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6............ |
Number of cylinders: 6 = 6-cylinder, 0 = 10-cylinder, |
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2 = 12-cylinder |
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L............ |
Turbo charger with intercooler |
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F............ |
Engine incorporation: |
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F |
Truck, forward control, vertical engine |
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OH |
Bus, rear-engined, vertical |
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UH |
Bus, rear-engined, horizontal |
12.......... |
Engine variant, especially important for |
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procuring spare parts, |
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technical data and settings |
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ENGINE IDENTIFICATION NUMBER
Example:
212 |
0025 |
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200 |
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B 2 |
E 1 |
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A |
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C |
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B |
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D E |
F G |
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T287602 |
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A......... |
212.............. |
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Engine type code |
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B......... |
0025............ |
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Date of assembly |
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C......... |
200.............. |
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Assembly sequence (progress figure on date of assembly) |
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D......... |
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B ................. |
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Overview flywheel |
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E......... |
2.................. |
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Overview injection pump/regulation |
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F ......... |
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E.................. |
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Overview air compressor |
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G......... |
1.................. |
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Special equipment like engine-governed power takeoff |
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D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D2876_CR_eng.doc |
Page 13 |
BASICS OF TORQUE
A TORQUE C SPECIFIC FUEL CONSUMPTION
Power and torque increase with speed. After overcoming the friction loss and greater heat losses at low speeds, the engine achieves its maximum torque with optimum filling of the cylinder. If speed increases further, the torque drops because of the greater flow resistance and short valve opening times.
The full-load consumption curve in the diagram can be explained by the fact that you get less than good fuel consumption in the low range of speed because of the poor pressure mix of the fuel particles (14.5:1). At high speeds, combustion is imperfect because of the short time that is available. And fuel consumption increases.
B POWER
Power is the product of speed and torque. Seeing as the drop in torque is slower than the increase in speed, there is initially an increase if the power output of an engine. Between the maximum torque and the maximum power there is an elastic range in which power is kept constant by increasing torque although the speed is dropping.
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D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D2876_CR_eng.doc |
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TECHNICAL DATA
D 2876 LF 12 Euro 3 |
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Model.............................................................. |
R6 TI-EDC (4 V) |
Idling speed .............................................................. |
600 1/min |
Cylinder arrangement................................... |
6 cylinders inline |
Valve play on cold engine....................................... |
IV 0.50 mm |
Max. power ..................................................... |
353 kW / 480 hp |
Valve play exhaust with EVB .............. |
EV 0.80 mm / 0.60 mm |
Rated speed ........................................................... |
1900 1/min |
Compression pressure................................................. |
> 28 bar |
Max. torque................................................................. |
2300 Nm |
Admissible pressure difference between cylinders..max. 4 bar |
|
Speed at max. torque................................. |
1000 to 1300 1/min |
Coolant ........................................................... |
50 (I/R 58) liters |
Capacity.................................................................. |
12,816 cm3 |
Oil charge .................................................................... |
42 liters |
Bore / stroke ............................................................... |
128 / 166 |
Fuel system......................................................... |
Bosch EDC 7 |
Ignition sequence ................................................... |
1-5-3-6-2-4 |
Fan coupling actuation........................................ |
hydroelectric |
Cylinder 1 location....................................................... |
fan side |
Weight (dry) with WR................................................... |
1071 kg |
Combustion process, injector ............................................ |
7-jet |
K factor........................................................................... |
1.3 m-1 |
Compression.......................................................................... |
18 |
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D 2876 LF 13 Euro 3 |
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Model.............................................................. |
R6 TI-EDC (4 V) |
Idling speed .............................................................. |
600 1/min |
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Cylinder arrangement................................... |
6 cylinders inline |
Valve play on cold engine....................................... |
IV 0.50 mm |
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Max. power ..................................................... |
390 kW / 530 hp |
Valve play exhaust with EVB .............. |
EV 0.80 mm / 0.60 mm |
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Rated speed ........................................................... |
1900 1/min |
Compression pressure................................................. |
> 28 bar |
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Max. torque................................................................. |
2400 Nm |
Admissible pressure difference between cylinders..max. 4 bar |
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Speed at max. torque................................. |
1000 to 1400 1/min |
Coolant ........................................................... |
50 (I/R 58) liters |
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Capacity.................................................................. |
12,816 cm3 |
Oil charge .................................................................... |
42 liters |
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Bore / stroke ............................................................... |
128 / 166 |
Fuel system......................................................... |
Bosch EDC 7 |
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Ignition sequence ................................................... |
1-5-3-6-2-4 |
Fan coupling actuation........................................ |
hydroelectric |
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Cylinder 1 location....................................................... |
fan side |
Weight (dry) without WR.............................................. |
1049 kg |
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Combustion process, injector ............................................ |
7-jet |
K factor........................................................................... |
1.3 m-1 |
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Compression.......................................................................... |
18 |
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D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D2876_CR_eng.doc |
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ENGINE BLOCK – CRANK CASE
The crank case is cast in one piece together with the cylinder block from special GJL-250 cast iron. The wet cylinder liners of highly wear-resistant, special centrifugal cast GJL-250 are exchangeable. The sealing between the cylinder liner and the crank case coolant jacket at the top is by a oval elastomer moulded washer and at the bottom by two elastomer round sealing rings.
