Man D20

Engine Training
Course
D 2066 LF..
with
EDC 7
Common Rail Compiled by
Schier
MAN Service Trainings Center
Edition 03/2007
This document is to be used only for training and is
not included in the regular updating service.
© 2005 MAN Fahrzeuge Aktiengesellschaft

Not to be reprinted, duplicated, distributed, processed,
translated, micro-filmed and memorised and/or processed by
electronic systems including databases and online services
without written permission from MAN.
N:\VMT\1CD_brennen\Jemen Kurs 2008\General repair training\D20_eng.doc Page 2

CONTENTS
CONTENTS ................................................................................ 3 FAN MOUNT............................................................................. 80
DESCRIPTION OF D 2066 CR ENGINE .................................... 5 ELECTRICALLY CONTROLLED FAN COUPLING .................. 82
RANGE OF ENGINES ................................................................ 8 ACCIDENT PREVENTION – CLEANLINESS FOR CR SYSTEM
KEY TO TYPE DESIGNATIONS ................................................ 9 .................................................................................................. 86
EXHAUST EMISSIONS ............................................................ 10 WORK ON THE COMMON RAIL (CR) SYSTEM ..................... 87
ADDITIONAL EQUIPMENT ...................................................... 11 COMMON RAIL STORAGE-TYPE FUEL INJECTION SYSTEM
KEY TO ENGINE TYPE PLATE ............................................... 12 .................................................................................................. 88
ENGINE IDENTIFICATION NUMBER ...................................... 13 FUEL SYSTEM ......................................................................... 92
TORQUE – BASIC PRINCIPLES.............................................. 14 LOW-PRESSURE AREA .......................................................... 94
TECHNICAL DATA ................................................................... 16 HIGH-PRESSURE AREA ......................................................... 96
ENGINE BLOCK AND CRANKCASE ....................................... 20 CR HIGH-PRESSURE PUMP................................................... 98
CYLINDER LINERS.................................................................. 22 REMOVIN AND INSTALLING THE HIGH-PRESSURE PUMP
PISTON CLEARANCE IN CYLINDER LINER........................... 24 ................................................................................................ 100
CRANKSHAFT.......................................................................... 26 RAIL ........................................................................................ 102
FLYWHEEL .............................................................................. 32 INJECTORS............................................................................ 104
CONRODS ............................................................................... 36 INJECTOR OPERATING PRINCIPLE .................................... 106
PISTONS .................................................................................. 38 INJECTION TIMING................................................................ 108
ENGINE TIMING GEAR ........................................................... 42 COMBUSTION PRESSURE PATTERN ................................. 110
CHECKING VALVE TIMING..................................................... 44 SPEED SENSORS ................................................................. 112
CYLINDER HEAD..................................................................... 48 SEPAR 2000 FILTER.............................................................. 114
CYLINDER HEAD ATTACHMENT ........................................... 50 GENERAL NOTES ON OPERATING FLUIDS........................ 116
REMOVING AND INSTALLING INJECTORS........................... 54 LUBRICATING OIL SYSTEM ................................................. 118
ROCKER ARM PIVOTS ........................................................... 56 ENGINE OIL CIRCUIT ............................................................ 120
ADJUSTING VALVE CLEARANCES........................................ 58 OIL LEVEL SENSOR WITH TEMPERATURE SENSOR........ 128
EXHAUST VALVE BRAKE - EVB; ............................................ 60 COOLING ............................................................................... 130
EVB AND VALVE CLEARANCE ADJUSTMENT...................... 62 TGA FLAME START SYSTEM ............................................... 136
ENGINE (EXHAUST) BRAKE – PRESSURE-REGULATED EVB AIR COMPRESSOR ............................................................... 142
.................................................................................................. 64 ELECTRICAL EQUIPMENT.................................................... 144
BOOST PRESSURE - INTERCOOLER.................................... 68 MAN CATS EVALUATIONS ................................................... 146
TURBOCHARGER ................................................................... 70 SEALANT, ADHESIVES AND LUBRICANTS ......................... 150
EXHAUST GAS RECIRCULATION (EGR) ............................... 72 INSTALLED CLEARANCES AND WEAR LIMITS................... 152
V-BELT DRIVES ....................................................................... 78 D 20-CR TIGHTENING TORQUES ........................................ 154
DESCRIPTION OF D 2066 CR ENGINE
GENERAL INFORMATION
The Series D2066 LF series of inline engines was a new development for the heavy Trucknology Generation (TGA) series of MAN
trucks:
• New, higher power-output and torque ratings and steeper • Depending on operating conditions and the quality of the fuel
torque curves. and oil, oil-change intervals of up to 120.000 m can be
achieved, so that the customer’s operating costs are lower.
• Increased peak effective pressure in the engine and the new
combustion principle with common-rail (CR) fuel supply have • The new D2066LF 10.5-litre engine concept is designed to
distinctly improved engine efficiency and lowered fuel achieve even higher reliability.
consumption over large area of the operating range.
• The engine braking effect has been increased in conjunction
• The system used to bolt down the individual cylinder heads, with a developed version of the pressure-controlled exhaust
the cylinder head gaskets, the cylinder liners and the valve brake (EVB) which is available as an optional extra.
crankcase have all been redeveloped to withstand the higher
• A further increase in engine braking power has been
ignition pressures.
achieved by the introduction of the completely new,
• Adoption of the second-generation Bosch Common Rail fuel innovative crankshaft-driven primary brake system (the
injection system (1600 bar). Pri-Tarder water-filled retarder).
• Engine management by EDC7 and communication with FFR

via the CAN bus.

New features compared with the previous D28.. EURO 3 engines
Engine: Water pump:

Crankcase MAN Pri-Tarder as separate unit
Crankshaft Cooling fan mount
Conrods Eaton viscous–drive fan
Pistons EGR with overheat shutoff
Cylinder liners
One-piece cylinder head Common Rail fuel injection system:
Overhead camshaft EDC 7
Cylinder head gasket Injectors (7-hole)
Gear drive, forward/reverse CP3.4 high-pressure pump with rail distribution
Exhaust manifold gasket new plug-in fuel system
Oil pump new fuel service center
Oil circuit
Oil filter module with crankcase breather
Maintenance work:
Renewing oil and fuel filters and adjusting valve
clearances every 120.000 km

D20.. EURO 3/4 COMMON RAIL

RANGE OF ENGINES
Engine Series Nominal power output Chassis number

(ISO 1585-88195 EEC) beginning with:
D 2066 LF 04.............. Euro 3 ................................ TGA........................ 310 HP / 228 KW ................................... WMAH..


KEY TO TYPE DESIGNATIONS
Example: TGA 26.430
T Trucknology
G Generation
A Trucks over 18t gross vehicle weight
26 Gross weight in metric tons
430 Horsepower, not specified according to Euronorm

EXHAUST EMISSIONS
Commercial vehicles with a gross weight of more than 3.5 t are Exhaust emissions
1993 1996 2000
in g/KW/h
subject in Europe to the 13-stage test according to ECE R49.
Pollutant EURO 1 EURO 2 EURO 3
CO
Exhaust emissions from the engine to be tested are measured in 5 4 2,1
(carbon monoxide)
13 predetermined stationary operating conditions. HC
1,25 1,1 0,66
(hydrocarbons)
NOx
After this a mean emission value is calculated. 9 7 5
(oxides of nitrogen)
Particulate 0,4 0,15 0,1

ADDITIONAL EQUIPMENT
At the customer’s special request and depending on the vehicle’s intended use, the following additional equipment can be fitted:
• 1- or 2-cylinder air compressor with or without power take-off • Exhaust brake with EVB, pressure-regulated
for 2nd steering pump, hydraulic pumps or 2x winter-service
pumps. • Trial of water pump with plastic impeller
• MAN version of Pri-Tarder with internal piston-ring pack and • Installation of large-head alternator
Simrax external sealing pack

KEY TO ENGINE TYPE PLATE
ENGINE TYPE PLATE Engine type code

D2066 LF 01
D ...........Type of fuel (diesel)

MAN - Werk Nürnberg
20 ..........+ 100 = cylinder bore, e.g. 120 mm ∅
Typ D2066 LF 01
6 ............6 x 10 + 100 marks app. stroke = 155 mm
Motor-Nr. / Engine No. N I / N II
6 ............No. of cylinders 6 = 6-cylinder, 0 = 10-cylinder
505 0404 094 B 2 F 1 P1 2 = 12-cylinder
L............Type of forced aspiration (turbocharger with charge-air
intercooler)
N I / N II panel F............Installed position of engine:
I Dimensional deviation of 0,10 mm F Forward control truck with vertical engine
II Dimensional deviation of 0,25 mm OH Rear-engined bus, vertical engine
P Big eng bearing journals UH Rear-engined bus, horizontal engine
H Main bearing journals 01 Engine version; particularly important for spare parts
supply, technical data and adjustment values,

ENGINE IDENTIFICATION NUMBER
Example:
A ......... 505 .............. Engine type code
B ......... 0404 ............ Day of assembly
C ......... 094 .............. Assembly sequence (stage reached on day of assembly)
D ......... B ................. Overview of flywheel
E ......... 2 .................. Overview of injection pump/regulating system
F ......... F.................. Overview of air compressor
G ......... 1 .................. Special equipment (e.g. engine-speed power take-off)

TORQUE – BASIC PRINCIPLES
A TORQUE C SPECIFIC FUEL CONSUMPTION

As engine speed increases, so do the power output and the The explanation of the full-load fuel consumption curve on
torque. After overcoming friction losses and the more the graph is as follows: at low engine speeds, the fuel
severe heat losses at low speeds, the engine reaches its particles do not mix with air so effectively under pressure
peak torque if optimum cylinder filling is assured. At even (14,5:1) and therefore fuel consumption is poor. At high
higher engine speeds the torque drops again because of engine speeds, combustion is incomplete because of the
increased flow resistance and shorter valve opening times. very short time available, and fuel consumption therefore
goes up.
B POWER OUTPUT
Power output is the product of engine speed and torque.
Since torque drops more slowly than engine speed goes
up, engine power output rises further initially. Between the
maximum torque and the maximum power output is the
“flexibility” area of engine operation. Within this area, power
output is kept constant by the increasing torque as the
engine speed drops.

