MAN D2876LUE 601, D2876LUE 602, D2876LUE 603, D2876LUE 604, D2876LUE 605 Service Manual

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:

D Use only genuine MAN seals / gaskets.

D The sealing faces must be undamaged and clean.

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

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

D Tighten bolts evenly to the specified torque.

Fitting toric seals

D Use only genuine MAN toric seals.

D The sealing faces must be undamaged and clean.

D Always wet toric seals with engine oil before fitting them.

2

Contents

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

Page

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

Flywheel

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

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

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.

7 The “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”

E The “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 doc-

tor immediately!

1. Instructions for preventing accidents with injury to persons

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

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

cidentally started from the bridge by unauthorised persons.

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

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

fitting working clothes.

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

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

slipping may have serious consequences.

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

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

gear in good order.

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

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

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

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

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

hale fuel mist.

6

Safety instructions

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

nect it last to avoid short-circuits.

D Observe the manufacturer’s instructions for handling batteries.

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

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

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

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

not get into the engine during repair work.

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

age.

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

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

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

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

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

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

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

maximum permissible operating inclination.

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

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

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

Operator’s Manual.

7

Safety instructions

3. Instructions for preventing environmental damage

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

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

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

Caution:

Danger of contaminating potable water!

D Treat filter elements and cartridges as special waste.

Coolant

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

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

4. Instructions for handling used engine oil *

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

Health and safety regulations:

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

D Use a suitable skin protection agent or wear protective gloves.

D Clean the skin that has been in contact with engine oil.

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

− Special hand cleaning agents facilitate cleaning soiled hands.

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

D After washing apply moisturising handcream to your skin.

D Change oil-soaked clothes and shoes.

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

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

− Old oil is a water hazard −

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

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

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

(Notes on how to handle old engine oil).

8

General notes on engine overhaul

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

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

D Charging pressure

D Exhaust temperature

D Coolant and lubricant temperature

D Oil pressure and oil consumption

D Smoke emissions

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

D Correct power output setting according to the type of application

D Technically correct installation

D Inspection if installation by authorised personnel

D Regular maintenance as per maintenance plan in the Operator’s manual

D Choice 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:

D All engine parts are lubricated before engine startup; a lubricating film can be built up inside the bea-

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

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

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

Performance of pressurisation:

At least 30% of the total oil quantity is forced from the pressurisation container into the engine oil circuit.
The operating pressure serves as the yardstick for the pressure to be forced in and must not be exceeded.
The pressurisation container is connected up to the engine oil circuit at the oil filter head (screw plug, arro­wed).

11

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

Possible causes

x x Batteries discharged, battery lead connections loose or corroded,

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

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

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

x x Oil level in sump too high

x Oil level in sump too low, oil in sump too thin (mixed with condensate or fuel)
x Engine temperature too high
x Oil filter clogged
x x Oil pressure gauge faulty
x Safety valve in oil circuit defective

x x Bearing wear
x Oil pump gears worn

x x x Engine cold

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

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

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

x x x Valve seats leaking

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

x x x x x Air cleaner soiled or clogged, charge-air system leaking,

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

break in power circuit

ged

winding defective, short to ground)

quality does not correspond to specifications

(does not close, spring fatigued or broken)

x Crankshaft timing gears worn, tooth flank backlash too great

− valve stem guide worn − overpressure in crankcase (crankcase vent clogged)

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

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

x Valve stems worn

cylinders

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

air inlet / exhaust lines clogged / leaking

fungal attack, fuel unsuitable / contaminated (paraffin added)

x = Probable
o = Possible

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

22. Engine too loud / mechanical noise

Possible causes

x x x x x x x x Fuel low pressure system: Fuel lines leaking, broken, clogged
x x x x x x x Fuel low pressure system: Air in system (turn on ignition when bleeding system)
x x x x x x x x x Fuel low pressure system: Fuel pump, overflow valve, main filter
x x x x x o x x Fuel high pressure system: Jets defective / clogged / leaking / coked

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

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

o x o o Fuel high pressure system: Injection pump constant-pressure control valve / return

x x x o x Safty relay defective, drive faulty
o o o x o x x x Injection pump-engine allocation: Start of delivery incorrect (basic installation),

x x x x o x o Injection pump−controller: Stiff movement-fuel delivery controller

x x x x o Control rod position transducer in controller: Connection lines, break, short-circuit

o o o Control rod position transducer in controller: Set incorrectly

x x o Control rod position transducer in controller: Capacitance reserve of wiring harness

x o x o o Injection pump: Delivery set incorrectly / uniform delivery, lower idle speed set too

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

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

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

x x o x Exhaust turbocharger leaking or faulty

x Intercooler leaking, faulty

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

x Coolant level too low, air in coolant circuit

x = Probable
o = Possible

flow restrictor defective

start of delivery set incorrectly

(control deviation)

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

low

CAN−Bus

sure sensor, line fault

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

ning)

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

Possible causes

x V-belt for water pump drive not tensioned correctly

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

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

x Resistor bank EDC control unit pin 51

x x x o o Power supply to EDC control unit interrupted or battery voltage too low / Relay K1

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

x Line defective: Line defective: Pin 23 or 41

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

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

x x o Intermediate engine speed activated

x EOL programming terminated / voltage interrupt

x Afterrunning not completed (e.g. shutdown via EMERGENCY STOP)

x EOL programming: Configuration incorrect

x Engine bearings worn

x o x Injection pump pilot stroke / start of delivery regulator: stiff movement

faulty

x = Probable
o = Possible

15

Engine views

1 3

2

4

5

6

7

12

11

8

9

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

11

Dipstick

12

Air compressor

17

Engine lubrication schedule

Schematic diagram of engine lubrication system

17

421

5

16

15

14

13

12

3

6

7

8

9

11

10

À Bore for ro#ker arm lubrication È Bore for oilcooler

Á Injection pump É Oil pump

 Bore for injection pump lubrication

à Turbocharger

Ä Oil pressure sensor

Å Oil filter

Æ Bypass valve

Ç Oil cooler

11

Oil pressure relief valve

12

Oil suction pipe

13

Bore for main bearing lubrication

14

Bore for thrust bearing

15

Spray nozzles for piston cooling

16

Bore for camshaft bearing lubrication

17

Air compressor

18

Fuel System Diagram

Fuel System Diagram

1

2

3

3

4

5

6

8

9

10

À Flame-starter sheathed-element glow plug Å Fuel delivery pump

Á Soleniod valve Æ Fuel filter

 Fuel injector Ç Hand pump

à Injection pump È Fuel pre-filter

Ä Overflow valve É Tank

7

19

Fuel System Diagram

Fuel System Diagram

1

2

3

3

4

5

6

9

8

10

À Flame-starter sheathed-element glow plug Å Fuel delivery pump

Á Soleniod valve Æ Fuel filter

 Fuel injector Ç Hand pump

à Injection pump È Fuel pre-filter

Ä Overflow valve É Tank

7

20

Air/Water Intercooler

Cooling System Diagram

10

1 2 3 11

4

789

6

5

12 13

17

14

16

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
É Short circuit inserts

Low temperatur cooling system

11

Positive pressure valve 0,85−1,2 bar

12

Surge tank

13

Filler neckseinfüllstutzen, Positive pressure- 0,6−0,7 bar / negative pressure valve 0,02−0,08 bar

14

Water pump low temperatur cooling system

15

Radiator

16

Thermostat

17

Intercooler

21

Air/Air Intercooler

Cooling System Diagram

1 2 3

10

9

7

8 6

5

À Positive pressure valve 0,85−1,2 bar Å Retarder-oil cooler
Á Surge tank Æ Water pump
 Filler neck, Positive pressure- / negative pressure valve Ç Engine oil cooler

Positive pressure 0,6−0,7 bar / negative pressure 0,02−0,08 bar È Engine / crankcase
à Thermostat É Short circuit inserts
Ä Radiator

4

22

Engine management schedule

4

1

À Oil pump impeller gear à Injection pump drive gear
Á Oil pump drive gear Ä Idler gear
 Crankshaft gear ŠCamshaft gear

2 3

6

5

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.

1

1

2

2

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.

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

1. Light signal transmitter

Fig. 6

Push light signal transmitter into socket in 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.

5

6

Fig. 7

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

Note:

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

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

7

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.

29

ø15

ø12

ø9

13

30

15

ø3

8

ø11

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.

Fig. 10

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

10

9

1

2

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:

D nozzles to jam
D the 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:

1

2

3

2

1

À Cardan universal joint
Á Extension
 Socket wrench

Take off injection pump.

Caution:

The injection pump is heavy!
Use lifting gear.

3

28

Removing and Installing Injection Pump

Installing injection pump

Fig. 4

Caution:

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

Failure to comply with this instruction
may result in serious damage to the
injection pump!

Remove screw plug À on governor housing.
If fitted, take out blocking pin Á.

Fig. 5

Check whether the engine is at start of delivery.

Start of delivery see “Service Data”.

