MAN TGE Service Manual 102
MAN GUIDE 102
TGE Engine
In the MAN TGE, only 2.0-litre turbo diesel engines from the VWnutz modular diesel construction kit are used.
The use of a uniform engine geometry with many identical parts creates high synergy effects and reduces manufacturing and
maintenance costs.
Transverse installation Longitudinal installation
The engines of the MAN TGE have been
specially designed for commercial
vehicles to meet the high requirements
in terms of mileage, driving resistance,
driving profi le and service life. Adjustments were made, for example, to the
intercooling, the cylinder head, the
intake manifold, the EGR cooler, the
turbochargers and the oil pan. The
installation position is adapted to the
commercial vehicle design. Depending
on the drive concept used, the engines
are installed transversely or longitudinally - an absolute special feature within
a vehicle series. In addition, transversely
installed engines are installed at an
angle of 8° to the front in order to make
optimum use of the available installation
space. Longitudinally installed engines
have a larger oil pan and an increased
oil quantity. Engines with one or two
turbochargers are used.
m002_002
A total of up to four power stages are
available, ranging from 75 kW to
130kW. The after-treatment of the
exhaust gases is carried out by an SCR
system for nitrogen oxide reduction.
Additional options, e. g. different
generators and compressors, are
possible with the accessory drive used.
2
TABLE OF CONTENTS
4 INTRODUCTION
10 GEARBOX
14 ENGINE MECHANICS
4 10
23 OIL SYSTEM
26 COOLING SYSTEM
2314
26
33 ENGINE MANAGEMENT
50 EXHAUST SYSTEM
58 SERVICE
50
The MAN TGE Guide teaches the basics of design and function for sales and after-sales of new vehicle models, new
vehicle components or new technologies.
The MAN TGE Guide is not a sales manual nor a repair guide! Specifi ed values are for the sake of easy understanding
only and refer to the data status valid at the time the MAN TGE Guide was created.
The contents are not updated.
Please use the appropriate technical literature for customer advice, maintenance and repair work.
Hint
Reference
3
INTRODUCTION
2.0l Turbo diesel - 75 kW - DAUB
Technical features
Transverse installation
Liquid-cooled intercooler
High pressure exhaust gas recirculation
Delphi Common Rail direct injection
Liquid-cooled injector for reduction agent
Injectors with solenoid valve
Single-piston high-pressure pump
(mono turbocharger)
m002_009
Technical data
Engine designation 2.0 l Turbo diesel
75 kW
Engine identifi cation DAUB
Cubic capacity 1968 cm
Engine design 4-cylinder in-line engine
Valves per cylinder 4
Bore 81.0 mm
Stroke 95.5 mm
Compression ratio 15.5: 1
Max. power
at 1/min
Max. torque
at 1/min
Engine management Delphi DCM6.2
Fuel DIN EN 590
Charge Mono turbocharger
3250 – 3500
300 Nm
1400 – 2250
3
75 kW
Torque and power diagram
500 100
400 80
300 60
200 40
Torque [Nm]
100 20
00
1000 2000 3000 4000
Torque [1/min]
Torque Power
Power [kW]
Exhaust gas recirculation yes
Exhaust emission
standard
1)
4
1)
EU6 plus: Light duty homologation <2840 kg reference weight (roller test bench)
EU6 plus
2.0l Turbo diesel - 90 kW - DASA
Technical features
Longitudinal installation
Liquid-cooled intercooler
High pressure exhaust gas recirculation
Delphi Common Rail direct injection
Liquid-cooled injector for reduction agent
Injectors with solenoid valve
Single-piston high-pressure pump
(mono turbocharger)
m002_010
Technical data