Optimized wall thicknesses and functional ribbing of the crank case side walls optimized by the finite element method (FEM) produce rigidity of form and low noise emission.
The crank case was matched to the higher ignition pressure (160 instead of 145 bar) by reinforcing the partitions and geometrically optimizing the cylinder liner fitting, but for the same crank case weight.
To improve the oil supply to the valve gear, extra oil holes were provided in the crank case across from the main oil duct through the partitions to the cam shaft bearing (and on to the valve gear).
The crank case was matched externally for compact attachment of the new EDC 7 control unit, rail and cam shaft engine speed sensor. The casting and machining of the crank case were also optimized.
The crank case is closed off at the rear by the flywheel/timing case of GJS-400 ductile cast iron, with the rear crank shaft sealing ring, and at the bottom by the crank case yoke of permanent mould cast aluminium (Loctite 518 sealing). Apply a track with a maximum width of 1 mm.
The crank case venting gases are fed back into the combustion air by way of a wire-knit oil trap with pressure regulating valve attached to the rear left of the crank case to avoid emission on the intake side of the turbo charger.
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D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D2876_CR_eng.doc |
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CYLINDER LINERS
The wet, exchangeable cylinder liners are produced from a special centrifugal cast iron.
The oval O-ring (1) for the upper packing must be inserted without any twist in the second grooves of the liner.
Lightly coat the cylinder liner in the region of the upper O-ring with engine oil.
Place new O-rings (2) in the crank case (Viton).
Lightly coat the region of the lower O-ring with engine oil, as well as the transition of the cylindrical part of the bush.
Caution:
Do NOT use a brush!
NOTE:
The packing of the cylinder liners is different.
NOTE:
DO NOT USE ANY KIND OF GREASE / SEALANT.
Method for measuring cylinder liner projection (without the sealing ring). Place cylinder liners in the crank case without an O-ring.
Attach a press-on gauge plate and tighten to 40 Nm. Then measure at at least four points with the dial gauge.
1Cylinder liner
2Crank case
CRim depth in crank case
DRim height of cylinder liner
D-C Projection of liner from crank case
Cylinder liner projection: min 0.035 mm, max. 0.1 mm
Rim depth |
C |
7.965 to 8.015 mm |
Rim height of cylinder liner |
D |
8.05 to 8.07 mm |
D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D2876_CR_eng.doc |
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D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D2876_CR_eng.doc |
Page 23 |
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PISTON PLAY – CYLINDER LINERS
Measurement of piston play:
Measure the inner diameter of the cylinder liners with an inside micrometer at three levels from top to bottom, and radially at intervals of 45°. Read the piston diameter from the bottom of new pistons. On pistons that have run, measure with an outer micrometer from the piston bottom edge across the piston axis. Subtract the piston diameter from the largest measured cylinder liner diameter.
The figure arrived at is the piston play.
NOTE:
If the piston play is too large, replace the cylinder bush and piston.