TECHNICAL DATA
D 2066 LF 03 EURO 3
Type................................................................ R6 TI-EDC (4 V) Valve clearances, engine cold ............................Inlet 0,50 mm

Layout of cylinders ..........................................6 inline, vertical - exhaust / with EVB ..................................0,60 mm / 0,40 mm
Max. power output ........................................ 257 KW (350 HP) Compression pressure .................................................> 30 bar
- at engine speed .................................................... 1900 1/min Permissible pressure difference between cylinders .max. 4 bar
Max. torque.................................................................1750 Nm Coolant..............................................................................litres
- in engine-speed range ............................... 1000 - 1400 1/min Oil content............................................ min 36 / max. 42 litres
Displacement ..............................................................10518 cc Fuel supply system ............................................. Bosch EDC 7
Bore / stroke ...............................................................120 / 155 Fan coupling .............................................. hydraulic / electric
Firing order ..............................................................1-5-3-6-2-4 Dry weight ...................................................................... 967 kg
Cylinder 1 position ......................................at cooling-fan end K value ........................................................................... 1,2 m-1
Injector pattern................................................................ 7-hole Length of engine incl. fan ........................................... 1499 mm
Compression ratio..................................................................18
Idle speed ................................................................. 600 1/min

Power output (kW)
Torque (Nm)
Fuel consumption (g/kW/h)
Engine speed (1/min)

D 2066 LF 01 EURO 3
Type................................................................ R6 TI-EDC (4 V) Valve clearances, engine cold ............................Inlet 0,50 mm

Layout of cylinders ..........................................6 inline, vertical - exhaust / with EVB ..................................0,60 mm / 0,40 mm
Max. power output ........................................ 316 KW (430 HP) Compression pressure .................................................> 30 bar
- at engine speed .................................................... 1900 1/min Permissible pressure difference between cylinders .max. 4 bar
Max. torque.................................................................2100 Nm Coolant..............................................................................litres
- in engine-speed range ............................... 1000 - 1400 1/min Oil content............................................ min 36 / max. 42 litres
Displacement ..............................................................10518 cc Fuel supply system ............................................. Bosch EDC 7
Bore / stroke ...............................................................120 / 155 Fan coupling .............................................. hydraulic / electric
Firing order ..............................................................1-5-3-6-2-4 Dry weight ...................................................................... 967 kg
Cylinder 1 position ......................................at cooling-fan end K value ........................................................................... 1,2 m-1
Injector pattern................................................................ 7-hole Length of engine incl. fan ........................................... 1499 mm
Compression ratio..................................................................18
Idle speed ................................................................. 600 1/min

Power output (kW)
Torque (Nm)
Fuel consumption (g/kW/h)

ENGINE BLOCK AND CRANKCASE
The crankcase is cast in one piece with the cylinder block from The crankcase has been modified externally to provide a
special-grade GJV-250 iron. The wet cylinder liners are highly compact mounting for the new assemblies (EDC 7 control unit,
wear-resistant special centrifugal castings in GJL-250, and are rail and camshaft sensor).
replaceable. They are sealed at the bottom by two elastomer
O-rings (Viton rings).
The crankcase is closed at the rear by the flywheel and timing
gear housing, which is a GJS-450 spheroidal graphite casting
The dividing walls in the crankcase have been reinforced to cope and contains the rear crankshaft sealing ring.
with the higher ignition pressures (over 200 bar).
• Acoustically optimised, symmetrical crankcase cast from

The crankcase emissions will be vented through the oil separator GJV-450
to the suction side of the turbocharger.
• Cracked main bearing caps
• Integral breather chamber

CYLINDER LINERS
The wet, replaceable cylinder liners are special centrifugal Attach the measuring pressure plate and tighten to 40 Nm. After
castings. this, measure with the dial gauge at not less than 4 points.
The lower O-rings (1) are coated with a thin layer of engine oil, 1 Cylinder liner
and also the transition to the cylindrical section of the liner. 2 Crankcase (C) shoulder recess
WARNING: D Height of shoulder on cylinder liner
DO NOT USE A BRUSH TO APPLY THE OIL. D - C Measured projection of cylinder liner from crankcase
NOTE: • Cylinder liner projection: min 0,03 max. 0,085 mm

Do not use any kind of grease or sealant. (measure by means of measuring device without O-ring)
Measure liner top projection by the approved test method • Depth of shoulder recess “C” 7,985 – 8,015 mm
(measure without the sealing ring). Insert the cylinder liner into
• Height of cylinder liner shoulder “D” 8,05 – 8,07 mm
the crankcase without the O-rings.

PISTON CLEARANCE IN CYLINDER LINER
Determining piston clearance: Example for piston clearance on D 20..LF

Using the internal measuring gauge, measure the internal Internal cylinder ∅...................................... 119,99 – 120,01 mm
diameter of the cylinder liner on three measuring levels from top Piston ∅ A.................................................... 119,87- 119,88 mm
to bottom at equal 45-degree spacings. Read off the piston
diameter from the crown of the new piston. If the piston has 1 / 2 / 3 Heights for measuring cylinder diameter
already been run, use an outside micrometer to measure from
the underside of the piston at a right angle to the piston axis and
deduct the piston diameter from the largest cylinder liner
diameter previously measured. The value calculated in this way
is the piston clearance.

CRANKSHAFT
The crankshaft is resistant to torsion and flexing, and has eight Variation in bearing shells "F":
forged-on balance weights to balance out the inertial forces; • Measure "C"
it runs in seven main bearings in the crankcase. The main • Measure "D"
and big-end bearing journals and the locating bearing
• Variation = "C" minus "D"
shoulders are induction-hardened and ground.
• The variation must be 111,2 mm to 112,4 mm (0,3 – 1,2 mm).
• Important: "C" must be larger than "D"
Axial location is by means of thrust washers recessed into the
crankcase at the central bearing pedestal. Main bearing journal diameter:................N 103,98 – 104,00 mm
Warning: the lubricating grooves on thrust washers A must face Max. main bearing play: ..............................N 0,060 – 0,116 mm
the crankshaft webs. Further undersizes: .................0,25 – 0,50 mm, 0,75 – 1,00 mm
Warning: Never use a hammer or lever to detach the vibration

damper. It will malfunction if dented even slightly, and this could Note:
• all main bearing caps are produced by cracking
lead to clutch damage or a broken crankshaft.
• the upper main bearing shell has an oil hole
A Crankshaft thrust bearing................ 0,200 – 0,401 mm
• the lower main bearing shell has no oil hole
B Main bearing bolts..................................... 300 Nm+ 90°
E Designation H and P – tolerance value N or N1 for big-end Tighten vibration damper bolts to 150 Nm+10 Nm torque and
or main bearings. N1 = 0,1 mm size variation 90°+10° of angle

FRONT AND REAR CRANKSHAFT SEALS
Radial shaft sealing rings made from polytetrafluoroethylene Assembly instructions:

(PTFE, trade name Teflon) are always used for the front and
The PTFE sealing ring must be absolutely free from oil or
rear crankshaft seals.
grease when installed. The slightest trace of oil or grease on
the contact ring or sealing ring will cause leakage.
Relatively high internal tension causes sealing lip (A) to curve
inwards. The PTFE sealing ring is therefore supplied on a
Before installing, clean the contact ring and the insertion tool to
transit sleeve (B) and must remain on it until it is installed. This
remove all traces of oil, grease and corrosion inhibitor. Any
is in any case desirable because the sealing lip is easily commercially available cleaning agent can be used.
damaged and can leak even if the damage is only slight. Do not
coat the sealing lip and flywheel contact ring with oil or any
Do not keep PTFE sealing rings in store unless they are
other lubricant.
mounted on the transit sleeve supplied. After as short a
period as 20 minutes they will lose their built-in tension if
Note:
stored without their sleeves, and may then cause leakage.
New engines do not have the contact ring.
If you change the front radial seal ring on the crankshaft, you
have to replace the front crankshaft gear.

Extracting the radial shaft sealing ring
Loosen the sealing ring by striking it lightly. Push the fitting sleeve on to the adapter.
To remove it, use a suitable puller. Screw the spindle into the adapter.
Pull the radial shaft sealing ring fully in until the insertion sleeve
Push the four puller hooks flat under the sealing lip and turn
strikes the end cover.
through 90 degrees, so that they grip the sealing ring behind the
lip. Turn the spindle to extract the radial shaft sealing ring.
1 PTFE crankshaft seal
2 Retaining screw
Installing the radial shaft sealing ring
3 Seal (Metaloseal) for timing case at fan end
Bolt the adapter to the crankshaft.
Clean the adapter and the contact ring. Note that the radial shaft
A hexagon nut
sealing ring must be installed dry and must not be coated with
B fitting sleeve
oil or any other lubricant.
C intermediate cover
D open ring spanner
Offer up the radial shaft sealing ring with transit sleeve to the
adapter and push it on.
Remove the transit sleeve.

FLYWHEEL
The flywheel is centred by a locating pin in relation to the TIGHTENING PROCEDURE FOR FLYWHEEL BOLTS:
crankshaft, and secured with 10 bolts which are tightened to a
specified angle. • Hex bolts 3: initial tightening to 140 Nm M14x1.5 (10.9)
• Final tightening: turn through a further 90°
• The bolts are NOT to be re-used.
1 Flywheel
2 Input shaft bearing

Machining the flywheel:
If severe score-marks have occurred, max. 1,4 – 1,5 mm of metal

can be removed from the flywheel surface for the clutch pressure
plate.
Minimum dimension A: 61,3 mm

Standard dimension A: 62,8 ± 0,1 mm
Maximum runout of starter gear ring 0,5 mm
External diameter of flywheel 488,0 – 487,8 mm
To install the starter gear ring, heat it to 200 - 230°C.

CONRODS
The conrods are precision drop-forged from “C38mod” heat- NOTE:

treatable steel and shot blasted. The inclined bearing caps are • the upper bearing shell is marked TOP or has a red paint spot
formed by cracking. The inclined bearing caps make it possible on the side (hardened support shell).
to extract the conrods easily upwards, through the cylinders,
during overhaul or repair work. The upper bearing shell is of Big-end bearing journals (regular ∅):............... 89,98 – 90,00 mm
highly wear-resistant sputtered bearing material. Big-end bearing variation C (Miba) .............95,5 (+ 2,5 + 0,5) mm
Bore spacing ......................................................... 256 ± 0,02 mm
Measuring the big-end bearings: Small-end bearing (internal ∅) ....................... 52,000 – 0,008 mm
The bearing holes of the big-end bearing shells are measured
while installed in directions 1, 2 and 3 and at levels a and b with Big-end bolt tightening torque:
the measuring device. Tightening torque ................................ 100 Nm + 10 plus 90° +10°
Bearing shells with holes within the tolerance limits can be re- These bolts must not be re-used.
used. The bearings must be renewed if the dimensions are The conrod and matching big-end bearing cap are marked
outside the tolerance limits. identically at the side, next to the crack line.
Weight difference per set max. 50 g
Warning:
• upper big-end bearing (GLYO 188) Do not stand the conrod or big-end bearing cap on the
• lower big-end bearing (GLYO 81) cracked surface. If the crack pattern is damaged or
otherwise changed, the conrod and cap will not fit together
correctly and may be damaged beyond repair.

