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
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