1

4

2

Fig. 6

Check whether the injection pump is at start of de­livery. Remove screw plug from governor housing
(fig. 4). The start of delivery pointer must be visible
in the centre of the inspection hole.

Release the mounting bolts on the injection pump
drive gear so that it can be turned in the elongated
holes.

Hold the injection pump camshaft in place while
turning the gear.
Fit a new O-ring (lightly oiled) on the injection
pump flange.

Insert the injection pump and tighten the mounting
bolts to specified torque.

Fig. 7

Provisionally tighten all the mounting bolts of the
gear through the inspection hole to 5 Nm. Two
complete engine revolutions are necessary for this.

Now tighten down all the mounting bolts to 30 Nm.

5

6

Check and if necessary set start of delivery (see
page 24).

Install timing case cover.

7

29

Removing and Installing Injection Nozzles

Removing injection nozzles

Fig. 1

Remove injection lines À.

Unscrew mounting bolts of the connecting piece Á.

Fig. 2

Remove connecting piece Á.

1

1

1

Fig. 3

Pull the pressure pipe  out of the cylinder head.

Fig. 4

Remove cylinder head covers.

2

3

2

3

3

The injector nozzle of the first cylinder is equipped
with a needle movement sensor. Unscrew holder
for cable (arrow).

4

30

Removing and Installing Injection Nozzles

Fig. 5

Remove the cover gasket with cable lead-through
À, unscrew mounting clamp Á.

Fig. 6

Unscrew the mounting bolt À of the pressure
flange (see item Á) and remove the pressure
flange.

Take off centring washer and pressure flange.

2

1

5

1

6

2

31

Removing and Installing Injection Nozzles

Extractor for injection nozzles

Fig. 7

Extractor tube for injector nozzles (special tools,
see item. 26.1, page 169).

À Knurled nut
Á Extractor with slit for the passage of the cable

for the needle movement sensor
 Bridge

Fig. 8

1 2 3

7

Thread the needle movement sensor through the
extractor tube slit Á and up the connector up
through the tube.
Screw the extractor tube onto the injection nozzle.

Fig. 9

Place bridge À over the extractor tube.
The bridge rests on the cylinder head bolts.
Screw on knurled nut Â.

2

8

1

3

Fig. 10

Withdraw the injection nozzle by turning the
knurled nut.
Clean the nozzle seat in the nozzle bushing.

9

10

32

Removing and Installing Injection Nozzles

Installing injection nozzles

Fig. 11

Insert new O-ring À and new copper sealing
ring Â.
Grease the O-ring.

Fig. 12

Insert the injection nozzle into nozzle bushing  so
that inlet hole Á (see also item Á in Fig. 11) points
to the hole for pressure pipe À in the cylinder
head.
Press in the injection nozzle by hand as far as it
will go.

1
2

3

11

1

Fig. 13

Fit pressure flange and provisionally tighten
mounting nut to 10 Nm.

Fig. 14

Insert pressure pipe into the cylinder head.

Caution:

The thin end of the pressure pipe points
towards the injection nozzle.

12

13

2

3

Replace the O-ring and apply a light coating of
grease.
Insert the connection piece and align it so that the
injection line can be connected without tension.

Apply initial torque of 10 Nm to injection line.

14

33

Removing and Installing Injection Nozzles

Fig. 15

Apply initial torque of 10 Nm to mounting bolt on
connection piece.

Fig. 16

Tighten the mounting nut of the pressure flange
(arrowed) first to 25 Nm and then to an angle of
90_.

Then tighten connection piece to 20 Nm and after­wards tighten it using a 90_ torque wrench.

15

Fig. 17

Secure the injection line .

Initial installation:

Angle tightening: 60_. . . . . . . . . . . .

Subsequent installation:

Angle tightening: 30_. . . . . . . . . . . .

Afterwards tighten the mounting nut on the com­pression flange.

Angle tightening: 45_. . . . . . . . . . . . . . . . . . . . . . . . .

Let engine warm up

Angle tightening: 90_. . . . . . . . . . . . . . . . . . . . . . . . .

16

17

34

Removing and Installing Injection Nozzles

Check tightness of nozzle holder base,
pressure pipe and leak-oil line

Caution:

After the injection nozzles have been in­stalled, always check to ensure that the
nozzle holder seat, pressure pipe and
leak−off oil lines do not leak.

Fig. 18

À Adapter for connecting up the compressed air

hand pump (to make yourself)

Á Compressed air hand pump with pressure

gauge, special tool, see item. 25, page
LEERER MERKER.

Fig. 19

Make adapter item À, fig. 19 from standard parts

1

2

18

1

À T-connector for connecting up a pressure

gauge with internal thread M8x1, is not neces­sary if the compressed air hand pump with
pressure gauge item Á, fig. 18 is used and it
must be closed

Á Union nut M16x1,5
 Connector M14x1,5
à Adapter GE 8-PLR 1/4”
Ä Connector fitting for compressed air hand pump

(ewo, part-number 320.031)

Fig. 20

Proceed as follows:

D Loosen injection lines on the connector fitting or

on the injection pump

D Close fuel feed, e.g. on fuel pre-cleaner with

taper plug VKA10

D Connect compressed air hand pump to fuel re-

turn (arrow) with screw connector

D Pump approx. 2 bar pressure to fuel system

19

20

5

234

Caution:

The pressure must not drop for a period
of 3 minutes.

D Tighten up the injection lines again with the

specified torque, see page 34.

D Reconnect leakage fuel return line

35

Checking Injection Nozzles

Checking injection nozzle

Fig. 1

The nozzle tester (hand tester) is used to check
the

−− opening pressure (injection pressure),

−− leak-tightness and

−− spray pattern of each injection nozzle.

Use pure calibrating oil or pure diesel fuel for the
test.
Prior to testing, clean the nozzle and check it for
wear.
Check the nozzle with its nozzle holder.

Danger:

The high injection pressure can cause
serious injury. Do not place hands under
the jet spray.
Wear safety goggles.

1

1 2

Fig. 2

À Testing device
Á Inlet connection

Fig. 3

Feed the needle movement sensor cable through
the testing device.

Fig. 4

Insert the injection nozzle with inlet hole À towards
the guide tube for pressure pipe Á in the testing
device.

2

3

1 2

36

4

Fig. 5

Checking Injection Nozzles

Insert the pressure pipe with edge-type filter À into
the guide tube.

Note:

The thin end of the pressure pipe points
towards the injection nozzle.

Screw inlet connection Á into the guide tube and
tighten up.

Fig. 6

Connect the pressure line of the tester to the injec­tion nozzle inlet connection.

1

5

2

6

37

Cleaning fuel prefilter

Figs. 1 and 2

Fuel Prefilter

Strip the fuel prefilter À:

D Unscrew knurled nut of prefilter
D Swing out retaining arm and take out filter hou-

sin  with strainer filter Á
D Clean filter housing and strainer in clean die-

sel fuel and blow out with compressed air

D Re-assemble in reserve order

D Switch on EDC (if EHAB is fitted)
D Operate the plunger on the hand pump until the

overflow valve in the injection pump can be

heard to open

D Screw in and tighten the hand pump plunger
D Start the engine
D Check the fuel prefilter for leaks

3

1

2

1

Cleaning fuel prefilter

Figs. 3 and 4

Strip the fuel prefilter:

D Remove filter housing À
D Wash out filter housing À and gauze filter

clean Diesel fuel and blow them out with com-

pressed air

D Reassemble with a new seal
D Screw on filter housing and tighten it to 10 − 12

Nm

D Actuate tappet of hand primer until overflow

valve of injection pump is heard to open

D Screw in and tighten the hand pump plunger
D Start the engine
D Check the fuel prefilter for leaks

Á in

2

21

3

38

4

Fuel prefilter with water separator

Fig. 5

Draining water:

D Open drain screw À and let off water.

D Close drain screw À again

Fuel Prefilter

Changing filter element

Only when the engine is swiched off.

D Remove inspection glass Á and filter element Â
D Wet seal on new filter with fuel
D Screw on filter  and inspection glass Á by

hand

D After this, bleed the fuel system
D Check the filter for leaks

Caution:

Used fuel filters are classed as danger­ous waste and must be disposed of ac­cordingly.

3

2

1

5

39

Removing and attaching fuel filter, exchanging filter cartridge

Changing fuel filter

Only when the engine is swiched off.

Figs. 1 and 2

D Remove filter cartridge using tape wrench.
D Wet seal on new filter with fuel
D Screw on filter by hand
D After this, bleed the fuel system
D Check the filter for leaks

Caution:

Used fuel filters are classed as danger­ous waste and must be disposed of ac­cordingly.

1

Bleeding the fuel system

Figs. 3 and 4

Note:

To bleed the fuel system switch on the
“ignition” so that the EHAB will be open.

An arrow on the filter head indicates the direction
of fuel flow.