PISTONS
Three-ring pistons made from a special aluminium alloy are used. Piston rings:
They have a cast-in ring carrier for the uppermost piston ring. The The compression rings are a double-sided trapezoidal ring and a
combustion chamber recess is stepped and has an “omega” micro-chamfer ring. A penthouse-pattern oil scraper ring with
shape. Pockets are provided for the inlet and exhaust valve tubular spring is used.
heads. To prevent overheating the pistons have a cast-in cooling
duct (430/390 HP engines) and are cooled by a jet of oil from a Piston recess/projection at crankcase:
spray nozzle. Minus 0,03 mm to plus 0,30 mm
The pistons have been matched to the higher ignition pressures
by stepped support on the conrods and in the combustion
Piston ring end gaps (wear limit):
chamber.
I Trapezoidal compression ring wear limit..................... 1,5 mm
II Micro-chamfer compression ring wear limit................. 1,5 mm
III Oil scraper wear limit .................................................. 1,5 mm
• The pistons for the 430/390 HP engine are cooled by oil spray
from a cooling passage. To ensure that piston cooling takes
place correctly even at low engine speeds, the pressure
regulating valve in the oil spray nozzles has been deleted.
• Pistons for the 350/310 HP engine are cooled by the well-
proven direct spray method.

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Piston (technical data from Alcan)
1 Piston diameter at right angle to small-end eye: Piston ring heights
Measure the piston 22 mm above its bottom edge. Compression ring (double-sided trapezoidal ring ) with chrome-
2 Piston diameter................................. 119,87 to 119,89 mm ceramic surface layer
Piston ring height .................................................... 3,50 mm
3 Compression height: End gap ......................................................0,40 to 0,55 mm
Normal: D2066LF ..................................... 76,80 to 0,05 mm
Compression ring (micro-chamfer)...................3,00 to -0,03 mm
End gap ........................................................0,47 to 0,7 mm
4 Center of piston pin eye to piston head
Oil scraper ring
Piston ring height ........................................3,99 to 3,97 mm
A Piston recess into/projection from top of crankcase:
End gap ......................................................0,25 to 0,55 mm
- 0,03 to + 0,30 mm
Piston ring groove heights Difference in piston weight per set for any engine ..... max. 60 g
(5) Compression ring groove 1.................3,115 to +- 0,015 mm

• Install with arrow pointing forwards
(6) Compression ring groove 2......................... 3,04 to 3,06 mm
• The small recess inside the piston body is to clear the oil
(7) Oil scraper ring groove ............................... 4,05 to 4,02 mm
spray nozzle

ENGINE TIMING GEAR
Adjusting engine timing
The mark on the crankshaft gearwheel 6 must be aligned with the mark on intermediate gearwheel 5.
The mark on camshaft gearwheel 1 must be aligned with the edge of the housing on the cylinder head 10.
A Gearwheels at flywheel end B Auxiliary drive gearwheels at fan end
1 Camshaft gearwheel (36 teeth) A Crankshaft gearwheel (45 teeth)
2 Intermediate gearwheel in cylinder head (38 teeth) B Oil pump inner rotor
3 Intermediate gearwheel in crankcase (40 teeth) C Oil pump outer rotor (34 teeth)
4/5 Large intermediate gearwheel (74/36 teeth) D Fan drive gearwheel (36/41 teeth) i = 41 teeth for 1:1,
6 Crankshaft gearwheel (37 teeth) i =36 teeth for 1:1.25
7 Air-compressor intermediate gearwheel, split (36 teeth) E High-pressure pump (27 teeth)
8 Air compressor drive gearwheel (29 teeth) F Intermediate gearwheel (44 teeth)
9 Power take-off (30 teeth)

10 Mark for camshaft on cylinder head
11 Mark on crankshaft intermediate gearwheel
(timing case sealant is Loctite 5900)

A B

CHECKING VALVE TIMING
Valve timing must always be checked at precisely the specified Proceed as follows:
valve clearances. − Attach the device for turning over the engine to the clutch
housing
− Take off the valve cover
D2066 LF01/03 valve clearances: inlet 0,50 mm/ exhaust − Adjust inlet/exhaust valve clearances correctly
0,60 mm/ with EVB 0,40 mm − Set flywheel to OT (TDC) (cylinder 6 valve overlap)
Inlet valve lift 10,00 mm − Place dial gauge with app. 10 mm preload on the head of
D2066 LF01/03 valve clearances: inlet 0,50 mm / exhaust the inlet valve for cylinder 3, then set to "O"
0,60 mm / with EVB 0,40 mm
− Turn the engine over in the direction of normal rotation (anti-
Exhaust valve lift 12,00 mm clockwise) until the dial gauge pointer no longer moves
− Valve timing settings must be within the following
tolerance ranges as shown on the dial gauge
(7,9 – 8,5mm)
− Take the valve lifting reading at the dial gauge.

Valve timing
VALVE TIMING FOR D2066 LF01/03 TIMING CHART

Inlet opens 24° before TDC Values in degrees refer to crankshaft rotation.
Inlet closes 12° after BDC

Exhaust opens 60° before BDC 1 = Direction of engine rotation
Exhaust closes 30° after TDC 2 = Inlet valve opens

3 = Inlet valve closes
4 = Inlet valve opening period
5 = Centre of inlet cam
6 = Exhaust valve opens
7 = Exhaust valve closes
8 = Exhaust valve opening period
9 = Centre of exhaust cam

CYLINDER HEAD
These engines have a one-piece cylinder head covering all Note:

cylinders and cast from GJL-250 iron. The swirl-pattern inlet ports The cylinder head is designed with a separate coolant flow that is
and the exhaust ports are cast in with shrink-fit inlet and exhaust not connected to the water jackets in the engine block.
valve seat rings and pressed-in, replaceable valve guides.
• Cylinder head gasket without coolant passages

• Cast-on air distribution pipe
• Critical liquid transition points are avoided
• Max. deviation (gap dimension 0,1 mm) from cylinder 1 to
cylinder 2
• Cylinder head must not be skimmed at a later date
• Max. 0,4 mm over entire cylinder head

CYLINDER HEAD ATTACHMENT
The complete one-piece cylinder head is attached to the engine Torx-head bolts for tightening to a specific wrench angle
block with 26 Torx E 24 (10.9) bolts that are tightened to a 1) Place the cylinder head in position, align it and insert all
specified wrench angle. bolts in the specified numerical order (first apply Optimol
The cylinder head bolts (∅18 x 2 mm) have crosswise splines. WhiteT to the bolt heads and oil the bolt threads). Tighten
the bolts initially to 10 Nm.
A Flywheel end
2) Next tightening stage 80 Nm torque
3) Next tightening stage 300 Nm torque
4) Next tightening stage 90° + 10° degrees of angle
5) Final tightening stage 90° + 10° degrees of angle
6) Final tightening stage 90° + 10° degrees of angle
Note:
There is now no need for any slack to be taken up

subsequently at the cylinder head bolts.
Note correct tightening sequence (picture 1...2...3...)
Cylinder head bolts must never be re-used.

Single-piece 4-valve cylinder head, inlet and exhaust valve sides
The inlet and exhaust valves have positive clamping at the 3 1 Plunger
grooves in the stem and the wedge-shaped keys. All valves are 2 Valve bridge
provided with valve stem seals to keep oil consumption to a 3 Counter-holder
minimum.
4 Locknut (45 Nm tightening torque)
5 EVB adjusting screw (0,40 mm)
Inlet valve identification:
6 Ball-ended adjusting screw (0,60 mm)
Spherical recess "A" with big ∅ in valve head for outlet valve
7 Locknut (45 Nm tightening torque)
Spherical recess "B" with small ∅ in valve head for inlet valve
8 Rocker arm shaft
9 Rocker arm
• Inlet valve diameter 40,0 +- 0,1 mm
10 Camshaft
• Exhaust valve diameter 38,0 +- 0,1 mm
11 Inlet valve adjusting screw
• Inlet valve recess in cylinder head 0,60 – 0,80 mm
12 Inlet valves
• Exhaust valve recess in cylinder head 0,60 – 0,80 mm
13 Exhaust valves
The EVB mechanism is built into exhaust valve bridge “2”. 14 Roller-bearing rocker arms
The rocker arms and the EVB are supplied with oil from the 15 Camshaft
rocker arm pivot bearing housing. The EVB counter-holder is Inlet valve seat angle 120°
located separately.
Exhaust valve seat angle 90°

REMOVING AND INSTALLING INJECTORS
Removing the injector E) Connecting high-pressure lines from and to rail:

¾ Screw up the rail retaining screws hand-tight only (3x
1. Detach the injector pipe and plug its opening.
M8 x 50 – 10.9)
2. Remove pressure nut 8 from the pressure stub pipe 4.
¾ 1st step: Tighten all injector pipes firmly at both ends
3. Take out pressure stub pipe 4 using the special tool.
to 10 Nm torque.
4. Remove pressure-flange bolt 6 and clamp 5.
2nd step: Tighten rail to 35 Nm torque.
5. Pull out the injector with the special tool and keep it in a
special safety box. ¾ Final tightening of all injector pipes 10 Nm + 60°.
F) Tightening torque for M4 – 1,5 Nm
NOTE:
Pressure stub pipe 4 must not be re-used; always renew the O-
ring 3 and the copper washer 2 as well. Key
After mounting the injector it is recommended to perform a
1 O-ring (grease before installing)
leakage test (explanation on page 93)
2 Copper shim
Installing the injector 3 O ring
Only remove the transit caps immediately for installation on the 4 Pressure stub pipe
engine. 5 Clamp
A) Initial tightening of injector with machine screw (6): 6 Pressure-flange bolt
1 to 2 Nm
7 Conical washer
B) Install the thinner end of pressure stub pipe (4) towards
the injector. Initial tightening of pressure nut: 10 Nm 8 pressure pipe nut
C) Final tightening, injector machine screw (6): 25 Nm + 90°

Note:
D) Final tightening, pressure stub pipe (4): 20 Nm + 60°
High-pressure lines must be installed free from trapped stresses,
and with no risk of abrasion.
ROCKER ARM PIVOTS
To dismantle the rocker arms, the Seeger circlips D are first

removed from the pivot shaft C and the shaft then removed.
Tighten retaining screw A to 105 Nm torque (M12x10,9).

Tighten locknut B to 40 Nm torque.
Tighten camshaft gearwheel screw E to 150 Nm + 90° of angle.
New:
The camshaft gearwheel is secured by three screws.

