Loading...MAN D2876LUE 601, D2876LUE 602, D2876LUE 603, D2876LUE 604, D2876LUE 605 Service Manual
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Preface
This Repair Manual is designed to facilitate competent repair of the engines listed here in.
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.
Best regards
MAN Nutzfahrzeuge Aktiengesellschaft
Nuremberg Plant
We reserve the right to make technical modifications in the course of further development.
♥ 2004 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: 03.2004 |
51.99598−8107 |
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:
DUse only genuine MAN seals / gaskets.
DThe sealing faces must be undamaged and clean.
DDo 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.
DTighten bolts evenly to the specified torque.
Fitting toric seals
DUse only genuine MAN toric seals.
DThe sealing faces must be undamaged and clean.
DAlways wet toric seals with engine oil before fitting them.
2
Contents |
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|
Page |
Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
1 |
Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
2 |
Engine type classification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
5 |
Safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
7 |
General notes on engine overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
9 |
Commissioning After Engine Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
10 |
Fault table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
12 |
Troubleshooting chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
13 |
Engine views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
16 |
Engine lubrication schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
18 |
Fuel System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
19 |
Cooling System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
21 |
Engine management schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
23 |
Fuel system |
|
Checking and adjusting start of fuel delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
24 |
Removing and Installing Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
28 |
Removing and Installing Injection Nozzles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
30 |
Checking Injection Nozzles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
36 |
Fuel Prefilter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
38 |
Removing and attaching fuel filter, exchanging filter cartridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
40 |
Flame starter sheathed−element glow plug,removing and installing . . . . . . . . . . . . . . . . . . . . . . . . . . . |
41 |
Cooling system |
|
Draining and filling coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
42 |
Removing and Installing Thermostats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
43 |
Removing and installing the engine coolant pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
44 |
Repairing engine coolant pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
46 |
Repairing coolant pump with high-temperature and low-temperature parts . . . . . . . . . . . . . . . . . . . . . |
51 |
Cleaning cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
58 |
Lubrication |
|
Changing the oil filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
60 |
Removing and installing the oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
61 |
Removing and installing the oil pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
63 |
Removing and Installing / Repairing Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
65 |
Removing and Installing Oil Spray Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
68 |
3
Contents |
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Flywheel |
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Removing and fitting vibration damper, replacing front crankshaft gasket . . . . . . . . . . . . . . . . . . . . . . |
69 |
Removing and installing flywheel, replacing gear ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
74 |
Removing and installing flywheel, replacing gear ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
75 |
Replacing crankshaft seal (flywheel end) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
76 |
Replacing the bearing race . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
77 |
Crankshaft gaskets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
78 |
Intake / exhaust system |
|
Removing and installing the intake manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
79 |
Removing and installing the exhaust manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
80 |
Removing and fitting exhaust-gas recirculation (EGR) module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
82 |
Turbocharger, troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
84 |
Checking charging pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
86 |
Removing and installing the turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
87 |
Measuring the axial / radial clearance or the turbocharger shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
89 |
Cylinder Head |
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Removing and installing the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
90 |
Setting the valve clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
94 |
Disassembling and Assembling Rocker Arm Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
95 |
Removing and installing valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
99 |
Removing and Installing Valve Guides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
105 |
Replacing valve seat insert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
106 |
Reworking valve seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
108 |
Refacing Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
111 |
Checking Compression . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
112 |
Valve timing |
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Removing and installing the gear case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
113 |
Removing and installing the camshaft, replacing camshaft bearings . . . . . . . . . . . . . . . . . . . . . . . . . . |
114 |
Checking the valve timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
116 |
Crankgear |
|
Removing and installing crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
117 |
Removing and installing pistons with conrods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
120 |
Removing pistons from conrod and fitting, checking − replacing conrod . . . . . . . . . . . . . . . . . . . . . . . |
123 |
Removing and Installing/Replacing Piston Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
125 |
Replacing cylinder liners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
127 |
Measuring Piston Protrusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
131 |
Attachments |
|
V−belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
133 |
Pilot clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
135 |
Removing and Installing Air Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
139 |
Service Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
141 |
Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
166 |
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
179 |
4
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.