D Unscrew the vent screw of the first filter in the

direction of flow by one or two turns
D Actuate tappet of hand primer until fuel emer-

ges without bubbles

D Screw in and tighten the hand pump plunger
D Close bleed screw
D Repeat this procedure at the second bleed

screw
D Check the filter for leaks

2

3

40

4

Flame starter sheathed-element glow plug,

removing and installing

Removing sheathed-element glow plug

Fig. 1

Disconnect the electric connections from the shea­thed-element glow plug.

Remove fuel line carefully.

Loosen counter nut on sheathed-element glow
plug and remove glow plug.

Installing sheathed-element glow plug

Fig. 2

Turn counter nut on sheathed-element glow plug
upwards until it stops.
Screw in sheathed-element glow plug with “Hylo­mar” until it stops at the counter nut and align it
with fuel line.

1

Connect up fuel line and electric connection.
Tighten counter nut.

Checking solenoid valve for leaks

Remove fuel line from flame glow plug.
When the engine is running and hot, no fuel must
emerge.

Removing solenoid valve

Fig. 3

D Remove fuel lines
D Remove electric connection from valve
D Remove the two hex bolts and take off valve

The valve cannot be repaired.
Exchange the defective valves.

Fitting solenoid valve

D Screw valve to holder
D Screw on electric connection
D Fit the fuel lines with new sealing rings

2

3

Note:

For detailed description see
“EDC repair manual”.

41

Draining and filling coolant

Draining coolant

Danger:

When draining hot coolant, there is a
danger of scalding!

Drain coolant as follows when cooling system has
cooled down

Note:

Collect the drained coolant and dispose
of it in accordance with regulations!

To drain the coolant open one or both of the drain
plugs (arrows). There is a further drain plug on the
coolant elbow in the exhaust-gas recirculation sy­stem; use a container of sufficient size to catch the
coolant.

Catch emerging coolant in a suitable container.

Fill / bleed the cooling system (only when engine has cooled down)

The cooling system of the engine is to be filled with a mixture of drinking water from the mains and anti­freeze based on ethylene glycol and/or anticorrosion additive.
See Publication “Fuels, Lubricants and Coolants for MAN Diesel Engines”.

Coolant must be poured in according to the vehicle manufacturer’s filling specifications.

Do not pour any cold coolant into an engine which is still warm.

Ensure that the ratio of water to anti-freeze is correct.

D Pour in coolant slowly until the correct coolant level is reached (max. 10 ltr./min.)

D Open the drain plug on the coolant elbow in the exhaust−gas recirculation system and bleed the ex-

haust-gas recirculation module

D Run the engine briefly and then check coolant level once more

Danger:

If, in exceptional cases, the coolant level on warm engines has to be checked or the cooling circuit
opened, observe the vehicle manufacturer’s safety regulations.

42

Removing and Installing Thermostats

Note:

If the thermostat is fitted to the outside,
short-circuit inserts instead of thermostat
inserts are installed in the engine.

D Drain off coolant, see page 42

Remove the three mounting bolts from coolant
neck À and take off coolant neck.

Take out thermostats.

Check the function of the thermostat insert as
follows.

D Suspend the thermostat in a bowl of water
D Heat up the water
D Using a suitable thermometer, ascertain the

start of opening and compare it with the set­point value in “Service data”

D If necessary, measure the opening stroke

1

Replace defective thermostats.

Install thermostat inserts with ball valve facing up­wards (TOP) with new O-ring À and new seal Á.

Caution:

Never let the enging run without thermo­stats or short-circuit inserts.

43

Removing and installing the engine coolant pump

Removing coolant pump

D Draining off coolant, see page 42
D Remove the thermostats, see page 43

Take V-belt off

Fig. 1

Remove al bolts from the hub.

Fig. 2

Release the coolant pump mounting bolts and re­move the coolant pump.

Clean the sealing faces on coolant pump and en­gine housing.

, see page 133.

1

2

44

Removing and installing the engine coolant pump

Instaling coolant pump

Fig. 3

Renew O−ring.

Fit coolant pump with new seal.

Tighten the securing bolts with the prescribed tor­que.

Fig. 4

Refit V-belt pulley and coolant neck.

Insert thermostat insert, see page 43.

Fit and tension the V-belt see Page 134.

3

Fill coolant, see page 42

Note:
Exchange or repair coolant pump only if it has been found to be leaky.

The design of the coolant pump mechanical cassette seal permits small amounts of coolant to
pass through it. This coolant passing through results in a trace of drained coolant below the drain
bore. The coolant pump need not be exchanged or repaired because of this trace of permeating
coolant.

For this reason, before replacing or repairing a coolant pump, ascertain

D whether the cooling circuit shows visible and recurring signs of coolant loss; if yes
D whether the coolant loss is caused by spillage from the expansion tank (e.g. too full) or by

other leakages from hoses, radiator etc.

Coolant pumps must be exchanged only if water drips visibly while the engine is in operation or
after the engine has been switched off.

4

45

Repairing engine coolant pump

Fig. 1

À Pump housing
Á Impeller
 Cap
à Mechanical seal
Ä Coolant pump bearing
Å Hub
Æ Circlip

Removing the coolant pump, see page 44

Disassembling coolant pump

Fig. 2

Clamp coolant pump in vice (using soft jaws).

Pull off V-belt pulley with three-arm puller.

1

2

3

4

5

6

7

1

Fig. 3

Unclip the circlip from the coolant pump housing.

Fig. 4

Knock out cover by driving a suitable mandrel un­der it (Fig. 1, item Â) at notch (arrow).

2

3

46

4

Repairing engine coolant pump

Fig. 5

Pull impeller off the coolant pump bearing.
For this purpose four M8 threaded bores are provi­ded.

Fig. 6

Align water pump housing on a suitable and stable
surface.

Use suitable mandrel to press the coolant pump
shaft with bearing out of the housing.
Shaft and bearing are encapsulated and replaced
as a single unit only.

5

Take off axial face seal.

Reassembling coolant pump

Fig. 7

Press in coolant pump bearing.

For this purpose use suitable pressing die to en­sure that pressure is applied to the bearing outer
ring and not to the bearing shaft.

Fit the circlip.

Fig. 8

Press boss flush on to bearing shaft.

6

7

47

8

Repairing engine coolant pump

Fig. 9

Turn water pump housing over and Press in new
mechanical seal with press-fitting sleeve (special
tool) until it stops.

Observe installation note for seal on page 50.

Note:

The seal can be exchanged even without
removing the coolant pump shaft.

Fig. 10

Press impeller slowly on to bearing shaft to ensure
correct gap.

9

Fig. 11

For this purpose an inspection hole closed up with
a screw plug (M16x1.5) is provided on the bottom
of the coolant pump housing.

À Impeller
Á Coolant pump housing

Fig. 12

Fit new pump cover and press it into housing,
using a suitable pressing tool.

10

2

1

0,5+0,2

11

12

48

Repairing engine coolant pump

Fig. 13

If no suitable pressing tool is available, you may
use self-made special tools (see chapter “Special
tools”) and proceed as follows:

D Align guide ring Á with the two dowel pins on

the pump housing

D Insert pressing ring À into guide ring
D Place a flat steel (min. thickness: 10 mm) on

the pressing ring

D Press cover into housing using a press

Fit coolant pump with new gasket,
see page 44.

1
2

13

49

Repairing engine coolant pump

Replacing coolant pump during repair work only in event of identified leakage

The design of the coolant pump mechanical cassette seal permits small amounts of coolant to pass
through it.
This coolant passing through results in a trace of drained coolant below the drain bore.
This trace of drained coolant does not mean that the coolant pump has to be replaced.

For this reason before exchanging or repairing a coolant pump ascertain

D whether the cooling circuit shows visible and recurring signs of coolant loss; if yes
D whether the coolant loss is caused by spillage from the expansion tank (e.g. too full) or by other leaka-

ges from hoses, radiator etc.

Coolant pumps may only then be replaced if dripping water can clearly be seen while the engine is running
or after it has been turned off.

Installation note for mechanical seal

Fit the mechanical seal “wet”, i.e. when fitting, coat holding sleeve à and coolant pump shaft À with a mix­ture of 50% water and 50% cleaning spirit or 40% to 50% antifreeze as per MAN 324 and water.

Other antiseize agents must not be used.

Because the seal on collar Á is coated with sealing paint, no sealing paint needs to be applied if the loca­ting bore in the coolant pump housing is in perfect condition.
If the bore shows even the slightest scoring or other minor damage, a sealing bead of Dirko-Transparent,
Part No. , must be applied to collar Á.
Fit the seal with a plastic transportation cap onto shaft À and use installation tool Ä to press it in until the
tool contacts the housing. Remove the plastic cap.