ADJUSTING VALVE CLEARANCES
Each cylinder has two inlet and two exhaust valves. The valves Valve operating layout
are opened by the camshaft by way of forged rocker arms with I Valves on overlap
roller tappets. II Cylinders to be adjusted
The rocker arm transmits its movement to the valve by way of an
adjusting screw with ball end and a forged valve bridge that is
Checking valve clearances
located only by the ends of the valve stems.
Adjust valve clearances when the engine is cold < 50°C.
Inlet valve clearance = 0,50 mm
The rockers arms pivot on wear-resistant shafts that are pressed
Exhaust valve clearance without EVB = 0,60 mm
into a rocker arm bearing housing and bolted down together with
Exhaust valve clearance with EVB = 0,60 mm / 0,40 mm
the cylinder head. The EVB mechanism is built into the exhaust
valve bridge. Oil is supplied to the rocker arm bearings and the
Cylinder sequence
EVB from the rocker arm bearing housing.
1 Fan end
2 Flywheel end
Tighten the valve cover sealing screws working from the
E Inlet valve side
inside outwards.
A Exhaust valve side
.
Firing order – D 2066
1-5-3-6-2-4

Valves
Turning engine over (360 degrees

EXHAUST VALVE BRAKE - EVB;
All D 2066LF engines for TGA trucks are equipped with EVB. If the exhaust brake flap valve is closed, pressure waves build up
The braking effect is about 60 % greater than with a conventional in the exhaust manifold and cause the exhaust valves to open
exhaust brake system. briefly, in other words each time the exhaust valve closes it is re-
opened for a brief period.
There is a hydraulic plunger pressurised with engine oil in the Since the plunger is exposed to oil pressure, it moves after the
exhaust valve bridge. The oil pressure is able to escape through valve as this opens briefly, but cannot return because the
a relief hole. Above the valve bridge is the counter-holder, the counter-holder has closed the relief hole and the non-return
adjusting screw of which seals the relief hole when the exhaust valve the oil feed hole.
valve is closed. The exhaust valve therefore remains slightly open during the
When the camshaft opens the valve, the relief hole is exposed compression stroke and the subsequent expansion stroke. This
and oil pressure from the plunger can escape. prevents the compression action of the piston from having any
effect, so that the crankshaft is not driven and the engine’s
braking effect increases.

app. 2 mm

EVB AND VALVE CLEARANCE ADJUSTMENT
Valve clearances are to be checked in accordance with the Slacken off adjusting screw until feeler gauge D (0,60 mm) can
specified service intervals and adjusted if necessary. The inlet be slid in between the rocker arm F and the valve bridge G.
valve values are the same for engines with or without EVB. Tighten adjusting screw until the feeler gauge can no longer be
moved (This will also force the plunger back).
Adjusting exhaust valve clearances:
Slacken off adjusting screw again, but only until the feeler gauge
can be pulled out with moderate resistance to its movement.
Turn the piston in the cylinder for which the valves are to be
Tighten locknut to 40 Nm torque.
adjusted to top dead centre on the ignition stroke.
Slide the feeler gauge H 0,40 mm between the valve bridge J

Slacken off adjusting screw in the counter-holder as far as
and screws I.
possible without using force.
Hold the plunger down and tighten adjusting screw until the
feeler gauge cannot be moved.
NOTE:
Press down on the valve bridge with a screwdriver to expel Slacken off adjusting screw again, but only until the feeler gauge
engine oil from the plunger. can be pulled out with moderate resistance to its movement.
Tighten locknut to 40 Nm torque.

ENGINE (EXHAUST) BRAKE – PRESSURE-REGULATED EVB
The pressure-regulated EVB has been developed to limit The regulating unit integrated into the FFR uses the input values
excessive scatter in braking performance and to permit supplied to it (exhaust back-pressure, engine speed, desired
integration into the brake management system. The aim was to braking performance, voltage of vehicle’s electrical system,
regulate engine braking performance indirectly by varying compressed air supply etc.) to calculate the pulse width of the
exhaust back-pressure. By varying the pressure in the exhaust output signal.
system, the braking power can be continuously varied and The proportional-action valve, the sensor and the rigid brake flap
performance fluctuations caused by tolerances avoided. are incorporated into a single assembly.
In order to obtain the necessary exhaust back-pressure with the In order to reduce the thermal load on components during
pressure-regulated EVB system, the pressure applied to the lengthy brake applications, an engine-speed and time-dependent
exhaust flap valve actuating cylinder is varied as necessary, strategy is used to reduce maximum braking torque slightly.
There is no torsion spring on this flap valve. The applied
pressure is varied by a proportional-action valve that is actuated When the system is actuated, the highest permissible exhaust
by the vehicle management computer (FFR) with a pulse-width back pressure is used for a short period (INITIAL BRAKING).
modulated (PWM) electrical signal. The exhaust back pressure is After about 30 seconds, the exhaust back-pressure is gradually
regulated by measuring its value with a pressure sensor and reduced to the continuous braking value.
transmitting this information to the FFR. This regulating process is complete after about 1 minute, after
which the exhaust back-pressure remains at the permissible level
for continuous braking.

Braking power (kW)
Electronically controlled EVB, initial braking (for app. 30 seconds)

Electronically controlled EVB, continuous braking (after app. 60 seconds)
Conventional EVB

Advantages compared with previous non-pressure Functional diagram of electronically regulated exhaust valve
regulated EVB:
flap
• 1 Compressed air connection
¾ Engine braking moment can be continuously varied.
• 2 Pulse-width modulated actuator signal + plug 4/14
¾ The regulated exhaust brake can be set to the maximum
possible or permissible engine braking torque over the entire • 3 Pulse-width modulated actuator signal – plug 1/3
engine-speed range. This makes distinctly higher braking • 4 Actuating cylinder

power available at low engine speeds in particular. • 5 Brake flap
¾ The pressure-regulated EVB is used to reduce the thermal • 6 Exhaust back-pressure sensor analog signal plug 3/4
load on critical assemblies. After a limited period of braking at
• 7 Proportional-action valve
full exhaust back pressure, the system is reduced to the
• 8 Road speed signal
predetermined speed-dependent continuous braking power.
• 9 Engine speed
¾ The pressure-dependent EVB greatly reduces the strong
• 10 Exhaust back-pressure
hysteresis effect of the torsion-spring flap (different braking
power according to whether engine speed is falling or rising).
¾ There is no torsion spring in the brake flap valve, since it is • A Vehicle management computer (FFR)
less affected by external influences. • B Input signals 8/9
¾ Provision for diagnosis makes it much easier to check the • C Output signals 2/3
functioning of the exhaust brake.

BOOST PRESSURE - INTERCOOLER
Minimum boost pressure at full load The purpose of the charge-air intercooler is to reduce the
temperature of the charge air after it has been increased by
compression in the turbocharger.
When determining the boost pressure, please note that the
measurement must be taken after the charge-air intercooler and As a result, the combustion air entering the engine is at a lower
at constant full load. temperature.

Compressing the charge air yields higher power output and
reduces fuel consumption; if the temperature of the charge air is
also lowered, the thermal loads on the engine are minimised and
Minimum boost pressures
the exhaust gas temperature – and therefore emissions of oxides
Engine type: D 20.. of nitrogen (NOx) – are reduced.
⇒ D2066 LF 01 min 2000 mbar
⇒ D2066 LF 03 min 1600 mbar Checking boost pressure
The engine must be at its regular operating temperature.
The boost pressure stated for various engine speeds is obtained
at full load after the engine speed has remained constant for
about 3 minutes.

TURBOCHARGER
Before renewing the turbocharger, perform the following checks:
IF OIL CONSUMPTION IS TOO HIGH: − dirt blocking the air cleaner

− Check that the air cleaner is not blocked − reduction in intake air path cross-section or air leaks
− Check for a reduction in the air intake cross-section (e.g. − damage to the exhaust system.
damage, partial blockage with dirt)
− Both these faults can increase oil consumption by creating If none of these fault are detected, check the turbocharger for
manifold depression (partial vacuum). − carbonisation in the turbine area which could impede free
rotation (this fault can also be rectified by axial movement)
IF ENGINE POWER OUTPUT IS TOO LOW: − severe dirt blockage in the compressor area
Before satisfactory engine performance can be obtained, the − damage by foreign bodies
− valve clearances must be correct − turbine rotor scraping against housing.
− exhaust brake must be fully open.
If very dirty, clean the compressor side of the turbocharger and

IN ADDITION, CHECK check bearing play.
− boost pressure
− compression pressure

EXHAUST GAS RECIRCULATION (EGR)
In order to obtain good economy, high energy utilisation and low The hot exhaust gas is supplied to the EGR module via
consumption from the Euro 3 engines as well, the corrugated-tube compensators. In the module, it first flows in two
D2066LF01/02/03... engines are equipped with an externally streams through a stainless steel multi-tube heat exchanger. It is
regulated exhaust gas recirculation system. cooled from approximately 700 °C to below 200 °C by means of
engine coolant passing through the EGR cooler.
The EGR diverts part of the exhaust gas from the combustion
process (about 10 %) back to the cylinders. This lowers the Further downstream there is a peak pressure valve in each
combustion temperature and therefore reduces NOx emissions. exhaust gas flow; these valves allow the gas to pass but prevent
By suitably modifying the start of fuel injection, fuel consumption any return flow. This is essential because of the positive
can also be lowered in this way. scavenging effect at high engine loads. The two gas flows are
EGR draws gas from both flows through the exhaust manifold. then combined. The cooled gas then passes as a single stream
through a corrugated-tube compensator and is injected into the
A shutoff flap valve is provided to close the EGR system in intake airflow in the air distributor pipe.
certain engine operating situations (for example when the
A Air cleaner
exhaust brake is in use). This flap is actuated by a compressed-
B Charge-air intercooler
air cylinder, into which the solenoid valve and a limit-of-travel
C Engine intake manifold
sensor are integrated.
D EGR cooler
E Peak pressure valves
F Electro pneumatic shutoff flap

EGR actuating flap remains closed
The exhaust gas recirculation is shut down if ... This is to prevent ...
condensation from causing sulphurous acid deposits in the cold
- charge-air temperature is below 10°C
intake air.
the charge air from being heated up too much by the recirculated
- charge-air temperature is above 70°C
exhaust gas.
- coolant temperature is above 95°C the engine from overheating.
the engine from suffering a drop in power output and the exhaust
- the engine is running in a dynamic mode.
brake’s performance being reduced.
- and the exhaust brake is active.
Adjusting the EGR compressed-air cylinder

Adjust the ball end E of the compressed-air cylinder, so that it • Compressed-air actuating cylinder for shutoff flap
can be attached with about 4 mm of preload when the shutoff • Solenoid valve for cylinder actuation
flap is closed (max. stroke 30 mm) • Reed contact for feedback of piston rod position to EDC
control unit
A Input, cylinders 1 to 3
F compressed-air supply
B Input, cylinders 4 to 6
G electrical connection
C EGR flap
- Pin 1 (3100) – pin 2 (60367) < 1 Ω
D Peak pressure valves
- Pin 3 (60031) – pin 4 (60153) 34 – 47 Ω
Exhaust pipes (stainless steel)

Pressure patterns in the exhaust manifold
Pressure peaks occur in the exhaust manifold.

It is only these pressure peaks that can be recirculated to the
combustion chambers.
The pressure peaks used for this purpose are higher than the
maximum turbocharger boost pressure.