Engine designation 2.0 l Turbo diesel
90 kW
Engine identifi cation DASA
Cubic capacity 1968 cm
Engine design 4-cylinder in-line engine
Valves per cylinder 4
Bore 81.0 mm
Stroke 95.5 mm
Compression ratio 15.5: 1
Max. power
at 1/min
Max. torque
at 1/min
Engine management Delphi DCM6.2
Fuel DIN EN 590
Charge Mono turbocharger
3250 – 3500
300 Nm
1400 – 2250
3
90 kW
Torque and power diagram
500 100
400 80
300 60
200 40
Torque [Nm]
100 20
00
1000 2000 3000 4000
Torque [1/min]
Torque Power
Power [kW]
Exhaust gas recirculation yes
Exhaust emission
standard
1)
1)
EURO VI: Heavy duty homologation >2380 kg reference weight (engine test bench)
EURO VI
5
2.0l Turbo diesel - 103 kW - DAUA / DASB
Technical features
DAUA - transverse installation
DASB - longitudinal installation
Liquid-cooled intercooler
High pressure exhaust gas recirculation
Delphi Common Rail direct injection
Liquid-cooled injector for reduction agent
Injectors with solenoid valve
Single-piston high-pressure pump
(mono turbocharger)
m002_011
Technical data
Engine designation 2.0 l Turbo diesel
103 kW
Engine identifi cation DAUA / DASB
Cubic capacity 1968 cm
Engine design 4-cylinder in-line engine
Valves per cylinder 4
Bore 81.0 mm
Stroke 95.5 mm
Compression ratio 15.5: 1
Max. power
at 1/min
Max. torque
at 1/min
Engine management Delphi DCM6.2
Fuel DIN EN 590
Charge Mono turbocharger
103 kW
3500 – 3600
340 Nm
1600 – 2250
3
Torque and power diagram
500 125
400 100
300 75
200 50
Torque [Nm]
100 25
00
1000 2000 3000 4000
Torque [1/min]
Torque Power
Power [kW]
Exhaust gas recirculation yes
Exhaust emission
standard
1)
6
1)
EU6 plus: Light duty homologation <2840 kg reference weight (roller test bench)
EU6, EU6 plus
2.0l Turbo diesel - 130 kW - DAVA / DAWA
Technical features
DAVA - transverse installation
DAWA - longitudinal installation
Liquid-cooled intercooler
High pressure exhaust gas recirculation
Delphi Common Rail direct injection
Liquid-cooled injector for reduction agent
Injectors with solenoid valve
Double-piston high-pressure pump
(bi-turbocharger)
m002_012
Technical data
Engine designation 2.0 l Turbo diesel
130 kW
Engine identifi cation DAVA / DAWA
Cubic capacity 1968 cm
Engine design 4-cylinder in-line engine
Valves per cylinder 4
Bore 81.0 mm
Stroke 95.5 mm
Compression ratio 15.5: 1
Max. power
at 1/min
Max. torque
at 1/min
Engine management Delphi DCM6.2
Fuel DIN EN 590
Charge Bi-turbocharger
130 kW
410 Nm
1500 – 2000
3
3600
Torque and power diagram
500 150
400 120
300 90
200 60
Torque [Nm]
100 30
00
1000 2000 3000 4000
Torque [1/min]
Torque Power
Power [kW]
Exhaust gas recirculation yes
Exhaust emission
standard
1)
EURO VI: Heavy duty homologation >2380 kg reference weight (engine test bench)
1)
EU6 plus: Light duty homologation <2840 kg reference weight (roller test bench)
EU6, EU6 plus,
EURO V/VI
7
The engine-gearbox combinations
Transverse installation 2.0 l Turbo diesel
75 kW
DAUB
6-speed
manual gearbox
0AX front wheel drive
6-speed
manual gearbox
0AX all-wheel drive
8-speed
automatic gearbox
09Q front wheel drive
2.0 l Turbo diesel
103 kW
DAUA
2.0 l Bi-turbo diesel
130 kW
DAVA
8-speed
automatic gearbox
09Q all-wheel drive
Longitudinal installation 2.0 l Turbo diesel
90 kW
DASA
6-speed
manual gearbox
0F6 rear wheel drive
8-speed
automatic gearbox
0DR rear-wheel drive
2.0 l Turbo diesel
103 kW
DASB
2.0 l Bi-turbo diesel
130 kW
DAWA
8
9
GEARBOX
6-speed manual transmission 0AX transverse installation
This transmission is used in front wheel
drive or 4x4 four-wheel drive vehicles.