1 2 3 4

5

Note:

Tests have shown that most cases of damage to the coolant pump can be attributed to the use of
unsuitable coolants.
Only the anticorrosion and antifreeze agents expressly approved by MAN Nutzfahrzeuge AG as
per MAN norm 324 (see brochure “Fuels, Lubricants, Coolants for and MAN Diesel Engines”) gua­rantee faultless operation

50

Repairing coolant pump with high-temperature and

low-temperature parts

Coolant pump for three thermostats

Fig. 1 and 2

À Pump housing HT (high-temperature part)
Á Pump housing LT (low-temperature suction

part)

 Hub
à Bolt DIN 931−M8x155, hex nut DIN 934−M8
Ä Bolt DIN 933−M8x358.8
Å Mechanical seal 51.06520−0085
Æ Impeller for coolant pump, HT circuit
Ç Mechanical seal 51.06520−0099
È Counterring complete 51.06520−0100
É Impeller for coolant pump, LT circuit

11

Splash shield

12

Mechanical seal 51.06520−0096

13

Coolant pump bearing

14

Drive shaft for coolant pump

15

Circlip

16

Coolant pump seal

17

Grooved ball bearing 6003

18

Cap

1
2
3

5

4

1

18

6
7

17

8
9

10

11

16

12
13

Disassembling coolant pump

Fig. 3

Removing the water pump, see page 44

Clamp water pump in a vice, use protective jaws.

Pull off boss with three-arm puller.

Fig. 4

Unclip the circlip from the coolant pump housing.

15

2

3

14

51

4

Repairing coolant pump with high-temperature and

low-temperature parts

Fig. 5

Knock out cover by driving a suitable mandrel
under it (Fig. 2, item 18) at notch (arrow).

Fig. 6

Pull impeller off coolant pump shaft.

For this purpose four threaded bores M8 are pro­vided.

5

Fig. 7

Note:

Remove bolt from low-temperature part
(Fig. 1, item 5).

Align water pump housing on a suitable and stable
surface.

Use a suitable mandrel to press the water pump
shaft together with bearing out of the housing.

Take off mechanical seal.

The high-temperature part and the low-tempera­ture suction part are now separated.

Remove axial face seals and grooved ball bearing
from high-temperature part if they are still in the
housing.

6

7

52

Repairing coolant pump with high-temperature and

low-temperature parts

Reassembling coolant pump

Fig. 8

Press in water pump bearing.

Fit the circlip.

Note:

If you change the seals always install a
new shaft and axial face seals.

Fig. 9

Press boss flush on to bearing shaft.

Use suitable plates (80.99614−0027 and

80.99606−0628) to brace the bearing shaft.

8

Fig. 10

Turn coolant pump over (for this support bearing
shaft with 80.99606−0629) and press in new axial−
face seal (Fig. 1, no. 12) using mandrel
(80.99606−0252) until mandrel is in contact.

Observe installation note for seal on page 57.

Fig. 11

Press in counterring (arrow) with a suitable pres­sing tool (may be possible by hand).

Install mechanical seal while “wet”, i.e. to install it,
coat holding sleeve and water pump shaft with a
mixture of either 50% water and 50% cleaning
spirit or 40% to 50% antifreeze agent as per MAN
324 and water.

9

10

11

53

Repairing coolant pump with high-temperature and

low-temperature parts

Fig. 12

Note:

Brace the bearing shaft.

Press impeller slowly on to bearing shaft (mandrel

80.99604−0252) to ensure that the correct gap

+0,4

(0,5

Fig. 13

Press axial−face seal (no. 8) into pump housing
(no. 1) using pressing tool (80.99606−0252).

Observe installation note for seal on page 57.

) is achieved.

12

Fig. 14

Lay coolant pump gasket on pump housing.

Fig. 15

Carefully fit low-temperature suction part to high−
temperature pump housing.

To make assembly easier insert 2 pins in opposite
sides of HT part (see Fig. 14)

Do not use force (hammer etc.) and note the 3
centring features (see arrows in Fig. 14).

13

14

Screw in bolt (Fig. 1, item 1).

Bolt LT and HT parts together with 2 bolts and nuts
on opposite sides (Fig. 1, item 4).

15

54

Repairing coolant pump with high-temperature and

low-temperature parts

Fig. 16

Note:

For subsequent steps brace the bearing
shaft.

Press grooved ball bearing 6003 into position using
special die (80.99604−0254).

Fig. 17

Press axial-face seal (no. 6) into pump housing
(no. 1) using pressing tool (80.99617−0191).

Observe installation note for seal on page 57.

16

Fig. 18

Slowly press impeller on to bearing shaft to ensure
correct gap.

Fig. 19

For this purpose an inspection hole closed up with
a screw plug (M16x1.5) is provided on the bottom
of the coolant pump housing.

À Impeller
Á Coolant pump housing

17

18

2

1

19

55

Repairing coolant pump with high-temperature and

low-temperature parts

Fig. 20

Fit new pump cover and press it into housing,
using a suitable pressing tool.

Fit coolant pump with new gasket, see page 44.

20

56

Repairing coolant pump with high-temperature and

low-temperature parts

Replacing coolant pump during repair work only in event of identified leakage

The design of the coolant pump mechanical cassette seal permits small amounts of coolant to pass
through it.
This coolant passing through results in a trace of drained coolant below the drain bore.
This trace of drained coolant does not mean that the coolant pump has to be replaced.

For this reason before exchanging or repairing a coolant pump ascertain

D whether the cooling circuit shows visible and recurring signs of coolant loss; if yes
D whether the coolant loss is caused by spillage from the expansion tank (e.g. too full) or by other leak-

ages from hoses, radiator etc.

Coolant pumps may only then be replaced if dripping water can clearly be seen while the engine is running
or after it has been turned off.

Installation note for mechanical seal

Fit the mechanical seal “wet”, i.e. when fitting, coat holding sleeve à and coolant pump shaft À with a mix­ture of 50% water and 50% cleaning spirit or 40% to 50% antifreeze as per MAN 324 and water.

Other antiseize agents must not be used.

Because the seal on collar Á is coated with sealing paint, no sealing paint needs to be applied if the locat­ing bore in the coolant pump housing is in perfect condition.
If the bore shows even the slightest scoring or other minor damage, a sealing bead of Dirko-Transparent,
Part No. , must be applied to collar Á.
Fit the seal with a plastic transportation cap onto shaft À and use installation tool Ä to press it in until the
tool contacts the housing. Remove the plastic cap.

1 2 3 4

5

Note:

Tests have shown that most cases of damage to the coolant pump can be attributed to the use
of unsuitable coolants.
Only the anticorrosion and antifreeze agents expressly approved by MAN Nutzfahrzeuge AG as
per MAN norm 324 (see brochure Fuels, Lubricants, Coolants for and MAN Diesel Engines”)
guarantee faultless operation

57

Cleaning cooling system

Cleaning the inside of the cooling system

Note:

Co-ordinate cleaning measure with radiator manufacturer beforehand!

Investigations have shown that in many cases the poor condition of the coolant and / or the cooling system
accounts for damage to the water pump mechanical seal. The poor condition of the cooling system is nor­mally due to use of unsuitable or no anti-freezing agents and corrosion inhibitor or defect, not early enough
replaced covers for filler neck and working valves.

If twice in a short time the water pump of an engine develops leakes or the coolant is heavily contaminated
(dull, brown, mechanically contaminated, grey or black signs of a leakage on the water pump casing, after
the defect on the oil cooler) clean the cooling system prior to removing that water pump as follows:

a) Drain coolant
b) Open thermostats positively (use short-circuit inserts), so that the entire coolant circuit is flushed in the

cleaning operation
c) Fill coolant circuit with a mixture of hot water (min. 50°C) and Henkel P 3 neutrasel 5265 detergent

(1.5% by volume) (-5266, -5225, Kluthe Hakopur 316), refer to Publication “Fuels, Lubricants ...”
d) Warm up engine under load. After a temperature of 60°C is reached, run engine for a further 15 minutes
e) Drain cleaning fluid
f) Repeat steps c) and d)
g) Flush cooling system. To this effect
h) Replace drain plug by drain plug with a bore of 8 mm dia
i) Fill cooling system with hot water
k) Run engine at idle for 30 minutes. At the same time continuously replenish the water leaking from the

bore in drain plug by adding fresh water

Repair water pump only now. Thereafter, fill the cooling system with approved cooling fluid. See Publication
“Fuels, Lubricants ...”.

Note:

Only sediments and suspended particles can be removed by this cleaning method. If corrosion
and lime deposits are found, proceed according to the following section:

58

Cleaning cooling system

Removal of lime deposits in the cooling system

Note:

Co-ordinate decalcifying measure with radiator manufacturer beforehand!

Procedure:

D Drain the coolant
D Fill the system with undiluted original pickling fluid (Engine pickling fluid RB-06), see sources of supply
D Let the engine run (also in normal operation) for approx. 8 hours with this filling in the cooling circuit
D Drain the pickling fluid and thoroughly flush the system with tap water
D If necessary, refill the circuit again with fresh pickling fluid and pickle the engine for another 8 hours
D Drain the pickling fluid, fill the system with tap water, and run the engine at idle for 5 minutes to flush out

all fluid; then drain the water

D Fill the system with a 1% soda solution. Drain the soda solution after running the engine at idle for

5 minutes, and flush with tap water until the discharging water is clear

D Fill cooling circuit with a mixture of potable tap water and anti-freeze with at least 40% by volume,

refer to Publication “Fuels, Lubricants ...”