V-BELT DRIVES
V-BELTS V-BELT TENSIONER

A ribbed V-belt (Poly-V belt) is used.
The automatic belt tensioner uses a sprung pulley.
Detaching and installing Poly –V belts
Loosen the tensioner pulley screw. NOTE:
Dismantling
A Air conditioning compressor Turn the central screw in the tensioner pulley with a ring wrench.
B Vibration damper
C Belt drive
D Flange for cooling fan
E Belt tensioner
F Idler pulley
G Alternator pulley
H Pulley
I Coolant pump
J Poly –V belt

FAN MOUNT
1 Drive gear 7 Screw, tightening torque 100 Nm +90° LEFT-HAND

2 Roller bearing THREAD!
3 Loctite 5900 sealant 8 2 circlips
4 Ball thrust bearing 9 Housing cover
5 Shaft sealing ring, pressed in flush 10 Fan bearing shaft
6 Fan hub 11 2 circlips

ELECTRICALLY CONTROLLED FAN COUPLING
Fan with viscous coupling TECHNICAL DATA

The shrouded cooling fan is driven by gearwheels through an Control signal voltage.......................................... 24 V, from FFR
electrically controlled viscous coupling.
Drive speed n1 (fan shaft) ......................................Engine speed
The truck’s management computer supplies an electrical signal .............................................................................. +26% (i=1,25)
to energise the solenoid valve in the fan. The fan coupling’s
Switched fan speed.............................................. app. 88% of n1
solenoid valve is controlled by the truck management computer
(FFR). Fan idle speed at
governed engine speed.......................................500-1000 1/min
Fan speed depends on

⇒ coolant temperature
⇒ outside temperature
⇒ charge-air temperature
⇒ information from the secondary retarder

H
A
I
B
J
K
C
L
D
M
N
G T2876001

CHECKING THE FAN COUPLING:
Static test: Dynamic test:

This test only checks the function of the electromagnet. • Select the governed speed.
• Disconnect and reconnect solenoid (A): a metallic click will be • Detach the plug (line 61304 to the magnetic clutch).
heard from the armature plate • Maximum fan speed should be reached after 2 minutes
(or test with MAN-Cats II). (engine speed x fan step-up ratio i = 1,26 less approx. 12 %
slip); the fan coupling has engaged.
• Reconnect the plug.
• Within 1 minute the fan speed should have dropped to 500-
1000 U/min (idle speed. The fan coupling has disengaged.
Note
Fan coupling de-energised Ô engaged
Electric power present at fan coupling Ô disengaged.

ACCIDENT PREVENTION – CLEANLINESS FOR CR SYSTEM
Warning: Warning:
Risk of injury! Risk of injury!

The fuel jets are strong enough to damage the skin. Persons with a hart pacemaker must not come closer than
Atomised fuel represents a fire risk. 20 centimetres to the engine when it is running.
When the engine is running, never slacken off the threaded Never touch any live parts on the electrical wiring to the injectors
unions on the high-pressure side of the common rail fuel supply when the engine is running.
system (injection pipe from high-pressure pump to rail, on the rail
or on the cylinder head leading to the injector).
Do not remain too close to the engine when it is running.
Caution:
Risk of injury!
When the engine is running, the fuel lines are always at a
pressure of up to 1.600 bar.
Before slackening off the threaded unions, wait for at least a

minute so that pressure can drop.
If necessary use MAN-Cats to check the pressure drop in the
rail.

WORK ON THE COMMON RAIL (CR) SYSTEM
Cleanliness
Modern diesel fuel injection systems contain high-precision parts Even dirt particles only 0,2 mm in size can lead to failure of the
that are exposed to extremely severe loads. In view of this affected components.
technical precision, extreme cleanliness is essential during all
work on the fuel system.

COMMON RAIL STORAGE-TYPE FUEL INJECTION SYSTEM
Common Rail system with EDC 7 engine management

The CR fuel injection system consists of a volume-regulated continuous flow of data on engine and vehicle operation. The rail
high-pressure pump that supplies a volumetric reservoir known pressure sensor, control unit and volume-controlled high-
as the “rail” with fuel at very high pressure (max. 1600 bar). The pressure pump, for example, form a control loop that results in
rail supplies fuel at this pressure to the injectors, where it is finely the desired rail pressure. Further sensors, for instance for the
atomised and injected into the combustion chambers. engine coolant temperature, charge-air temperature or
atmospheric pressure, enable the engine to adapt effectively to
The principal feature of the CR system is that it decouples the changing ambient operating conditions.
pressure-build-up from the injection of fuel from the rail. This is a The EDC7 control unit is flexibly decoupled and bolted to a
time-controlled principle that overcomes the typical limitations of support beam on the left of the engine in an easily accessible
conventional cam-controlled systems. The increased mean position. The control unit’s electric wiring passes directly to the
injection pressure and the injection timing can be chosen freely cable duct and the CR injectors.
within broad limits, independently of the engine operating point. A High pressure B Low-pressure area C Fuel tank
The CR system used on the D28 engine can reach injection D Suction line E High-pressure pump F Pressure line
pressures of up to 1600 bar.
The CP3.4 volume-controlled high-pressure pump, which is G Pre-delivery pump H KSC I Pressure limiting valve
supplied with fuel from a flanged-on pre-delivery pump, supplies
J Rail K Rail pressure sensor L High-pressure line
fuel to the rail until the desired fuel pressure has been reached.
The rail acts as a pressure reservoir and is connected by
hydraulic lines to the solenoid-actuated injectors, which deliver a M Injector O Camshaft sensor P Crankshaft sensor
pre-determined volume of the stored fuel to the engine’s Q Input signals R Output signals
combustion chambers.
Warning:
This is the basis for a combustion process that is capable of Common rail (CR) engines must not be run on RME fuel
achieving the best possible exhaust-emission and acoustic (“biodiesel”).
values. The injection system’s hydraulic components are
monitored by the control unit which has sensors that supply a

a) Injection lines Fully recyclable, environmentally acceptable filter elements are
used. Their quality has been matched to the requirements of the
Injection lines A have an external diameter of 8 millimetres and, CR fuel injection system.
in view of the high pressures in them, are hydraulically pre- Important:
loaded, of carefully determined length and secured to the engine The same cleanliness requirements as for CR apply when
in a manner that prevents vibration. renewing the filter element. Do not remove residual dirt deposits
in the KSC. This represents an acute risk of dirt reaching the
b) Fuel line to CR injector clean side of the system (riser pipe).
All fuel lines attached to the engine can be re-used and consist
Fuel passes from the injector line to the CR injector along a of reliable PA pipe with easily assembled plug connections
pressurised tube secured by a clamp. A rod-type filter is (Raymond).
integrated into this pressure tube, which is located at the side in
the cylinder head. This position has been chosen to avoid having
to open the fuel system when servicing the valve gear. Outside
d) CR injectors and nozzles
the pressure pipe, fuel leakage from the CR injectors is The CR injectors are located vertically in the cylinder head and
conveyed to a collector pipe. secured from the top with a clamp possessing high elasticity
when tightened. The injectors have 7-hole blind nozzles with an
c) Fuel Service Center (KSC) opening pressure of 300 bar. The seal between the CR injector
and the combustion chamber is formed by a copper ring against
The fuel service centre (KSC) for CR engines has been revised the cylinder head.
in design and is mounted on the air distributor pipe. It combines
in a single module the functions of hand pump B, fuel pre-filter, A High-pressure line
main filter, continuous bleed and filter heating. The KSC is B Manual fuel supply pump
designed and rated for long periods of continuous operation.
C CP3 high-pressure pump (clockwise rotation)
D Drive flange for high-pressure pump gearwheel
The KSC is easily accessible from above for maintenance. When
the filter element is changed, the fuel runs back automatically E Engine oil filler
from the filter to the tank in order to prevent fuel contamination. F Proportional-volume valve
G Intermediate adapter
H Fuel delivery pump
I Injector

FUEL SYSTEM
CR engines are equipped with a revised Fuel Service Centre

(KSC). A Suction filter in fuel tank, 300μm
The KSC is a single unit containing the fuel pre-filter, manual
B Pressure limiting valve (DBV), two-stage, opening
supply pump, main filter, continuous bleed and heating element.
pressure app. 1800 bar
The filter area is about 90% larger than with conventional fuel
C Flow relief valve (1,2 –1,3 bar)
filters. The filter element contains no metal parts and can be
recycled in an environmentally acceptable manner. The pre-filter D CP 3 high-pressure pump
can be washed through to clean Filter elements are fully E Solenoid valve for flame starting system
recyclable. F Injector
Caution: G Fuel delivery pump (4,5 –7,5 bar)
Dirt deposits that occur during filter renewal must be H Connection for fuel filter heating
discharged at the drain plug. I Manual fuel delivery pump with pre-filter
J Pressure tube socket with rod-type filter

Modification
K Connection for fuel pressure sensor
The fuel return line no longer passes to the fuel tank but
terminates at the KSC pre-filter.

LOW-PRESSURE AREA
Components
Note:
• Fuel tank
Measuring instruments are not to be connected to the Common
• Gear-type pre-delivery pump
Rail (CR) fuel system unless the engine is stopped and pressure
• Fuel filter and low-pressure lines
in the rail has been allowed to drop.
The gear-type pre-delivery pump draws fuel out of the tank and
FUEL SERVICE CENTER
delivers in through the KSC to the high-pressure pump. All fuel
lines attached to the engine are made from PA tube with easily A From fuel delivery pump
assembled plug connectors (drain plug valves are installed). B Installed position of filter heating
C Optional feed to flame starting system
LEAK OIL TEST
D Water drain plug (unscrew during filter renewal)
¾ Disconnect the return line from the cylinder head to the
E to fuel tank
rail
F from fuel tank
¾ Connect a manometer with a shutoff cock instead of the
G Hand pump
hollow screw (connector C page 93)
H to fuel pre-delivery pump
+0,5
¾ Duration of test: 3 min with max. 4,0 bar bar filtered
I Pre-filter
compressed air
¾ Max. allowed pressure loss 0,2 bar

HIGH-PRESSURE AREA
The task of the high-pressure area is to build up the pressure B ZME metering unit (proportional-volume valve)
needed for fuel injection and to make a sufficient quantity of fuel
CP 3.4 proportional volume valve for fuel
available in all operating conditions. The high-pressure pump is
driven by the engine and has oil lubrication. Fuel comes from The metering unit (ZME) M-prop. is bolted to the suction side
pre-delivery pump (3) and is delivered by line to the KSC and to
of the high-pressure pump housing. The ZME is an actuator
the suction chamber of the high-pressure pump. The pre-delivery
pump is flanged to the high-pressure pump. The metering unit that regulates fuel pressure in the high-pressure reservoir
(ZME) (1) M-prop. is attached to the suction side of the high-
(the rail).
pressure pump. The ZME is an actuator for fuel pressure
regulation in the rail’s high-pressure reservoir. The ZME metering unit is regulated by a PWM (pulse width
modulated) signal.
A CP 3 high-pressure pump
Sensing ratio 100%: zero delivery
Input (measure if start problems occur)
Sensing ratio 0%: maximum delivery
Nominal pressure with n = LL ..... to ..... bar
Return pressure below ..... bar C Max. fuel volume
If the pump is renewed or a new high-pressure pump (2) D Min. fuel volume
installed, fill it with 0,04 l of engine oil and tighten oil filler plug E trapezoidal groove
to a torque of 18 Nm.
When installing the drive gearwheel, remove grease from the
teeth with test petrol or spirit.
Tighten the drive gear (4) to 110 Nm (free from grease).
Clockwise rotation (when looking at the pump drive).
M10 flange bolts 45 Nm tightening torque.