For use in the MAN TGE, it was
adapted with respect to gear ratios and
to the installation space-specifi c
conditions.
In the MAN TGE, it is used both for
front wheel drive, and with a
fl ange-mounted angle drive
for 4x4 all-wheel drive.
Front-wheel drive All-wheel drive 4x4
Angle drive
Developer/Manufacturer
Gearbox designation
Gearbox characteristics
Torque
m002_080 m002_081
Volkswagen AG
MQ500-6A/-6F
In service code: 0AX
6-speed manual transmission with four shafts and cable control for front-wheel or
all-wheel drive in transverse installation
410 Nm
10
6-speed manual transmission 0F6 longitudinal installation
The newly developed manual transmission is used in rear-wheel drive vehicles.
For the MAN TGE it has been designed
with a correspondingly robust layout.
This applies, for example, to the design
of bearings and synchronization.
A gearbox-side power take-off is available as an option.
Developer/Manufacturer
Gearbox designation
Gearbox characteristics
Torque
m002_082 m002_083
Power take-off
ZF Friedrichshafen AG
ML410-6H
In service code: 0F6
2-shaft manual transmission with single and multiple synchronized speeds.
The gearbox consists of a drive shaft in conjunction with a coaxial output shaft,
a countershaft and a reverse shaft for reverse gear.
The power take-off is driven by the countershaft.
410 Nm
11
8-speed automatic transmission 09Q transversal installation
The newly developed automatic transmission is used in front wheel drive or
4x4 four-wheel drive vehicles.
For use in the MAN TGE, care was
taken to ensure a robust design of the
converter, gearbox housing, differential
and parking lock. In all-wheel drive
vehicles, the drive to the rear axle is
provided by a fl ange-mounted angular
drive.
Front-wheel drive All-wheel drive 4x4
Torque converters
Angle drive
Developer/Manufacturer
Gearbox designation
Gearbox characteristics
Torque
m002_078 m002_079
AISIN AW CO., LTD Japan
AQ450-8A/-8F
In service code: 09Q
Electro-hydraulically controlled 8-speed planetary gearbox
(stepped automatic transmission) with hydrodynamic torque converter and slipcontrolled torque converter lock-up clutch for front or all-wheel drive in transverse
installation
410 Nm
12
8-speed automatic transmission 0DR longitudinal installation
The newly developed automatic transmission is used in rear-wheel drive
vehicles. For the MAN TGE it has been
designed with a correspondingly robust
layout.
This concerns e. g. the transducer and
the planet set. In addition, the gearbox
housing, lining plates, plate supports
and the parking lock are reinforced.
Developer/Manufacturer
Gearbox designation
Gearbox characteristics
Torque
m002_084
ZF Friedrichshafen AG
AL550-8H
In service code: 0DR
Electro-hydraulically controlled 8-speed planetary gear with hydrodynamic
torque converter with slip-controlled torque converter lock-up clutch
410 Nm
13
ENGINE MECHANICS
The cylinder block
The cylinder block of the EA288 engine
is made of grey cast iron. This is an alloy
of cast iron with lamellar graphite. The
cylinder block has deep-seated screw
threads for long cylinder head screws.
This achieves a good force fl ow distribution in the structure of the cylinder block
as well as a balanced pressure distribution over the entire circumference of the
cylinder head gasket.
The design of the cooling ducts in the
cylinder block ensures good cooling of
the webs between the cylinders.