Note:

Older radiators may develop leaks when such deposits are removed. The surge tank should be
filled only up to the bottom edge as otherwise foaming will cause the pickling fluid to spill over.
Damaged tube bundles may develop leaks when dirt deposits are removed.

Filler caps and working valves of cooling system

The rubber gaskets of the filler caps and working valves (negative pressure and positive pressure valves)
of the cooling system are subject to natural aging.
To preclude leakages in the cooling system and tailing pressure drop and its consequences up to severe
engine damage, renew the filler caps and working valves in line with the change of coolant (every two years
at the latest) see also “Filling-in of coolant” in this chapter.

Waste water treatment

Drained and spent cleaning and pickling fluid should be brought up to a pH value of 7.5 to 8.5 with the aid
of caustic soda. Once the precipitation has settled to the bottom of the container the clear fluid above can
be dumped into the sewer. The sludge at the bottom should be taken to a special waste dump. Anyway, it
is recommended to consult the local authorities for more information about waste water rules or restrictions.

Sources of supply for pickling fluids

Motor pickling fluid RB−06
Reincolor-Chemie GmbH
Werkstr. 21
D−90518 Altdorf
Phone: [phone]

59

Changing the oil filter

Caution:

Old oil and used oil filters are hazardous
waste.
Observe safety instructions for the pre­vention of environmental damage.

Fig. 1

Open the oil drain plug on the oil filter casing and
catch emerging oil in a suitable container.

Danger:

The oil filter casing and filter insert are
filled with hot oil; danger of burns and
scalding!

Reinsert oil drain plug with new gasket.

Fig. 2

Loosen the securing bolt of the filter cup.

Remove filter cup and clean inside.

Fig. 3

Insert a new filter cartridge and reinstall the filter
casing with new seals.

Observe tightening torque for securing screw.

Note:

To avoid twisting the gasket, hold the
filter cup while tightening the tensioning
screw.

1

2

Fill engine oil and check for leaks after a short en­gine run

Check oil level.

3

60

Removing and installing the oil cooler

Removing the oil cooler

Caution:

Old oil is hazardous waste.
Observe safety instructions for the preven­tion of environmental damage.

Fig. 1

Oper oil drain plug and use container to catch the
oil that may emerge.
Use a vessel of sufficient size to ensure that the oil
does not overflow.

Danger:

The oil is hot− risk of scalding. Do not
touch the oil drain plug with bare fingers.
Oil is an environmental hazard. Handle it
with care!

1

D Draining off coolant, see page 42
D Remove oil filter, see page 60

Fig. 2

Unscrew the mounting bolts from the oil cooler
housing.

Remove the oil cooler housing together with the oil
cooler.

Fig. 3

Remove the oil cooler from the housing.

Fig. 4

2

3

Inspect the oil cooler for damage and replace if
necessary.

Fit oil cooler with new gaskets.

4

61

Removing and installing the oil cooler

Fig. 5

Take a new o-ring for oil cooler housing.

Screw on oil cooler housing together with attached
oil cooler.

Fig. 6

Tighten the securing bolts with the prescribed tor­que.

D Attach oil filter with new seals
D Top up engine with oil
D Top up coolant.

5

6

62

Removing and installing the oil pan

Remove oil pan

Caution:

Old oil is hazardous waste.
Observe safety instructions for the preven­tion of environmental damage.

Fig. 1

Open oil filler neck.
Remove oil drai plugs and allow the oil to drain off
completely.
Use a vessel of sufficient size to ensure that the oil
does not overflow.

Danger:

The oil is hot− risk of scalding. Do not
touch the oil drain plug with your bare
fingers. Oil is an environmental hazard.
Handle it with care!

1

Fig. 2

Completely remove crankcase breather, the oil
level probes and the oil filler pipe.

Remove bridge for cable harness and move cable
harness to one side.

Fig. 3

Loosen the securing bolts of the oil pan.
Take off oil pan.

Caution:

Oil pans are heavy.
It is now supported only by the lower oil.

Fitting the oil pan

2

3

Fig. 4

Replace the oil pan gasket.

Tighten the securing bolts with the prescribed tor­que.

4

63

Removing and installing the oil pan

Fig. 5

Fit engine cable harness, the bridge for the cable
harness, the oil filler pipe, the oil level probe and
the crankcase breather.

Refit oil drain plugs with new seals.

Fill up the engine oil. Check oil level. Check the oil
pan for leaks

5

64

Removing and Installing / Repairing Oil Pump

Removing the oil pump

Drain engine oil from the oil pan and from the oil
filters.
Use a vessel of sufficient size to ensure that the oil
does not overflow.

Danger:

The oil is hot− risk of scalding. Do not
touch the oil drain plug with bare fingers.
Oil is an environmental hazard. Handle it
with care!

Caution:

Old oil is hazardous waste.
Observe safety instructions for the pre­vention of environmental damage.

D Removing the oil pan, see page 63

Fig. 1

Unscrew the oil intake pipe.

Fig. 2

Remove mounting bolts of pressure relief valve
and the oil pump.

The overpressure valve is encapsulated.

Opening pressure, see “Service Data”.

Remove oil pump.

1

2

65

Removing and Installing / Repairing Oil Pump

Servicing the oil pump

Fig. 3

Clamp the oil pump in a vice (use protective jaws).

Remove the oil pump cover.

Fig. 4

Pull the driven oil pump wheel from the casing.
Check the toothed wheels and pump casing for
wear (see “Service Data”).

3

Fig. 5

Remove the oil pump drive gear.

To do this, lay the pump on a suitable surface and
press off the drive gear with a mandrel.

To install, place the drive gear on the shaft, sup­porting the opposite shaft end in the process.

Press on the drive wheel, observing the prescribed
gap (see “Service Data”).

Fig. 6

Fit the cover.

Tighten the securing bolts with the prescribed
torque.

4

5

66

6

Removing and Installing / Repairing Oil Pump

Checking the axial clearance of the
pump wheels

Fig. 7

Attach a dial gauge, push the shaft in one direction
up to the stop and set the dial gauge to “0”.
Press the shaft in the opposite direction and read
off the reaction of the dial gauge.

Axial clearance of pump gears in new condition
see “Service Data”.

7

Fitting the oil pump

Fig. 8

before fitting, check that the oil pump is running
smoothly.

Fit the oil intake line À with seal. Screw on the
pressure-relief valve Á without seal.

Before installing the oil pan, crank the engine to
check whether the crank gear and the oil pumps
run unimpeded and smoothly.

Stick new oil pan gasket on to oil pan using grease
and then bolt oil pan into place.

22 1

8

67

Removing and Installing Oil Spray Nozzle

Removing oil spray nozzle

D Drain engine oil
D Removing the oil pan, see page 65

Fig. 1

Unscrew the oil spray nozzle valve (arrowed) and
remove with the oil spray nozzle.

Fig. 2

À Oil spray nozzle valve
Á Oil spray nozzle

Note:

The oil spray nozzles are provided with
balls. When the oil spray nozzle valve is
tightened at the factory, the balls are
pressed into the crankcase where they
make impressions which are used as
marker points for installing the nozzle in
the event of repairs.

1

2

1

2

Checking oil spray nozzle valve

Fig. 3

Use a piece of wire to check whether the valve
piston is easy to move.

Opening pressure, see “Service Data”.

Installing the oil injection nozzle

Fig. 4

Screw in the oil spray nozzle together with its
valve.
The balls of the oil spray nozzle must be located in
the impressions designated for this purpose in the
crankcase. This ensures that the nozzle is secured
in the correct installation position.
Turn the engine. The crankshaft drive or pistons
must not collide with the oil injection nozzle.

3

Tighten the securing bolts with the prescribed
torque.

4

68

Removing and fitting vibration damper,

replacing front crankshaft gasket

Remove pilot clutch

Note:

Match−mark the parts and remove them.

Fig. 1

D Disconnect propshaft from clutch and pull it off

D Remove inner bolts À and lift out clutch.

Strip and check pilot clutch; see page 135.

1

Removing vibration damper

D Crank the engine to TDC. This ensures that it is

easier to fit the graduated disc during subse­quent assembly work.

D Block the crankshaft drive.

D Relieve tension on the V−belt and remove the

belt.

D Remove the delivery start pointer

Fig. 2

Loosen the securing screws of the vibration dam­per.

Remove the vibration damper.

Remove oil thrower from the crankshaft.

Note:

Prior to removal mark the position of the
vibration damper relative to the crank­shaft. This will ensure that in the subse­quent reassembly the graduated disc is in
correct position.

1

2

Caution:

The vibration damper is sensitive to im­pacts.

69

Removing and fitting vibration damper,

replacing front crankshaft gasket

Replacing the front crankshaft gasket

Fig. 3

Loosen the securing screws of the cover.

Fig. 4

Remove the cover.

Only replace the front crankshaft gasket as a com­plete unit, i.e. replace the bearing race and the
radial shaft sealing ring.