A B

CR HIGH-PRESSURE PUMP
• Unlike the conventional diesel engine, installation of the CR 1 Fuel supply from fuel filter
high-pressure pump does not require any adjustment work. 2 to rail
3 to tank
• The CR pump (27-tooth gearwheel) is driven via intermediate 4 to filter
gearwheel (44 teeth) and the crankshaft gearwheel (45 teeth) 5 Return to tank
at the fan end.
6 from filter
7 to rail
• When the engine is started the signals from the speed sensor
8 Proportional-volume valve
at the camshaft drive gearwheel and the flywheel speed
sensor are compared.
Note:
The ECU monitors the rail pressure via a pressure sensor.
• After a few revolutions the CR high-pressure pump receives a
In case of a fault, a pressure limiting valve guarantees a limp-
signal and the engine fires and runs.
home operation of the engine with app. 800 bar rail pressure.
A High-pressure area
Gear ratio:
B Low-pressure area
Crankshaft – high pressure pump 1:1,67
C Engine oil filler

REMOVIN AND INSTALLING THE HIGH-PRESSURE PUMP
Removing the high-pressure pump Installing the high-pressure pump
Detach the fuel lines and seal all open connections including Using guide screws 80.99617-0205, install the adapter flange
those on the high-pressure pump with plastic plugs. Attach with a new O-ring and tighten the four bolts to 45 Nm torque.
special tool 80.99601-6021 to the high-pressure pump. Take out Screw guide pin 80.99601-6021 into the adapter flange and
the retaining screws and drive out the pump with the striker tool. attach the high-pressure pump with the new O-rings (one for the
Take off the adapter flange with special tool 80.99602-0174. lubricating oil feed hole, one to seal the housing), using 3 bolts
tightened to 45 Nm torque.
High-pressure pump power take-off
Important:
1 Drive housing
Add app. 0,04 l of engine oil to the new high-pressure pump.
2 M8x25 10.9 machine screw
3 High-pressure pump drive gear A O-ring to seal housing
4 Shaft sealing ring (PTFE) B O-ring to seal oil supply
5 V-belt pulley C CP3 high-pressure pump (clockwise rotation)
6 Pulley for CP3 drive shaft D Drive flange for high-pressure pump gearwheel
7 Sealant E Engine oil filler
8 M8x25 10.9 bolt F Proportional volume valve
9 M8x18 10.9 bolt G Adapter flange
10 Drive shaft H Fuel pump

RAIL
The high-pressure reservoir (the rail) has the task of retaining The two-stage pressure-limiting valve does not close until the
sufficient fuel at high pressure and thus suppressing pressure engine is shut down. Once the DBV has opened, the second
fluctuations caused by pump delivery and the injection process. stage remains open for as long as the engine is running.
Pressure in the rail is kept almost constant even when fairly large
If the DBV fails to open quickly enough when rail pressure is too
volumes of fuel are drawn off. This ensures constant injection
high, it is forced open.
pressure when the injector is opened.
To force the DBV open, the fuel metering unit is opened and fuel
A Two-stage pressure limiting valve delivery at the injectors is shut down.
Rail pressure rises steeply until the DBV opening pressure is
The two-stage pressure-limiting valve (DBV) is mounted on the
reached. If forcing the valve open does not have the desired
rail and acts as a pressure relief and pressure-limiting valve.
result, for instance if the DBV has seized or jammed, the engine
A drain opens if pressure rises too far.
is shut down.
In normal operating conditions a spring presses a plunger firmly
B Rail pressure sensor B487
into its seat on the valve, so that the rail remains closed. If the
maximum system pressure is exceeded, the plunger is forced • Pin 1 (60160) –A 61 rail pressure earth (ground)
open against the spring by the pressure in the rail. • Pin 2 (60162) –A 80 rail pressure input (1,01-1,60 Volt)
• Pin 3 (60161) –A 43 rail pressure (4,75-5,25 Volt)
If rail pressure is too high (1800 bar) the first plunger moves and The rail can make a fuel quantity of approximately 30 cc
opens a partial cross-section permanently. Rail pressure is then available.
held constant at app. 700- 800 bar. C Connecting the high-pressure pump

A

INJECTORS
The CR injectors are located vertically in the combustion In other words, the jet needle opening pattern (opening and
chambers and secured in position from above by a clamp and closing speed) is determined by the feed restrictor in the injector
screw with a highly resilient action. 7-hole blind injector nozzles control chamber.
with an opening pressure of 300 bar are installed. A copper A return line for fuel leak-off leads via the drain restrictor and jet
sealing ring is used at the cylinder head to make a seal between needle to the fuel tank.
the CR injector and the combustion chamber.
The precise amount of fuel injected is determined by the outlet
cross-section of the nozzle, the solenoid valve opening period
The EDC 7 control unit determines the length of the injection
and the reservoir pressure in the common rail system.
period by energising the injector winding for the main and
Components
possibly for a follow-up injection phase. It also determines the
injection pressure and energises the exceptionally quick-acting 1 Jet needle 2 Pressure block
solenoid valves in the injectors. 3 Injector body 4 High-pressure union
The drain restrictor in the control chamber is opened or closed by 5 Valve assembly 6 Valve ball
7 Armature 8 Solenoid coil
the solenoid valve armature.
9 Solenoid core 10 Sealing ball
• When the drain restrictor is open, pressure in the control 11 Electrical connection 12 Adjusting washer
chamber drops and the jet needle opens. 13 Valve spring 14 Solenoid clamp nut
• When the drain restrictor is closed, pressure rises in the 15 Clamp screw 16 Washer
17 Drain restrictor 18 High-pressure sealing ring
control chamber and the jet needle closes.
19 Valve plunger 20 Fuel return
21 Adjusting washer 22 Nozzle clamping nut

INJECTOR OPERATING PRINCIPLE
Signal forms
A Input signal D Control chamber pressure

B Solenoid valve current E Jet needle stroke
C Armature stroke F Injection rate

INJECTION TIMING
A Current 1 Current
B Stroke 2 Armature stroke
C Pressure 3 Pressure in control space
D Injection rate 4 Pressure in chamber
5 Injection

COMBUSTION PRESSURE PATTERN
Combustion pressure pattern with and without pilot Advantages of pilot injection
injection
Pressure builds up uniformly, so that combustion noise is
A Pilot injection
reduced and the engine runs more smoothly.
B Main injection
C Combustion pressure pattern without pilot injection Note:
D Combustion pressure pattern with pilot injection Pilot injection A only takes place when the engine is idling and
running at part-load.

SPEED SENSORS
Crankshaft speed sensor 3 B488 The phase marks are spaced at equal intervals round the
Sensor 3 calculates the angle of crankshaft rotation and is segment wheel.
therefore responsible for starting fuel injection into the individual The synchronising mark (1) is additional, and is located close
cylinders at the correct times. behind one of the phase marks. It is used for determination of the
Sensor wheel A on the flywheel has 60 minus 2 teeth (4), at engine’s angle of rotation within its complete operating cycle of
intervals of 6 degrees of angle. 720 degrees.
The gap (4) is intended to indicate the 360-degree crankshaft
position and is in a fixed relationship to cylinder 1.
C Speed sensor signal from flywheel
Camshaft speed sensor 2 B499 D Speed sensor signal from camshaft speed sensor
The camshaft rotates at half crankshaft speed. Its position
indicates whether a piston is on the compression or the exhaust
stroke in its cylinder. The segment wheel B on the camshaft is
referred to as a “phase wheel”. It has one phase mark for each
cylinder (6 marks and also a synchronising mark 1).

SEPAR 2000 FILTER
Water trap and fuel filter
The Separ 2000 is installed in the suction line at an easily ¾ Place a vessel in position to trap escaping liquid.
accessible point. All other filters normally used in the suction line ¾ After each drainage procedure, renew the bleed screw
must be removed, but the pre-filter and the fine and micro-filters sealing ring.
remain in the fuel system. ¾ Open the bleed screw by one to two turns.
¾ Open the drain tap.
¾ Draining off moisture condensate and impurities (weekly,
¾ Allow the moisture condensate and impurities to drain out and
but may be necessary more often in certain climates, ambient dispose of them according to legal requirements.
and operating conditions) ¾ Close the drain tap.
Note: The fuel tank must be at least half full before the ¾ Retighten the bleed screw.
moisture condensate can be drained off. Do this, ¾ Pull off the hose.
including impurities if present, before they reach the

Bleed screw tightening torque .....................................8 - 10 Nm
lower edge of the centrifuge (visible in sight glass).
¾ Park the vehicle and stop the engine. A Fuel inlet
¾ Attach the hose with clip (MAN No. 81.12540-6004) to the B Fuel return
spigot of the drain tap C Bleed screw
Assembly hint: Tighten the clip to some extent, but so that the D Moisture drain tap
hose can still be slid into position E Micro-filter (30 μ)

GENERAL NOTES ON OPERATING FLUIDS
Engine oil Engine oils – additives
High-performance diesel-engine oil For CR the only permissible oils are those that have been tested
(Super High Performance Diesel Oil - SHPD) for compliance with Works Standard M 3277.
according to MAN Directive M3277
These oils have much higher potential performance than engine The formulations used for these oils ensure that they will always
oils according to Works Standards MAN 270 and 271. satisfy normal driving requirements if the specified oil-change
intervals are adhered to.
In forced-aspiration (e.g. turbocharged) diesel engines in
particular, SHPD oils have numerous advantages in terms of Please note that using any kind of additive in the engine oil will
avoiding piston carbonisation, minimising wear and releasing change its characteristics in an unpredictable manner.
performance reserves.
In the interests of longer operating life we therefore recommend Since the use of such additives could have an adverse effect on
the use of these oils for turbocharged engines; they are of course performance, the degree of maintenance required and the
also suitable for naturally aspirated engines. engine’s operating life, it is important to note that MAN
Nutzfahrzeuge AG will be obliged to reject all warranty claims if
this precaution is disregarded.

Engine oils
Even if of the specified intervals are not reached, the engine Exception to general practice
oil should be changed at least once a year. If engine oils approved by MAN are not available in certain
countries, use only engine oils for which the manufacturer or
Sulphur content of diesel oil supplier is prepared to issue a written guarantee that the quality
If the sulphur content exceeds 1.0%, the engine oil change is at least equivalent to the MIL-L-2104D, API- CD/SF, CE/SF,
intervals must be halved. CE/SG or CCMC-D4 or D5 specifications.
Viscosity classes
Engine oil viscosity is quoted according to the SAE classification
system.
The SAE figures indicate the viscosity at low and at high
temperatures.
At low temperatures the viscosity is important because it
influences cold starting; at high temperatures it is important for
the lubricating effect to be sufficient at high engine speeds and
loads.
The viscosity of the engine oil thus depends on operating
conditions.

