MAN D 2876 LF 12, D 2876 LF13 Service Manual

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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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

 Depending on conditions of use and lubricants, oil change

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

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 pressure-

controlled EVB as special equipment

vehicle management computer on the CAN bus

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Changes compared to earlier D 28.. Euro 3 engines

Engine

Water pump

Crank case

Crank shaft

Connecting rods

Pistons

Cylinder liners

Cylinder heads

Cylinder head packing

Rocker arm case with rocker arm

Exhaust manifold packing

Oil pump

Oil circulation

MAN PriTarder

Fan bearing

Visco fan Eaton

Common rail injection system

EDC 7

Injectors (7-jet)

High-pressure pump with rail distribution

Sensor technology

New fuel connector system

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D 28.. EURO 3 COMMON RAIL

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ENGINE RANGE

Engines Series Horsepower rating Chassis number

(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..

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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.

1993 1996 2000

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.

Pollutants Euro 1 Euro 2 Euro 3

CO

Carbon monoxide

HC

Hydrocarbons

NOx

Nitrogen oxide

5 4 2

1.25 1.1 0.6

9 7 5

Particles 0.4 0.15 0.1

Exhaust gas figures in g/kW/h

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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

 Cooling water preheater from Calix (220 V, 1100 W)

(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

 Ready for attachment of Frigoblock generators

G12/G17/G24 (WR is not possible here)

 MAN PriTarder combination of water retarder and EVB-ec

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EXPLANATION OF ENGINE CODE

ENGINE TYPE LABEL

Typ

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

2120025200B2E1

MAN - Werk Nürnberg

D 2876 LF 12

P1

Box N I / N II

Engine type designation

D 2876 LF 12

D ...........Diesel fuel

28 ..........+100 = bore diameter, e.g. 128 mm

7 ............Stroke: 6 = 155 mm, 7 = 166 mm

6 ............Number of cylinders: 6 = 6-cylinder, 0 = 10-cylinder,

2 = 12-cylinder

L ............Turbo charger with intercooler

F............ Engine incorporation:

F Truck, forward control, vertical engine

OH Bus, rear-engined, vertical

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)

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UH Bus, rear-engined, horizontal

12 ..........Engine variant, especially important for

procuring spare parts,

technical data and settings

212

0025

200

B2E

1

G

ENGINE IDENTIFICATION NUMBER

Example:

A

A ......... 212 .............. Engine type code

B ......... 0025 ............ Date of assembly

C ......... 200 .............. Assembly sequence (progress figure on date of assembly)

D ......... B ................. Overview flywheel

E ......... 2 .................. Overview injection pump/regulation

F ......... E.................. Overview air compressor

G......... 1 .................. Special equipment like engine-governed power takeoff

B C

D E

F

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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.

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.

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.

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TECHNICAL DATA

D 2876 LF 12 Euro 3

Model.............................................................. R6 TI-EDC (4 V)

Idling speed .............................................................. 600 1/min

Cylinder arrangement ...................................6 cylinders inline

Max. power ..................................................... 353 kW / 480 hp

Rated speed ........................................................... 1900 1/min

Max. torque.................................................................2300 Nm

Speed at max. torque.................................1000 to 1300 1/min

Capacity.................................................................. 12,816 cm3

Bore / stroke ...............................................................128 / 166

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

Cylinder 1 location ....................................................... fan side

Combustion process, injector ............................................ 7-jet

Compression..........................................................................18

Valve play on cold engine .......................................IV 0.50 mm

Valve play exhaust with EVB ..............EV 0.80 mm / 0.60 mm

Compression pressure.................................................> 28 bar

Admissible pressure difference between cylinders ..max. 4 bar

Coolant ...........................................................50 (I/R 58) liters

Oil charge ....................................................................42 liters

Fuel system.........................................................Bosch EDC 7

Fan coupling actuation........................................hydroelectric

Weight (dry) with WR................................................... 1071 kg

K factor........................................................................... 1.3 m-1

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D 2876 LF 13 Euro 3

Model.............................................................. R6 TI-EDC (4 V)

Idling speed .............................................................. 600 1/min

Cylinder arrangement ...................................6 cylinders inline

Max. power ..................................................... 390 kW / 530 hp

Rated speed ........................................................... 1900 1/min

Max. torque.................................................................2400 Nm

Speed at max. torque.................................1000 to 1400 1/min

Capacity.................................................................. 12,816 cm3

Bore / stroke ...............................................................128 / 166

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

Cylinder 1 location ....................................................... fan side

Combustion process, injector ............................................ 7-jet

Compression..........................................................................18

Valve play on cold engine .......................................IV 0.50 mm

Valve play exhaust with EVB ..............EV 0.80 mm / 0.60 mm

Compression pressure.................................................> 28 bar

Admissible pressure difference between cylinders ..max. 4 bar

Coolant ...........................................................50 (I/R 58) liters

Oil charge ....................................................................42 liters

Fuel system.........................................................Bosch EDC 7

Fan coupling actuation........................................hydroelectric

Weight (dry) without WR.............................................. 1049 kg

K factor........................................................................... 1.3 m-1

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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.

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.

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).

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CYLINDER LINERS

The wet, exchangeable cylinder liners are produced from a

NOTE:

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.

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.

1 Cylinder liner

2 Crank case

C Rim depth in crank case

D Rim 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

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PISTON PLAY – CYLINDER LINERS

Measurement of piston play:

NOTE:

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.

If the piston play is too large, replace the cylinder bush and

piston.

Example of piston play for D 28..LF

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

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CRANK SHAFT

The crank shaft has a 7-point bearing and eight forged-on

A Axial bearing of crank shaft............ 0.190 to 0.312 mm

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.

Wear limit............................................................. max. 1.25 mm

B Main bearing bolts.................................... 300 Nm + 90°

D Crank case yoke to reinforce crank case

Use 04.10394-9272 sealant.

E Designation 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

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Crank shaft lining front and rear

On the rear crank shaft lining, like on the front, rotary shaft

Fitting notes:

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

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.

sealant).

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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

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.

correct press-fit depth of the race. Pull in the race as far as the

stop of the press-fit sleeve.

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