3

Replacing the bearing race

Note:

The engine is not delivered with the
thrust ring as a series feature.
The spare crankshaft seal also contains
the thrust ring.

Fig. 5

A stripping device (special tool) is required to re­move the bearing race.

Fig. 6

Pull off the bearing race.

4

5

70

6

Removing and fitting vibration damper,

replacing front crankshaft gasket

Fig. 7

A special too is required to fit the bearing race.

Clean the inside of the bearing race and tail shaft.
Coat the crankshaft stub with “Antipor 46” sealing
compound.

D Push the bearing race À and press-in sleeve Á

onto adapter Å.

D Tighten spindle Ä in adapter Å with nut Æ
D Screw adapter Å securely onto the crankshaft.

Fig. 8

The adapter must lie free of clearance on the
crankshaft so that the right press−in depth of the
bearing race is ensured.

Pull the bearing race as far as it will go into the
press−in sleeve Á on the adapter with collar nut
and thrust washer ( and à in Fig. 7).

1 2

7

7

4

356

Note:

The bearing race can also be mounted
when the cover is fitted.

Replacing the radial shaft sealing ring

Fig. 9

To ensure perfect installation, the replacement co­ver and shaft sealing ring are only delivered as a
complete unit.

So that it remains possible to mount the shaft sea­ling ring, it must stay on the transport and installa­tion sleeve until assembly.

Refer to the comments and assembly instructions
on page 78.

Fig. 10

Fit the cover with a new seal.

8

9

2 51

10

71

Removing and fitting vibration damper,

replacing front crankshaft gasket

Fitting the vibration damper

Fig. 11

Position vibration damper; note the position of the
scale disc relative to the crankshaft as you do so!

Tighten the securing bolts with the prescribed tor­que.

Fig. 12

Screw on delivery start indicator.

Refit and tension V-belt, see page 134.

11

Fig. 13

Therefore check whether the scale of degrees on
the inspection hole cover of the flywheel housing
and on the vibration damper indicate the same va­lues.

If necessary readjust delivery start indicator.

12

13

72

Removing and fitting vibration damper,

replacing front crankshaft gasket

Fit pilot clutch

Fig. 14

Before assembly clean all clutch parts,
see page 135.

Push pre-assembled clutch on to driver flange and
fasten it with interior bolts (À, 14 Nm).

Reconnect propshaft and clutch.

The positions of the individual parts are marked.

Comply with specified torques.

Caution:

Unblock the crankshaft drive!

1

14

73

Removing and installing flywheel,

replacing gear ring

Removing the flywheel

Fig. 1

Release the mounting bolts, securing the engine
against rotating if necessary.

Fig. 2

Unscrew two bolts opposite one another and re­place with two guide mandrels (special tool).

Remove all the bolts.
Pull off the flywheel with suitable lifting gear.

1

Danger:

The flywheel is heavy!
Use lifting gear.

Fitting the flywheel

Fig. 3

Insert the guide pins.

Coat the sealing face on the inside of the flywheel
with “Antipor 46” sealing compound.

Place guide mandrels on the flywheel; ensuring
that the centering mandrel (arrow) fits correctly into
the bore in the flywheel.

Push the flywheel on as far as it will go.

Fig. 4

2

3

Lightly oil the new mounting bolts (stress bolts),
screw them in and tighten in diagonal sequence to
specified torque.

4

74

Removing and installing flywheel,

replacing gear ring

Replacing starter ring gear

Fig. 5

Remove the flywheel.
Drill the starter motor toothed wheel and break
with a chisel.

Caution:

In doing so, do not damage the flywheel.

Fig. 6

Note:

As the maximum axial run−out of the
starter motor toothed wheel must not be
exceeded, the axial run−out of the fly­wheel should be measured on the contact
surface of the starter motor toothed
wheel prior to shrinking on the starter
motor toothed wheel.
If the required value is exceeded, replace
the flywheel.

5

Engage the flywheel at the hub.
Apply the dial gauge to the contact surface of the
toothed wheel.
Turn the flywheel a few revolutions by hand and
observe the reaction of the dial gauge.

Fig. 7

Heat the new starter ring gear to approx. 200°C to
230°C and press on as far as it will go.

Danger:

The parts are hot! Risk of burns!
Wear protective gloves.

Check the axial runout and compare with the max.
permissible value.

6

7

75

Replacing crankshaft seal

(flywheel end)

Removing shaft sealing ring

Fig. 1

Remove flywheel, see page 74.

Prise out the seal using the special tool (Fig. 2) or
a screwdriver.

Fig. 2

Special tool for levering out the crankshaft gasket.

1

Fit shaft sealing ring

Fig. 3

If the shaft sealing ring on flywheel side is repla­ced, it is also recommended to replace the bearing
race of the flywheel.

Insert the new shaft seal into the flywheel housing.

Use mandrel (special tool) to drive in sealing ring
until flush.

Refer to the comments and assembly instructions
on page 78.

2

3

76

Replacing the bearing race

Replacing bearing race

Remove flywheel, see Page 74.

Fig. 1

If the shaft sealing ring on flywheel side is re­placed, it is also recommended to replace the
bearing race of the flywheel.

Pull off the bearing race to be exchanged using a
puller (special tool).

Fig. 2

Insert the new bearing race in the drift (special
tool) in such a way that the inner bevelled side
faces the flywheel when fitted later.

Carefully warm up the drift with bearing race.
The installation temperature of the bearing race is
approx. 150_C.

1

Fig. 3

Press in the bearing race as far as it will go.

Fig. 4

Seal the gap between flywheel and bearing race
with “Antipor 46”.

2

3

77

4

Crankshaft gaskets

General notes on the crankshaft gaskets

As a general principle, the radial shaft sealing rings are made of polytetrafluorethylene (PTFE), otherwise
known as Teflon.

PTFE sealing rings differ from the elastomer sealing rings that used to be common in that they have a
much wider, flat sealing lip that is not pretensioned by a coiled spring expander.

The relatively large pretension of the sealing lip itself means that it curves inwards. This is why the PTFE
sealing ring is delivered on a transport sleeve. So that it remains possible to mount the sealing ring, it must
stay on this sleeve until assembly. This applies also because the sealing lip is very sensitive and the smal­lest damage causes leaks.

The sealing lip and the bearing race of the flywheel must not be coated with oil or other lubricants.

On fitting the new sealing ring, always replace the bearing race alongside it.

Assembly instructions for crankshaft gaskets

D The PTFE sealing ring must be fitted absolutely free of oil and grease. Even the slightest traces of oil on

the bearing race or sealing ring will cause leakage.

D Remove oil, grease and corrosion inhibitor from the bearing race before assembly. All standard cleaning

agents can be used here.

D If the PTFE sealing ring is fouled with oil or grease, it is rendered unusable. Cleaning is not permitted in

this instance.

D The PTFE sealing ring must never be stored without the supplied transport sleeve. Even after it has

been stored for a period of only 30 minutes without the transport sleeve, it will lose it pretension and

thus be rendered unusable.

78

Removing and installing the intake manifold

D Disconnect cable from needle motion sensor,

see page 30

D Remove fuel pipe leading to flame glow plug

and solenoid valve, see page 41

Note:

When working on the air intake system,
ensure meticulous cleanliness to prevent
penetration of dirt and foreign bodies.

1

Removing intake manifold

Fig. 1

Disconnect cable from charge air pressure sensor
À and charge air temperatur sensor Á.

Fig. 2

Remove connection to turbocharger À.

Unscrew exhaust-gas recirculation pipe Á from
intake pipe.

Fig. 3

Remove the mounting bolts on the intake manifold.

Remove the intake manifold.

2

1

1

2

2

Installing the intake pipe

Fig. 4

Place the intake manifold in position with new gas­kets.

Fit the mounting bolts.

Make sure the gaskets are correctly seated.

Tighten the securing bolts with the prescribed tor­que.

D Reconnect cable for needle motion sensor, fuel

pipe to flame glow plug and solenoid valve and
cable for boost pressure sensor and charge−air
temperature sensor

D Fit connection to turbocharger.
D Refit exhaust-gas recirculation pipe with new

seal

3

4

79

Removing and installing the exhaust manifold

Note:

The following text describes the removal
and fitting of the exhaust pipe in the
D 2876 LUE 601 / 602 / 603 engines
with exhaust-gas recirculation.
The steps relating to the exhaust-gas re­circulation do not apply the D 2876 LUE
604 / 605 / 606 engines
without exhaust−gas recirculation.

D Removing the turbocharger, see page 79

Removing the exhaust manifold

Fig. 1

Remove bracket for exhaust manifold (arrow).

Fig. 2

1

Remove mounting bolts for heat shield and take off
lower part of heat shield.

Fig. 3

Remove mounting bolts (arrow) from exhaust pipe
and exhaust manifold.

Remove exhaust manifold.

Danger:

The exhaust manifold is heavy!

Fig. 4

2

3

Remove pipes and brace (arrow) for exhaust−gas
recirculation.