LUBRICATING OIL SYSTEM
1 Oil filter
A single oil filter attached directly to the crankcase and The engine oil content for D2066LF.. engines if the truck
angled forwards is installed; it uses replaceable and fully is used on the public highway is (min./max.) 6 l.
recyclable filter elements and is provided with a filter Engines are filled initially at the factory with high-
bypass valve and an oil return check valve. The seal performance engine oil according to Works Standard
between the oil filter body and the crankcase is formed by M 3291. This oil is suitable for oil change intervals of up to
a moulded elastomer seal inserted into the flange of the oil 120.000 km in long-distance transport. The oil change
cooler. after running in can then be omitted.
When the filter element is renewed, oil drains out of the

3 Oil cooler
filter body into the crankcase through a drain valve that
opens automatically. The oil cooler is fabricated by brazing from flat stainless
steel tube and integrated into the oil cooler
housing/crankcase on the right side of the engine.
2 Oil sump
A Replaceable-element oil filter easily accessible for
The oil sump is a deep drawn sheet-metal sandwich
maintenance
element designed to reduce noise emissions; it is
B Oil return check valve
decoupled by a moulded elastomer gasket to prevent
C Crankcase breather with centrifugal dirt trap
noise transmission.
D Shutdown valve
E Centrifuge up to oil level

ENGINE OIL CIRCUIT
Pressurised oil is used to lubricate the main, big-end and F Oil supply to air compressor
camshaft bearings and the turbocharger, valve gear, high- G Oil supply to intermediate gearwheel bearings
pressure pump and air compressor. A new, enlarged gear-type H Camshaft bearings (7)
oil pump is used. Pump output and the cross-section of the oil I Oil supply to cams and rollers
suction line have been modified to match the engine’s increased J Inlet and exhaust valve rockers (12)
oil demand K Rocker arm bearings (12)
L Oil filter
OIL CIRCUIT DIAGRAM M Main oil passage
A Engine oil under pressure, from oil pump N Oil cooler
B Oil supply to fan bearings O Oilway to high-pressure pump
C Oil supply to drive housing P Oilway to turbocharger
D Oil spray jets (6)

E Oil supply to main bearings (7)
Note:
The oil filter is installed on the pressure side.

Oil pump Engine oil pressure
Delivery volume n = nom. speed min-1 app. 136 litres 550 1/min..................... 1,0 bar minimum oil pressure
1200 1/min................... 3,5 bar minimum oil pressure
1900 1/min................... 4,8 bar minimum oil pressure
A Retaining bolt, M6x20 (10.9)

B Machine screw, M10x35 (10.9) Measure oil pressure with the engine warmed up to its regular
C Oil pump pinion shaft operating temperature.
D O-ring seal 22x2 Note:
E Oil pump pinion (30 mm, sintered) • Marks aligning oil pump pinion with cover
F Ring gear for oil pump (renewable) • Ring gear endplay 0,030 – 0,090 mm
• Pinion 0,030 – 0,090 mm

Oil module with integral oil cooler
The oil filter element (51.05504-0107) is positioned vertically and To replace the oil filter, open its cover (40 Nm torque) until the
has a replaceable paper element; the oil drains out of the filter upper O-ring is visible.
automatically during filter renewals. Wait for about a minute and a half, after which the oil filter cover
can be removed without oil overflowing.
1 Non-return valve ............................................ 0,2 ± 0,05 bar
2 Maintenance-free oil separator A Oil trap (maintenance-free)
3 Filter bypass valve, opening pressure ............................. bar B Coolant pre-heating (optional)
4 Tightening torque for oil filter cover .............max. 25 + 5 Nm C Return from oil trap to sump
5 Plastic guide for oil filter element D Oil filter (with replaceable filter element)
11 O-ring seal E Flat-pattern oil cooler
12 Oil filter (surface area 12.500 sq. mm) F Oil feed from oil pump
8 Pressure relief valve ............................................ 10 ± 1 bar G Pressurised oil supply to crankcase
H Oil return from cylinder head
Renew sealing rings 6 (51.05504-0107) each time the oil is I Pressurised oil supply to cylinder head
changed. They are included with the replacement oil filter.

Oil spray jets for piston crown cooling
On D20-CR engines, oil spray jets with hollow screws and no NOTE:
pressure regulating valves are installed. In view of the high Bent oil spray jets must be replaced, never straightened.
torque available at low engine speeds, the piston crowns Tightening torque of M 6x12 (10.9) hollow screws A: 13 Nm.
(Engine 390/430 PS) must always be cooled.
Delivery rate at 3,5 bar app. 5,4 litres

The oil jet must enter the cooling passage and reach the piston Delivery rate at 5,0 bar app. 6,4 litres
crown without hindrance.

OIL LEVEL SENSOR WITH TEMPERATURE SENSOR
Function of oil level sensor NOTE

The oil level probe uses a hot-wire measuring principle. • The oil level probe transmits a value to the FFR control
After switching on the truck’s electrical system, a 280 mA
unit, which is also available on the data bus until the
current is transmitted through the dipstick for 0.8 sec. The
voltage drop at the resistance in the dipstick is measured at electrical system is switched off and on again,
the beginning and end of the current flow. The difference
whereupon a new value is measured.
between the two voltages is evaluated by the control unit
(FFR) and displayed as a bar chart on the instrument panel. • After switching on the truck’s electrical system, the oil
Technical data level is measured every 5 seconds and the value

Resistance, pin 1 - 2 ................. 5,65 Ω (25°C) supplied to the data bus. This level-sensing method also
Time ti ....................................... 0,8 sec
indicates the change in level as oil is added.
Current Imax ............................. 280 mA
Function of oil temperature sensor WARNING: If the engine is started, the cycle of oil level
The oil temperature is measured with a PTC (A). measurements is terminated and the last value supplied to
Resistance, pin 3 - 4 ................. 1980-2020 Ω (25°C) the data bus. The oil level measuring cycle restarts
.................................................. 2055-2105 Ω (30°C) whenever the electrical system is switched off and on again.
With FFR 81.25805-7011 or higher, the warning threshold B 270 Oil level probe
below a minimum of 30 l and above a maximum of 35 l A 403 Truck management computer
appears as a display message “Check oil level”. If the oil A 302 Central computer
level display is called up and the engine has been overfilled, A 434 Instrument cluster
a solid black bar is displayed; if the engine oil level is too T Oil temperature measurement
low, no bar is displayed. Q Oil level measurement
I-CAN Instrument CAN
T-CAN Driveline CAN
B1/E6/E7/F4 Installed position

OIL LEVEL DISPLAY - NEW

COOLING
D2066LF... engines are rated to operate at the following coolant Renewing the coolant
temperatures: Important: Renew the filler cap and the cap with operating valve
on the equalising tank.
• 90°C continuous
Coolant with antifreeze: MAN 324
• 105°C briefly
Maintenance group A every 3 years (every 500.000 km at the
• 110°C briefly with retarder in use
latest)
Maintenance group B every 4 years (no distance limit)
Thermostats
Maintenance group C every 4 years (but not later than every
Two replaceable wax-element thermostats are installed in the
4.000 hours of operation)
intermediate housing and used to create a bypass circuit as the
engine is warming up. This separates the radiator from the
Coolant with corrosion inhibitor: MAN 248 (without antifreeze) –
coolant circuit until the thermostats start to open at 83 °C, and
renew once a year (all maintenance groups).
therefore ensures that the regular engine operating temperature
is reached more rapidly. 1 Thermostat
2 Coolant bleed line
3 Equalising tank
4 Engine
5 Filling line
6 Water pump
7 Radiator

Adding coolant
NOTE: − Stop the engine and check the coolant level; add more coolant
The cooling system must be filled according to the correct if necessary.
procedure in order to avoid damage by cavitation; this occurs − Attach the filler cap. Check the system again after driving the
vehicle for 1 to 5 hours.
primarily at the water pump and cylinder liners. Make sure that all
the air trapped in the cooling system can escape. This is best The coolant level must be visible above the rim, or else reliable
assured by adding the coolant slowly. engine cooling cannot be guaranteed.
− Insert and tighten all drain plugs, close all drain taps and re-
attach hoses that were previously removed. % glycol by vol. Ice flocculation Boiling point
point °C
− Make sure that corrosion and cavitation protection are 10 -4 +101
adequate (antifreeze concentration 50% by volume). 20 -9 +102
− Open the heater control lever (heater/ventilation cabinet in 30 -17 +104
buses) by setting it to the red spot. 40 -26 +106
50 -39 +108
− Do not open the cap with the operating valve (2) when filling
the system. A Filler cap 1
− Add coolant slowly at the filler pipe (1).
B Cap with operating valve 2
− Run the engine at a fast idle speed for about 5 minutes and Pressure relief valve opens at 0,7 + 0,2 bar overpressure
top up the coolant level continuously. Vacuum valve opens at 0,1 bar underpressure
C Coolant level probe B139

If the coolant level drops below the permitted limit, a warning
is transmitted to the display via the I-CAN bus (Reed
contact). Electrical connection to ZBR R1/3, wire No. 16113

Water pump
The water pump is maintenance-free. It is mounted on the front Water pump circulation
timing case and driven by the Poly-V belt. 1 Coolant inlet
2 Coolant outlet
A Hub pressed in flush (+/- 0,1 mm) 3 Cylinder 1
B Slipring seal distance from housing (+ 0,8 –0,6 mm) 4 Cylinder 6
C Impeller pressed in (+/- 0,1 mm)
D Sealing plug Note:
• Do not handle the SiC rings with bare hands.
• Grey cast iron impeller

TGA FLAME START SYSTEM
1. The central vehicle computer (ZBR) regulates the flame start

Readiness to start
system.
2. The flame start system is not activated until coolant • The flame start telltale light flashes according to a signal
temperature drops to below +10 °C). transmitted via the “Instruments” data bus (I – CAN). The
flame start relay is energised intermittently according to the
Pre-heat period voltage present at terminal 15.
− The telltale LED (pre-heating) is energised continuously via • Solenoid valve Y 100 is not energised.
the I-CAN bus. • If the starter switch (terminal 50) is operated during the period
− The flame start relay K 102 (normally open) is energised of readiness to start, the flame start relay maintains its
intermittently at a voltage of > 24 V. If the voltage is below intermittent cycle according to the voltage at terminal 15. The
24 V, the relay is supplied with current continuously. flame start telltale light flashes in the same rhythm as the
energising of the flame start relay. The flame start solenoid
− Solenoid valve Y 100 is not energised.
valve is energised. When the starter switch (terminal 50) is
− At a voltage of 22 - 23 V, the pre-heat period is approx. 33 –
released again, the engine will start and run.
35 seconds.
− If the starter switch (terminal 50) (Q101) is operated during the
pre-heat period, the flame start telltale light and the flame start
relay are shut down.