The system is explained here using the type D 2876 LUE 601 as an example:
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.
7The “7” means 170 mm stroke This figure is, however, only approximate for this model. The actual stroke is 166 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”
EThe “E” stands for “fitted engine” (German: Einbaumotor) and is intended to distinguish MAN vehicle engines
601/6.. 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 doctor 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.
DWhen carrying out maintenance and repair work, ensure that the engine cannot be accidentally started from the bridge by unauthorised persons.
DThe engine must be started and operated by authorised personnel only.
DWhen the engine is running, do not get too close to revolving components. Wear tightfitting working clothes.
DDo not touch hot engine with bare hands: risk of burning yourself.
DKeep engine vicinity, ladder and steps free of oil and grease. Accidents resulting from slipping may have serious consequences.
DWork only with tools that are in good condition. Worn spanners slip: risk of injuries.
DPersons must not stand under an engine suspended from a crane hook. Keep lifting gear in good order.
DOpen coolant circuit only after the engine has cooled down. If opening the coolant circuit while the engine is hot is unavoidable, observe the instructions in the chapter ”Maintenance and care” in the Operator’s Manual.
DNeither 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.
DWhen checking the injection nozzles, do not hold your hands in the fuel jet. Do not inhale fuel mist.
6
Safety instructions
DWhen working on the electrical system, unplug earth cable from battery first and reconnect it last to avoid short-circuits.
DObserve the manufacturer’s instructions for handling batteries.
Caution:
Battery acid is toxic and caustic. Battery gases are explosive.
DWhen carrying out welding work, observe the “Information sheets for welders”.
2.Instructions for preventing damage to the engine and premature wear
DPrior to repairing the engine, clean it thoroughly. Ensure that dirt, sand or foreign matter will not get into the engine during repair work.
DIn the event of operational faults immediately identy the cause and rectify to prevent more serious damage.
DAlways 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.
DNever operate the engine while it is dry, i.e. without lubricant or coolant.
Use a suitable label to mark engines not ready for operation.
DOnly 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.
DDo 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.
DControl and monitoring devices (charge check, oil pressure, coolant temperature) must work faultlessly.
DObserve 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
DTake old oil to an old oil disposal point only.
DEnsure without fail that oil and Diesel fuel will not get into the sewerage system or the ground.
Caution:
Danger of contaminating potable water!
DTreat filter elements and cartridges as special waste.
Coolant
DTreat undiluted anticorrosion and/or antifreeze agents as special waste.
DThe 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:
DAvoid prolonged, excessive or repeated contact of old engine oil with the skin.
DUse a suitable skin protection agent or wear protective gloves.
DClean 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.
DAfter washing apply moisturising handcream to your skin.
DChange oil-soaked clothes and shoes.
DDo 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:
DCharging pressure
DExhaust temperature
DCoolant and lubricant temperature
DOil pressure and oil consumption
DSmoke emissions
The following criteria greatly influence the length of the engine service life:
DCorrect power output setting according to the type of application
DTechnically correct installation
DInspection if installation by authorised personnel
DRegular maintenance as per maintenance plan in the Operator’s manual
DChoice and quality of lube oil, fuel and coolant in accordance with the publication “Fuels, Lubricants and Coolants 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:
DAll engine parts are lubricated before engine startup; a lubricating film can be built up inside the bearings as early as after the first few rotations of the crankshaft, thereby preventing damage to the bearing races.
DAny 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
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 eliminated. 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 dismantling components. Then use a process of elimination (questions) to pinpoint the probable causes and investigate 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, Lubricants and Coolants for MAN Diesel Engines”.