4

80

Removing and installing the exhaust manifold

Fig. 5

Before unscrewing all securing bolts, if appropriate
replace 2 bolts by stud bolts as guides.

The stud bolts with thread M10 have been produ­ced by MAN.

Danger:

The exhaust manifold is heavy!

Installing exhaust manifold

Fig. 6

Before fitting the exhaust pipe, screw in 2 stud
bolts as a guide.

5

Bolt guard plate and exhaust manifold together,
inserting new gaskets between guard plate and
exhaust manifold (bead must face guard plate).

Refit exhaust-gas elbow with brace, turobcharger,
pipes for exhaust-gas recirculation and heatshield.

6

81

Removing and fitting exhaust-gas recirculation (EGR) module

Pneumatic cylinder

Fig. 1

Caution:

If the pneumatic cylinder is changed set
the ball head À so that it is hooked up
with approx. 4 mm pre-load with the shut­off flap Á closed.

Removing EGR module

D Removing the turbocharger, see page 79
D Remove exhaust manifold, see page 80
D Drain off coolant, see page 42
D Detach air line from pneumatic cylinder

1

2

1

Fig. 2

Remove pipes and brace (arrow) and coolant el­bow for exhaust-gas recirculation (EGR).

Fig. 3

Remove mounting bolts for exhaust-gas recircula­tion line À and coolant elbow Á.

Take off exhaust-gas recirculation elbow and coo­lant elbow.

2

1

2

3

Fig. 4

Remove mounting bolts for EGR module and take
off EGR module.

4

82

Removing and fitting exhaust−gas recirculation (EGR) module

Fitting EGR module

Fig. 5

To refit the EGR module follow the removal proce­dure in reverse.

D Position the EGR module and secure it with the

mounting bolts

D Refit exhaust-gas recirculation line, pipes and

coolant elbow with new seals

D Installing the exhaust manifold and turbo-

charger

D Connect up air line to pneumatic cylinder
D Fill coolant, see page 42

5

Stripping the EGR module

D Remove EGR module, see page 82

Caution:

Do not strip the exhaust-gas pipes / heat
exchanger housing unit as otherwise the
sealing between the gas-carrying and
coolant-carrying components is no longer
guaranteed.
Leaks between these components can
cause coolant to get into the cylinders
and thus lead to “water hammer”.

Fig. 6

Remove bolts from butterfly valve housing À and
from valve housing Á and take off both housings.

The check valves are under the valve housing and
can be changed if necessary.

1

6

2

Reassembling the EGR module

Position butterfly valve housing and valve housing
with new gaskets, secure them with the mounting
bolts and tighten the bolts to the specified torque.

Refit EGR module, see page 83.

83

Turbocharger, troubleshooting

Before replacing the turbocharger, perform the following checks

It is frequently the case that with excessive engine oil consumption, low power or abnormal intake and/or
exhaust noise the turbocharger is replaced.
Subsequent inspections by the manufacturer of the supposedly defective parts frequently prove the turbo­chargers to be in working order.
To ensure that only defective turbochargers are replaced in future, the following checks must be carried out
beforehand:

In the case of excessive oil consumption

− check the air filter for soiling

− the intake system for reductions in diameter and leaks.

All of these cause higher oil consumption due to the increased vacuum.

− Check the outside of the turbocharger for traces of oil.

Oil consumption caused directly by the charger depends on the bearing wear and leads relatively quickly to
mechanical damage.

In the case of unsatisfactory engine power

A requirement for a satisfactory level of engine power is setting in accordance with regulations

− start of fuel delivery

− and of the valve clearance

− speed adjustment (pedal value)

The following must also be checked

− the compression pressure

− soiling of the air filters

− the intake system for reductions in diameter and leaks

− the exhaust system for damage and leaks

− the fuel delivery quantity is to be checked by measuring the fuel return

If these checks do not lead to detection of a possible cause, the turbocharger must be checked for

− coking in the turbine area leading to sluggishness of the rotor assembly(can be remedied by axial move-

ment)

− coarse dirt in the compressor area

− damage caused by foreign bodies

− scraping of the rotor disk on the casing.

In the case of coarse dirt, the compressor side must be cleaned and the bearing clearance checked.

Caution:

Do not damage the light-alloy compressor wheel.

In the case of abnormal intake and exhaust noise

− Check the intake and exhaust system in the area of the charge group.

Damaged gaskets lead to false diagnosis of a defective turbocharger; these must be replaced.

− If the abnormal noise is still present, replace the turbocharger.

Mechanically perfect turbochargers do not generate any noise!

84

Turbocharger, troubleshooting

In the case of oil accumulation in charge-air lines and charge-air cooler

Slight oil accumulation due to oil spray in the charge−air system is a result of the design and is desirable.
The oil mist is required to lubricate the intake valve seats.

If more oil accumulates than is normal, i.e. to the extent that oil pockets develop e.g. in the lower air box of
the intercooler, this can lead to oil disintegration or uncontrolled engine racing when the oil is separated. In
such cases, remove the cause.

Possible causes:

− Oil overfilling of the engine.
D Check whether the correct dipstick and guide tube combination is fitted.

− Use of unsuitable engine oil (see brochure “Fluids and lubricants”)

− Operation of the engine on non-permitted inclines.

− Excessive crankcase pressure, e.g. due to defective oil separator valve (crankcase breather) or piston

ring wear.

Compressor coking

This can occur when the charge-air temperature is permanently high, for example when the engine is con­stantly run at full load.

Coking leads to a reduction in the charging pressure, but not to drops in power or poorer acceleration cha­racteristics.
Coking can lead to increased exhaust haze.

In the case of compressor coking:

− Remove the compressor housing without tilting it
D If it jams, the compressor wheel blades may get damaged or bent and the resulting imbalance may

destroy the turbocharger.

− Remove coking from the compressor housing using coke-dissolving cleaner.

Danger:

Under no circumstances should cleaner be sprayed in while the engine is running

− ineffective

− danger of accident!

− In problem cases, use oil types that are less likely to lead to compressor carbonisation (see publication

“Fuels, Lubricants and Coolants for MAN Diesel Engines”).

85

Checking charging pressure

Sufficient boost pressure is essential to ensuring full power output and clean combustion.
Checking the boost pressure helps to detect damage to the turbocharger and leaks in the intercooler and in
the charge-air pipes.
Extreme operating conditions (full-load operation and high air temperature) and the use of unsuitable en­gine oils (see also publication “Fuels, Lubricants and Coolants for MAN Diesel Engines”) may give rise to
deposits on the compressor and in the intercooler, resulting in a reduction in boost pressure.

Note:

The charge-air pressure can be read out also via the MAN Cats diagnostic system.

Preconditions for measurement

The start of fuel delivery and valve clearance must be set as specified and the engine must be at normal
operating temperature.

Charge-air pressuer:

No generally applicable target value for charging pressure can be given, as the installation conditions exert
an influence.
The target value is the value determined on commissioning of the engine and reported in the commission­ing log.

Specific instructions during measurement

Based on various atmospheric reference conditions during the measurements and on tolerances of the
pressure gauges used, deviations of max. $100 hPa ($100 mbar) are permitted.

Fig. 1

The measuring connection for checking the
charge−air pressure and the charge−air tempera­ture is located in the intake pipe at the point where
the flame−starter sheathed−element glow plug is
screwed in.

Remove flame-starter sheathed-element glow plug
see page 41.

Connect up pressure gauge (if necessary using a
suitable threaded pipe as adapter).

1

Fig. 2

Measure the boost pressure downstream of the
intercooler at rated engine speed and full load.

86

2

Removing and installing the turbocharger

Remove turbocharger

Fig. 1

Remove oil supply À and return lines Á.

Fig. 2

Afterwards remove the pipe leading to the crank­case breather  the spring band clamp from the
air compressor intake pipe à and the V-clamp from
the charge-air elbow Ä and take off the pipes.

2

1

1

Fig. 3

Remove the nuts Å from the turbocharger flange.

Take off turbocharger.

Note:

When placing the turbocharger to one
side, ensure extreme cleanliness to pre­vent penetration of dirt and foreign
bodies.

3

5

4

2

6

3

87

Removing and installing the turbocharger

Install the turbocharger

Fig. 4

The turbocharger is fitted in reverse order.

On assembly, new gaskets and new self-locking
nuts are to be used.

Before connecting the oil supply line, fill the bea­ring housing with fresh engine oil.

Check all the connections for leaks and to ensure
they are not subjected to strain.

4

Fig. 5

Note:

Ensure that the clamping area of the
hose is always behind the bead of the
pipe.

À Pipe
Á Hose
 Hose clamp
à Distance
Ä Bead on pipe

1 2 3

5 4

5

88

Measuring the axial / radial clearance or the turbocharger shaft

D Removing the turbocharger, see page 87
D Mark turbine housing relative to the bearing

housing and remove turbine housing

Axial clearance

Fig. 1

Apply dial gauge holder and dial gauge under pre­load to shaft end face of the turbine wheel as
shown. Apply the dial gauge with initial tension on
the face of the shaft end of the turbine wheel.
Press the rotor shaft against the dial gauge, read
off and note the value. Press the rotor shaft in the
opposite direction, read off and note the value.
The difference between the values obtained is the
axial clearance.
If the play exceeds the permissible value, ex­change turbocharger.