Example of piston play for D 28..LF |
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Cylinder diameter...................................... |
127.99 to 128.01 mm |
Piston diameter..................................... |
127.561 to 127.570 mm |
Ideal play .......................................................... |
0.14 to 0.15 mm |
Wear limit...................................................................... |
0.30 mm |
Measure on 3 position, for example 1,2,3
D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D2876_CR_eng.doc |
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D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D2876_CR_eng.doc |
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CRANK SHAFT
The crank shaft has a 7-point bearing and eight forged-on counterweights to balance inertial forces. The main and big-end bearing pins as well as the lapped bearing collars are induction hardened and ground.
ON A CRANK SHAFT N1, ALL BIG-END OR MAIN BEARING PINS ARE IN EVERY CASE ALSO N1.
The axial bearing of the crank shaft is implemented by thrust washers on the middle bearing block.
Attention: The oil flutes of the thrust washers A must face the crank webs.
Attention: Never dismantle the vibration damper using a hammer or fitter's lever. The slightest dent will ruin the damping function of the vibration damper. This can cause clutch damage and breakage of the crank shaft.
A |
Axial bearing of crank shaft............ |
0.190 to 0.312 mm |
Wear limit............................................................. |
max. 1.25 mm |
|
B |
Main bearing bolts.................................... |
300 Nm + 90° |
DCrank case yoke to reinforce crank case Use 04.10394-9272 sealant.
EDesignation H and P tolerance N or N1 of big-end or main bearing pins (N1= 0.1 mm deviation)
Spread of bearing shells F:
Measure dimension C.
Measure dimension D.
Expansion = C minus D
Spread must be between 0.3 and 1.2 mm.
Attention: C must be greater than D.
Main bearing pin diameter .................... |
N 103.98 to 104.00 mm |
Main bearing inner diameter............. |
N 104.066 to 104.112 mm |
Other undersizes.................. |
0.25 to 0.50 mm, 0.75 to 1.00 mm |
D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D2876_CR_eng.doc |
Page 26 |
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D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D2876_CR_eng.doc |
Page 27 |
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Crank shaft lining front and rear
On the rear crank shaft lining, like on the front, rotary shaft seals of polytetrafluorethylene (PTFE), trade name Teflon, are always used.
Because of its own relatively large initial tension, the lip (A) tends to curve inwards. For this reason the PTFE lining ring is supplied on a transport wrapper (B). It must be left on this wrapper until it is used. Another reason for this is that the lip is very sensitive and the slightest damage can result in leakage. The sealing lip and the race of the flywheel must not be coated with oil or other lubricants.
NOTE:
New engines come without a race.
When repairing, only use variants with a race (04.10160-9049 sealant).
Fitting notes:
The PTFE lining ring must be fitted absolutely free of oil
and grease. The slightest oil or grease traces on the race or lining ring can result in leakage.
Before fitting, clean any oil, grease and anti-corrosion agents off the race and pull-in tool. You can use any conventional cleaning agent for this purpose.
Never store the PTFE lining ring without the supplied transport wrapper. After only about 20 min without the wrapper it will lose its initial tension and is then unusable.
D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D2876_CR_eng.doc |
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D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D2876_CR_eng.doc |
Page 29 |
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Pull out the rotary shaft seal
Loosen the lining ring by tapping it.
Use the extractor tool
Slide the four hooks under the lip, turn through 90° so that they grip the ring behind the lip, and pull out the rotary shaft seal by turning the spindle.
Attach the race
The latest crank shafts come without races. A race is fitted when renewing the crank shaft sealing ring.
Clean the inside of the race and crank shaft stump, and coat the crank shaft stump with 04.10160-9049 sealant. Slide the race and press-fit sleeve onto the adapter. Tighten the spindle in the adapter with the nut. Screw the adapter tightly to the crank shaft. The adapter must fit tightly on the crank shaft to ensure the correct press-fit depth of the race. Pull in the race as far as the stop of the press-fit sleeve.
Fit the rotary shaft seal
Screw the adapter to the crank shaft.
Clean the adapter and the race. The rotary shaft seal must be
assembled dry. Do not coat the lips with oil or other
lubricants.
Place the rotary shaft seal with the transport wrapper on the adapter and slide the seal onto the adapter.
Remove the transport wrapper.
Slide the winding sleeve onto the adapter.
Screw the spindle into the adapter.
Pull in the rotary shaft seal as far as the stop of the winding sleeve on the end cover.
D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D2876_CR_eng.doc |
Page 30 |
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