12
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 elevated 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
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Possible causes |
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Batteries discharged, battery lead connections loose or corroded, |
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break in power circuit |
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Crank gear blocked |
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Starter solenoid switch sticking (clicks) / defective, cable connection loose or dama- |
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Starter / starter interlock relay defective (carbon brushes worked loose / worn, |
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winding defective, short to ground) |
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Engine oil viscosity unsuitable, not suitable for ambient temperature, lubricating oil |
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quality does not correspond to specifications |
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Oil level in sump too high |
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Oil level in sump too low, oil in sump too thin (mixed with condensate or fuel) |
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Engine temperature too high |
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Oil filter clogged |
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Oil pressure gauge faulty |
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Safety valve in oil circuit defective |
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(does not close, spring fatigued or broken) |
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Bearing wear |
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Oil pump gears worn |
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Crankshaft timing gears worn, tooth flank backlash too great |
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Engine cold |
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Lubricating oil entering combustion chamber (piston rings worn, piston rings broken) |
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− valve stem guide worn − overpressure in crankcase (crankcase vent clogged) |
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Relief valve in oil circuit faulty (does not open), oil lines / oil galleries clogged |
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Leaks in lubricating oil circuit, particularly at turbocharger and oil cooler |
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Piston rings heavily worn, broken |
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Piston pin or crankshaft bearing worn |
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Valve stems worn |
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Valve clearance not correct |
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Valves jam |
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Compression deficient, or more than 3−4 bar pressure difference between individual |
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cylinders |
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Valve seats leaking |
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Increased power consumption due to faulty secondary consumers such as hydrau- |
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lic pumps, fan, etc, power take-off engaged |
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Air cleaner soiled or clogged, charge-air system leaking, |
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air inlet / exhaust lines clogged / leaking |
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Fuel low pressure system: Fuel tank, prefilter, water trap faulty / clogged / mould / |
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fungal attack, fuel unsuitable / contaminated (paraffin added) |
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Probable |
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Possible |
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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 elevated 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
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22. Engine too loud / mechanical noise |
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Possible causes |
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x |
x |
x |
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x |
x |
x |
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x |
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x |
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Fuel low pressure system: Fuel lines leaking, broken, clogged |
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x |
x |
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x |
x |
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x |
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Fuel low pressure system: Air in system (turn on ignition when bleeding system) |
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x |
x |
x |
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x |
x |
x |
x |
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x |
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x |
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Fuel low pressure system: Fuel pump, overflow valve, main filter |
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x |
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x |
x |
x |
o |
x |
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Fuel high pressure system: Jets defective / clogged / leaking / coked |
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x |
x |
x |
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o |
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Fuel high pressure system: Pressure lines − constriction, cavitation, leaking |
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o |
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x |
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o |
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Fuel high pressure system: Injection pump worn/set incorrectly |
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o |
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x |
o |
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o |
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Fuel high pressure system: Injection pump constant-pressure control valve / return |
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flow restrictor defective |
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x |
x |
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o |
x |
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Safty relay defective, drive faulty |
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o |
o |
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o |
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x |
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Injection pump-engine allocation: Start of delivery incorrect (basic installation), |
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start of delivery set incorrectly |
x |
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x |
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o |
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Injection pump−controller: Stiff movement-fuel delivery controller |
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(control deviation) |
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x |
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x |
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Control rod position transducer in controller: Connection lines, break, short-circuit |