1

Radial clearance

The radial clearance is measured only on the tur­bine side with a dial gauge or feeler gauge.

Fig. 2

Dial gauge:

Place the measuring tip of the dial gauge to the
side of the hub, press the turbine wheel to the dial
gauge, read off and note the value.
Press the turbine wheel in the opposite direction,
read off and note the value. The difference bet­ween the values obtained is the radial clearance.
Measure at several points.
If the play exceeds the permissible value, ex­change turbocharger.

2

89

Removing and installing the cylinder head

Removing the cylinder head

D Draining off coolant, see page 42
D Remove injection nozzles, see page 30
D Removing EGR module, see page 82
D Removing intake manifold, see page 79
D Removing exhaust manifold, see page 80

Fig. 1

Remove the coolant bleed pipe.
Remove the cylinder head covers.

Fig. 2

Back off the valve adjusting screws.
Release and remove the cylinder head bolts in re­verse order of tightening.

1

Note:

Use a reinforced screwdriving machine to
loosen and tighten the cylinder head
bolts.

Fig. 3

Remove rocker arm bearing housing.

2

3

Fig. 4

Remove the valve bridges.
Take out the tappet push rods.

4

90

Removing and installing the cylinder head

Fig. 5

Remove the cylinder head and cylinder head
gasket.

Check whether cylinder head sealing face and cyl­inder block are plane using a straight edge.

Caution:

The cylinder head sealing face must not
be reworked.

Note specified nozzle projection and valve recess
(see “Service Data”).

Fitting the cylinder head

Fig. 6

Before fitting, clean and blow out the tapped holes
in the crankcase. Clean the sealing faces on the
cylinder head and on the crankcase.

5

Lay the new cylinder head gasket in place, ensur­ing that the hole patterns match up, and place the
cylinder head on top.

Each cylinder head is fixed in position with 2 fitting
sleeves.

Fig. 7

Check the push rods for distortion. When inserting
the tappet push rods, ensure that they fit in the
socket of the valve tappet.

Insert the valve bridges with the cut-through sides
Á facing the push rods.

Fig. 8

6

1 2

7

Apply a thin bead of “Loctite 5900” sealing com­pound to seal the rocker arm bearing housing.

Caution:

The bore hole (À in Fig. 7) must be kept
clear for the oil supply!

8

91

Removing and installing the cylinder head

Fig. 9

Fit the rocker arm bearing housing, inserting the
rocker arm ball pins into the tappet ball sockets.

Fig. 10

Check cylinder−head bolts for max. permitted
length (see “Service Data”). Removed bolts can be
reused if the max. permitted length is not ex­ceeded.

Before inserting the cylinder head bolts, apply en­gine oil to the threads and coat the contact faces
of the bolt heads with “Optimoly White T” installa­tion paste.

Fig. 11

Tighten the bolts according to the rotation angle
method. Observe the tightening sequence, pre­scribed tightening method, instructions and notes
on cylinder head bolts in the chapter “Service
Data”.

9

Fig. 12

Note:

To avoid any distortion between the cylin­der heads and exhaust manifolds, we
recommend proceeding as follows:
D Fit the cylinder head gaskets and cylin-

der heads.

D Turn the head bolts a few thread turns.
D Secure steel ruler (special tool) with

ground face on the exhaust side;
tightening torque for mounting bolts 20
Nm.
If a steel ruler is not available, mount
exhaust manifold and tighten to 20 Nm.

D Tighten the cylinder−head bolts as pre-

scribed.

D Unscrew the straightedge.
D Tighten the exhaust pipe and intake

manifold with the prescribed torque.

10

11

Set valve clearance, see page 94.
Fit injection nozzle.
Fit the cylinder head cover with a new gasket.
Fitting EGR module.
Fit coolant bleed line with new seals.
Fill up with coolant, see page 42.

12

92

Removing and installing the cylinder head

General notes

The sealing effect of the cylinder head gasket depends mainly on whether the required initial tension of the
cylinder head bolt is actually achieved and retained.

Use calibrated torque wrenches to tighten the cylinder head bolts. The specified final torque must be main­tained for at least 5 seconds when it is applied. When using snap-type torque wrenches, tighten the bolts
gradually as otherwise the torque selected will not be fully transferred to the bolts.

Observe the notes on the usability of cylinder-head bolts, tightening sequence, and prescribed tightening
method in the chapter “Service Data”.

Tightening

“Tightening” is defined as the initial tightening of newly fitted bolts that have not been tightened following a
repair - e.g. after replacement of the cylinder head gasket. Tighten cylinder head bolts while the engine is
cold, i.e. the crankcase is warm to the touch or colder.

Before inserting the cylinder−head bolts, apply engine oil to the thread (not the threaded hole) and coat the
seating surface of the bolt head with installation paste “Optimoly White T”.
Do not use oils or oil additives containing MoS
In the case of unoiled bolts, a significant amount of the tightening torque is converted into friction and is
thus lost for bolt pretensioning.

.

2

D To secure the cylinder heads, tighten the cylinder head bolts only slightly
D Align cylinder heads by screwing on the steel ruler (special tool). If a steel ruler is not available, use ex-

haust or intake manifold

D Tighten step by step in the correct order to specified torque/angle of rotation

Caution:

If individual bolts are tightened too much during preliminary tightening, the cylinder head is dis­torted.
The distortion cannot be cancelled out by continued tightening according to instructions!

93

Setting the valve clearance

Fig. 1

Remove the cylinder head covers.

Fig. 2

An engine cranking device (special tool) may be
mounted also at the inspection hole of the flywheel
housing.

Use barring device to turn engine so that the pis­ton in the cylinder to be set is at TDC and the all
valves are closed. At this point both inlet and ex­haust valves will be open i.e. valves overlap.

1

Fig. 3

Valves are in crossover in cylinder:

1 5 3 6 2 4

6 2 4 1 5 3

Set valves on cylinder:

Arrangement of cylinders and valves

I Engine front end
II Flywheel side
A Exhaust valve
E Inlet valve

Fig. 4

Push feeler gauge between valve connection and
rocker arm. Loosen the locknut and turn the ad­justment screw until the feeler gauge can be
moved with slight resistance

Tighten lock nut to the specified torque (see “Ser­vice Data”) using screwdriver to prevent adjusting
screw from turning. Check clearance again.

2

I

3

123456

EA EA EA EA EA EA

II

Refit cylinder head covers.

4

94

Disassembling and Assembling Rocker Arm Mechanism

Disassembling rocker arm mechanism

D Remove cylinder head, see Page 90

Fig. 1

Clamp mounting plate Á (special
toolLEERER MERKER, item. 24) in a vice and bolt
the rocker arm bearing housing onto the mounting
plate.
The exhaust valve rocker arm shaft has a tapped
hole.
Screw adapter and impact puller À into this tapped
hole.

Fig. 2

Pull out the exhaust valve rocker arm shaft and
remove the rocker arm.

1

2

1

Fig. 3

Drive out the intake valve rocker arm shaft with a
suitable plastic mandrel.

Fig. 4

Remove the rocker arm shaft and rocker arm.

2

3

95

4

Fig. 5

Disassembling and Assembling Rocker Arm Mechanism

À Rocker arm shaft for exhaust valves
Á Rocker arm shaft for inlet valves
 Rocker arm

Assembling rocker arm mechanism

Fig. 6 and Fig. 7

Recesses À in the rocker arm shafts serve to ac­commodate the cylinder head bolts Á.

Align the rocker arm shafts so that the holes for
the cylinder head bolts are kept free.

Lightly oil the shafts and O-rings.

21 3 3

5

1 2

Fig. 8

Press-in device for the rocker arm shafts (special
tools, item. 27.3, see page 169).

À Guide plate
Á Mounting bolts
 Press-in part “A” for exhaust-side shaft
à Press-in part “B” for intake-side shaft

6

7

1

2

96

8

3 4

Disassembling and Assembling Rocker Arm Mechanism

Fig. 9

Bolt the guide plate onto the rocker arm bearing
shaft − with “TOP” facing the intake side.

Fig. 10

Insert press-in part “A” for the exhaust-side shaft
into the guide plate, ensuring that the alignment
pins fit into the shaft bores.

9

Fig. 11

Drive the rocker arm shaft fully home into the bear­ing housing.

Fig. 12

Insert press-in part “B” for the intake-side shaft into
the guide plate, ensuring that the alignment pins fit
into the shaft bores.
Drive the rocker arm shaft fully home into the bear­ing housing.

10

11

12

97

Disassembling and Assembling Rocker Arm Mechanism

Fig. 13

Remove the press-in tool.
Check the rocker arms for ease of movement and
axial play.

13

98