14
m002_020
The crank drive
Crankshaft
Due to the high mechanical load, a
forged crankshaft with fi ve bearings is
used in the 2.0l TDI engine. Instead of
the usual eight counterweights, this
Pistons and conrods
The pistons of the EA288 engine have
no valve seat pockets. This design of
the pistons reduces the dead space
and improves the swirl formation of the
crankshaft has four counterweights to
compensate the rotating inertia forces.
This reduces the load on the crankshaft
intake air in the cylinder. The pistons
have an annular cooling channel into
which oil is injected via piston nozzles
bearings. The toothed belt wheel for
driving the oil pump is shrunk on the
crankshaft.
for cooling the piston ring zone. The
connecting rods are designed as
cracked tapered connecting rods.
m002_021
15
The cylinder head
The cylinder head is made of an aluminium alloy.
Four valves are installed per cylinder.
The valve arrangement is the classic
design, i. e. the inlet valves are located
on the inlet side and the outlet valves on
the outlet side. The valve is actuated by
roller cam followers with compensating
elements.
The combustion chamber pressure
transmitter for cylinder 3 G679 is integrated in the glow plug for this cylinder
and screwed into the cylinder head like
the other glow plugs. In order to
increase service life, the head of the
EA288Nutz has been improved in terms
of thermal management compared to
the basic engine.
Cylinder head
Camshaft housing
Camshaft housing
The camshafts are fi rmly and inseparably integrated into a closed bearing
frame by means of a thermal joining
process. This process enables a very
rigid design of the camshaft bearings
with low weight. In order to reduce
friction, the fi rst bearing, most loaded by
Needle roller bearing
m002_022
the toothed belt drive, is a needle roller
bearing. The encoder wheel for Hall
sensor G40 ins located on the inlet
camshaft. The signal from the Hall
sensor enables the engine control unit
to detect the current position of the
camshafts.
Both camshafts are driven by only one
drive wheel.
The intake camshaft is driven by a spur
gearing from the exhaust camshaft.
This design improves the service life of
the timing belt.
Spur gearing
16
Hall sensor G40
Encoder wheel
m002_023
Bearing frame with
cam shafts
Valve arrangement
In order to meet future exhaust emission
standards, the valve arrangement is
rotated with respect to the longitudinal
axis of the engine. As a result, the inlet
and outlet channels for each cylinder
First exhaust valve
Cylinder 2
Second outlet valve
Cylinder 2
are arranged one after the other in fl ow
direction.
The camshafts thus operate one intake
and one exhaust valve per cylinder. The
Intake air
valve arrangement is designed in a way
that the inlet and outlet ducts achieve a
maximum fl ow rate with good swirl
effect.
First inlet valve
Cylinder 2
Second inlet valve
Cylinder 2
Cylinder 1
Exhaust gas
m002_028
17
The crankcase ventilation
The components of the crankcase
ventilation system are integrated into the
cylinder head cover, in addition to the oil
fi ller neck and the pressure accumulator
for the engine's vacuum system. The air
currents occurring in combustion
engines between piston rings and
cylinder walls, the so-called blow-by
gases, are returned to the intake area
For countries with a cold climate, the crankcase ventilation is equipped with a heating resistor. The heating resistor prevents
freezing of the line connection from the cylinder head cover to the intake manifold in case of low outside temperatures.
Heating resistor for
crankcase ventilation
via the crankcase ventilation. This
avoids environmental pollution caused
by oil-containing gases. For effective oil
separation, crankcase ventilation is
performed in several stages. First of all,
the blow-by gases from the crankshaft
and camshaft space are transferred to a
calming volume of the cylinder head
cover.
There, the larger oil droplets settle on
the walls and drip into the cylinder head.
Subsequently, the oil-containing gases
are separated off by a cyclone separator.
The purifi ed gases are fed to the suction
pipe via the pressure control valve and
are then lead to the combustion.
Vacuum tank
Oil return from
fi ne oil separator
Gravity valve
for oil return fl ow
Pressure regulator
Fine oil separation
(cyclones)
Calming volume
m002_024
18
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