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o |
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o |
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o |
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Control rod position transducer in controller: Set incorrectly |
x |
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Control rod position transducer in controller: Capacitance reserve of wiring harness |
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too low (e.g. water penetrated wiring harness) |
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x |
o |
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o |
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Injection pump: Delivery set incorrectly / uniform delivery, lower idle speed set too |
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low |
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o |
x |
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Delivery actuating solenoid in controller: Connection lines, break, short−circuit, or |
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CAN−Bus |
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x |
o |
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Drive stage selection defective: Connection lines, break, short-circuit |
x |
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EDC rpm sensor faulty, implausible with auxiliary rpm sensor, line fault |
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o |
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EDC rpm sensor, polarity reversed |
x |
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EDC rpm sensor faulty, implausible with auxiliary rpm sensor, line fault |
x |
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x |
x |
x |
o |
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o |
o |
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o |
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EDC detects incorrect engine speed (interference signal on rpm sensor line) |
x |
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x |
x |
x |
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o |
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Both rpm sensors faulty, line fault |
x |
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EDC boost pressure sensor: faulty, incorrect, implausible with atmospheric pres- |
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sure sensor, line fault |
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x |
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o |
x |
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Exhaust turbocharger leaking or faulty |
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x |
Turbine and compressor rotor in turbocharger dirty (out-of-balance, irregular run- |
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ning) |
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x |
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Intercooler leaking, faulty |
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x |
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x |
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Flame starting system defective |
x |
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o |
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x |
x |
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o |
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x |
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EDC coolant temperature sensor: faulty, line fault |
x |
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x |
x |
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EDC charge-air temperature sensor: faulty, line fault |
o |
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x |
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x |
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Radiator dirty or cooling system failure (temperatures too high) |
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x |
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Coolant level too low, air in coolant circuit |
x |
= |
Probable |
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o |
= |
Possible |
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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 elevated 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
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Possible causes |
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x |
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V-belt for water pump drive not tensioned correctly |
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x |
Incorrect V-belt tension |
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x |
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Water pump leaking, faulty / thermostat faulty, does not open |
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x |
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Coolant lines leaking, clogged or twisted |
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x |
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Coolant entering combustion chamber (cylinder head / gasket leaking) |
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x |
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Resistor bank EDC control unit pin 51 |
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o |
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o |
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Power supply to EDC control unit interrupted or battery voltage too low / Relay K1 |
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faulty |
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o |
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o |
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Line terminal 15 to EDC control unit (pin 47) interrupted/loose contact |
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x |
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Line defective: Line defective: Pin 23 or 41 |
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o |
o |
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EDC control unit faulty (internal fault) |
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o |
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o |
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Incorrect EDC control unit (check MAN part number) |
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x |
x |
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o |
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Intermediate engine speed activated |
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x |
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EOL programming terminated / voltage interrupt |
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x |
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Afterrunning not completed (e.g. shutdown via EMERGENCY STOP) |
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x |
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EOL programming: Configuration incorrect |
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x |
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Engine bearings worn |
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o |
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Injection pump pilot stroke / start of delivery regulator: stiff movement |
x = Probable
o = Possible
15
Engine views
1 |
2 |
3 |
4 |
5 |
6
7
8
12
9
11
10
16
Engine views
À Turbocharger
Á Solenoid valve for flame-starter
 Flame-starter sheathed-element glow plug
à Crankcase breather
Ä TDC mark
Å Coolant pump
Æ Oil filter
Ç Injection pump
È Engine / EDC harness
É Oil drain plugs
11Dipstick
12Air compressor
17
Engine lubrication schedule
Schematic diagram of engine lubrication system
1 2 4
17 |
5 |
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3 |
6 |
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7 |
16 |
8 |
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15 |
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14 |
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13 |
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9 |
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12 |
11 |
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10 |
À Bore for ro#ker arm lubrication |
È |
Bore for oilcooler |
Á Injection pump |
É |
Oil pump |
 Bore for injection pump lubrication |
11 |
Oil pressure relief valve |
à Turbocharger |
12 |
Oil suction pipe |
Ä Oil pressure sensor |
13 |
Bore for main bearing lubrication |
Å Oil filter |
14 |
Bore for thrust bearing |
Æ Bypass valve |
15 |
Spray nozzles for piston cooling |
Ç Oil cooler |
16 |
Bore for camshaft bearing lubrication |
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17 |
Air compressor |
18
Fuel System Diagram
Fuel System Diagram
1 |
2 |
6 |
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3 |
5 |
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43 |
8
9
7
10
À Flame-starter sheathed-element glow plug |
Å Fuel delivery pump |
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Á Soleniod valve |
Æ Fuel filter |
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 Fuel injector |
Ç Hand pump |
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à |
Injection pump |
È |
Fuel pre-filter |
Ä |
Overflow valve |
É |
Tank |
19
Fuel System Diagram
Fuel System Diagram
1 |
2 |
6 |
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3 |
5 |
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43 |
9 |
8 |
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7
10
À Flame-starter sheathed-element glow plug |
Å Fuel delivery pump |
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Á |
Soleniod valve |
Æ Fuel filter |
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 Fuel injector |
Ç Hand pump |
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à Injection pump |
È |
Fuel pre-filter |
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Ä |
Overflow valve |
É |
Tank |
20
Cooling System Diagram
Air/Water Intercooler
1 |
2 |
3 |
11 12 |
13 |
10
4 17
14
9 |
8 |
7 |
6 |
16
5 |
15 |
High temperatur cooling system
À Positive pressure valve 0,85−1,2 bar Á Surge tank
 Filler neck, Positive pressure- 0,6−0,7 bar / negative pressure valve 0,02−0,08 bar à Intercooler
Ä Radiator
Å Retarder−oil cooler Æ Water pump
Ç Radiator
È Engine / crankcase
ÉShort circuit inserts
Low temperatur cooling system
11Positive pressure valve 0,85−1,2 bar
12Surge tank
13Filler neckseinfüllstutzen, Positive pressure- 0,6−0,7 bar / negative pressure valve 0,02−0,08 bar
14Water pump low temperatur cooling system
15Radiator
16Thermostat
17Intercooler
21
Cooling System Diagram
Air/Air Intercooler
1 2 3
10
9 |
8 |
7 |
6 |
4 |
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5 |
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À Positive pressure valve 0,85−1,2 bar |
Å |
Retarder-oil cooler |
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Á Surge tank |
Æ |
Water pump |
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 Filler neck, Positive pressure- / negative pressure valve |
Ç |
Engine oil cooler |
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Positive pressure 0,6−0,7 bar / negative pressure 0,02−0,08 bar |
È |
Engine / crankcase |
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à Thermostat |
É |
Short circuit inserts |
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Ä Radiator |
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22
Engine management schedule
4
1 |
2 |
3 |
6 5
À Oil pump impeller gear Á Oil pump drive gear  Crankshaft gear
à Injection pump drive gear Ä Idler gear
Å Camshaft gear
23
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.
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.
The marking on the graduated scale must be on the imaginary “notch - flywheel centre” line.
1 2
1
2
3
4
24
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 inspec- |
5 |
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tion hole, the pump plunger for cylinder no. 1 is at |
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start of delivery. However, it is possible to deter- |
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mine exactly whether or not the pump is at start of |
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delivery only by means of the following special |
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tools: |
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1. Light signal transmitter
Fig. 6
Push light signal transmitter into socket in governor 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.
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.
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.
6
7
25
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 |
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13 |
29 |
30 |
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15 |
ø3
ø11
8
26
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 injection pump hub. For this, two complete turns of the engine are necessary.
9
Fig. 10 |
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Turn engine to specified angle for delivery start. |
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Remove cylinder head cover from cylinder no. 6 |
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(flywheel end). When the values of this cylinder |
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are in crossover, the piston in cylinder no. 1 is at |
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ignition TDC. |
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Remove screw plug from governor housing (see |
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Fig. 5). The delivery start pointer must be visible in |
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the centre of the inspection hole. |
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Fit a socket wrench to the mounting bolts and turn |
1 |
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the injection pump camshaft at the drive flange to |
2 |
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the left or right until the conditions stated under 1) |
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or 2) (depending on test method) are met. |
10 |
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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
27
Removing and Installing Injection Pump
Removing injection pump
Fig. 1
On the injection lines, remove the union nuts at the injection nozzles and at the injection pump.
Detach all connections for fuel and EDC from the injection pump.
Caution:
The lines contain fuel!
Catch escaping fuel in a suitable container.
After removal of the injection lines we recommend fitting caps to the connections on the injection nozzles and injection pump.
This prevents dirt from getting into the injection system.
Caution:
Dirt in the injection system causes:
Dnozzles to jam
Dthe injection pump drive to break
Fig. 2
Remove holders (arrow) from injection pump.
Unscrew the mounting bolts from the injection pump flange.
Fig. 3
The engine-side mounting bolts are difficult to access.
Use the following special tools here:
À Cardan universal joint Á Extension
 Socket wrench Take off injection pump.
Caution:
The injection pump is heavy!
Use lifting gear.
1
2
3 |
2 |
1 |
3
28
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