Post-heating period
• The flame start relay is energised in an intermittent cycle that

Inputs
depends on the voltage at terminal 15; the flame start telltale
light flashes in the same rhythm as the relay. The flame start • Starter operated - signal from FFR or T CAN
solenoid valve is switched on. • Coolant temperature - EDC from T CAN
• If the engine is not running and the alternator is not detected • Flame start plug current from central electrics ZBR II pin
as running (> 0), the relay and the telltale light are not ZE/19
operational. If the starter switch (terminal 50) is turned on • Terminal 15 from central electrics ZBR II ZE/17
after the safety shut-down period, the relay, telltale light and • R 100 flame heater plug – signal from fuse F 106
solenoid valve do not operate. (40 A) plug position 23 to relay K 102
• A 302 Central vehicle computer signal to display A 407 via
NOTE: If the coolant temperature sensor fails, the engine oil I-CAN
temperature is used as a substitute input. The flame start system • A 403 Vehicle management computer signal from EDC control
is also active if the engine temperature signal fails; the post- unit (M-CAN) to central vehicle computer (T-CAN)
heating period is then limited to 30 seconds. • B 124 Coolant temperature sensor (NTC) signal to EDC
control unit.

Flame heating plug R100 / solenoid valve Y100
Fuel is supplied to the flame heating plug via solenoid valve Solenoid valve
Y 100 from the Fuel Service Center( KSC).
• 1 Fuel flow direction arrow
Electrical values for flame heating plug • 2 Plug connector, DIN 72585 A1-2.1-9nK2
• 3 Date of manufacture on hexagon flat
• U nom = 24 V
• A Connection for flame heating plug
• I 26 = 28 A ± 2 A after 26 sec
• P Connection from KSC
• T 28 = 1090° C after 26 sec
• V Diode to extinguish voltage peaks
Tightening torques for flame heating plug

Technical data
Insertion thread M 32 x 1,5 max. 25 Nm
• Valve function - closed when de-energised
Oil leak-off union M5 max. 5 Nm
• Winding resistance 32 Ω / 20° C
Fuel union M 10 x 1 10 Nm
• Current consumption 0,7 A at nominal voltage
• Nominal voltage 27 V

AIR COMPRESSOR
A Drive gear Drive is via a divided intermediate gearwheel from the flywheel
B Bolt (80 Nm), 18 mm end.
C Crankshaft (axial play 0,1 – 0,4 mm)

A heat exchanger (with triple labyrinth) is integrated into the air
D Oil entry
compressor cylinder head in order to lower the air outlet
E Cylinder head bolt (torque 14 Nm) temperature. A safety valve with a blow-off pressure of 17-2 bar
F Cylinder head bolt (torque 30 Nm) is screwed into the cylinder head.
G Safety valve (torque 90 Nm)
H Attachment for steering pump Intermediate gearwheel (split version)
1 Rubberised drive pin

Two versions are available: 360 cc and 720 cc
2 Pre-load for both gearwheels
The air compressors are located on the left side of the engine
3 Inner gearwheel
and driven at the fan end by the compressor gearwheel
4 Outer gearwheel (36 teeth)
(29 teeth) and an intermediate gearwheel (36 teeth) from the
crankshaft gearwheel (37 teeth). They are bolted to the
crankcase and rated for a usable pressure of 12,5 bar. Note:
The housing is sealed with 04.10160-9029 sealant (Loctite Before demounting of the intermediate gear, demount the
5900). crankshaft gear (Attention the thrust washer on the rear gear
side can lose and fall into the housing).

ELECTRICAL EQUIPMENT
Starter motor Electrical sensors

D2066LF... engines are equipped for the first time with the Bosch Only single temperature sensor is needed on the engine for all
HEF109-M 6,0 kW pre-engaged starter motor, which is a new FFR temperature management functions (control of flame
development and has an integral planetary gear set. For special starting system, cooling fan control, temperature display, EDC,
vehicle duties the starter motor is provided with an acoustic retarder control).
sandwich heat-insulating cover to prevent overheating.
The oil pressure sensor is installed in the oil filter module.
Alternator The sensor wiring is led directly to the engine wiring duct.
110 Ampere Bosch NBC1, 80 A and NBC2 alternators, a new

development with higher performance and a low noise level are Starting control
used; they are mounted on the intermediate housing, and driven The start signal is transmitted from the key switch to the FFR and
by a low-maintenance Poly-V belt from the fan shaft. then via the engine CAN to the EDC control unit.
The alternators are equipped with a multi-functional voltage After checking the engine start conditions such as engine
regulator. The voltage is varied according to temperature, state completely stopped and time lapse for repeat starting, pin 16 of
of battery charge and current consumption at any given moment. the engine control unit is energised and the IMR activated.
In order to maintain a charge when the engine is idling, the This avoids incorrect switching of the starter motor by the engine
alternator rotates at four times engine speed. control unit (unwanted starting beyond the driver’s control).

MAN CATS EVALUATIONS
Quiet running control Example of an evaluation:
The quiet running control is intended to achieve smooth engine If the output from cylinder 6 is poor, the correction quantity at
running, particularly during idling. injector 6 is increased.
In six-cylinder engines each cylinder accelerates the engine for If the engine still does not run smoothly, the quantity for injector 2
120° in its working stroke and triggers the injectors of the "slow" will be increased also.
cylinders for a longer period and those of the "fast" cylinders for After this, however, the quantity for cylinder 4 will be reduced so
a shorter period. that the engine does not turn too fast.
The fuel correction quantity is the difference from the setpoint It is therefore possible to see a group in which two injectors
quantity. receive more fuel (+) and one receives less fuel (-).
For the evaluation the firing sequence: 1⇒5⇒3⇒6⇒2⇒4 must In this + + group the first cylinder is the one with the poor power
be observed. output.
Example of an evaluation: To obtain an overview of the engine status the speed and the
If the output from cylinder 6 is poor, the correction quantity at theoretical injection quantity should be displayed too in free
injector 6 is increased. monitoring in addition to the cylinder comparison.
If the engine still does not run smoothly, the quantity for injector 2
will be increased also.
After this, however, the quantity for cylinder 4 will be reduced so
that the engine does not turn too fast.
It is therefore possible to see a group in which two injectors
receive more fuel (+) and one receives less fuel (-).
In this + + group the first cylinder is the one with the poor power
output.
To obtain an overview of the engine status the run-up test as a
function of the compression too should be compared in free
monitoring in addition to the cylinder comparison.

Run-up test Compression test
Procedure: Procedure:
In the run-up test we measure the speed that the engine can In the compression test the engine is turned over by the starter
achieve with a defined injection quantity in a certain period of motor.
time. With this information we can tell whether all injectors are The control unit suppresses injection and measures for each
injecting equally. cylinder how strongly the starter motor is retarded during the
In the first run-up all injectors are triggered and the speed compression stroke.
achieved is determined. For this the battery must be charged; the starter motor must then
In the second run-up the engine is accelerated to a high speed, be actuated via the ignition key until the control unit has
but this time with injector 1 switched off. measured the speeds at BDC and shortly before TDC for all
The third run-up is then carried out without injector 2, the fourth cylinders.
to seventh run-ups without injector 3, 4, 5 and 6 respectively. Strong retardation, i.e. a low speed before TDC, indicates
If the engine now achieves almost the same speed as during the relatively good compression.
first run-up even though one injector is switched off, the cylinder
with the switched-off injector is performing poorly (check the 1 Speed before TDC (lower speed in diagram)
mechanics of the engine).
2 Speed at BDC (upper speed in diagram)
A Injector switched off

B Speed at start
C Speed achieved
D Acceleration calculated

SEALANT, ADHESIVES AND LUBRICANTS
SPARE PART NO. DESIGNATION VERSION
04.10160-9029 Sealant For compressor
04.90300-9009 Adhesive For EGR coolant manifold bolts
04.10160-9049 Sealant For crankcase thrust ring/bearing, fan shaft
09.16012-0117 Assembly lubricant For cylinder head bolt heads
04.10160-9049 Sealant For crankshaft thrust ring
04.90300-9030 Sealing agent For oil filler pipe
04.10394-9256 Sealing mastic Terostat 63 For charge air pipe
04.10160-9164 Thread locking agent (green) Loctite 648

SPARE PART NO. DESIGNATION VERSION
04.10160-9131 Adhesive Loctite 570 – screw, control unit - EDC
04.90300-9030 Sealant For air compressor connector
04.10394-9256 Sealant Terostat 63 for power take-off housing
09.15011-0003 Solid lubricant 50 GR
04.10160-9301 Adhesive Omnivit 200M for air compressor
09.10160-9249 Adhesive Omnivit FD3041 - compressor intermediate flange
09.10394-9256 Sealing mastic Terostat T63 – compressor bushing
09.16012-0117 Assembly lubricant OPTIMOLY WHITE- T / 100 GR
09.16011-0109 Assembly lubricant Valve stem
04.10160-9208 Sealant HYLOMAR
04.10194-9102 Sealant Loctite 518
04.10394-9272 Sealant Loctite 5900/ 5910 – noise damper cover
04.90300-9024 Sealant Loctite 648 W
04.10075-0502 Sealant Loctite 5900 for rear timing case

INSTALLED CLEARANCES AND WEAR LIMITS
Installed dimensions Wear limit

Main bearing journal diameter – standard size 103,98 – 104,00 mm
Main bearing play - N 0,06 – 0,116 mm
Variation between main bearing shells 0,3 – 1,2 mm
Crankshaft endplay 0,200 – 0,401 mm max. 1,25 mm
Big end bearing journal diameter – standard size 89,98 - 90,00 mm
Big end bearing internal diameter – standard size 90,060 – 90,102 mm
Variation between big end bearings 95,5 – (+2,5/-0,5) mm
Gudgeon pin internal diameter 52,000 - 0,008 mm
Cylinder liner projection above engine block 0,030 – 0,085 mm min. 0,030 mm
Piston projection above top of engine block -0,03 - + 0,3 mm
Compression height, standard dimension (undersizes 0,2 – 0,4 – 0,6) 79,25 mm

Installed dimensions Wear limit
1 Compression ring 0,40 - 0,55 mm 1,50 mm
2 Compression ring 0,47 - 0,70 mm 1,50 mm
3 Oil scraper ring 0,25 - 0,55 mm 1,50 mm
Exhaust valve recess 0,60 - 0,8 mm
Inlet valve recess 0,60 - 0,8 mm
Inlet valve clearance 0,5 mm
Exhaust valve clearance 0,8 mm
- with EVB 0,6 mm

D 20-CR TIGHTENING TORQUES
Item Thread Remarks

Strength Tightening Initial Tightening
class tightening angle ∡
1 Main bearing cap to crankcase M 18x2 10.9 torque Nm 300+30 90°+10° Do not re-use screws
Nm
2 Large intermediate gearwheel pin M14 10.9 100+10 90°
3 Thrust washer at timing case M8 12.9 40
4 Camshaft gearwheel to camshaft M16x1,5 10.9 100 150+10 90°
5 Flywheel to crankshaft M14x1,5 10.9 140+10 1X90°+10° Not to be re-used
6 Big end cap to connecting rod M12x1,5 11.9 100+10 90°+10° Not to be re-used
7 Rocker bearing pedestal to cyl. head M12 10.9 105+10
8 Locknut at adjusting screw M10x1 10.9 40
9 Exhaust manifold to cylinder head M10 60+5 90°+10° Torx E 14
10 Flame start pre-heat plug M32x1,5 max. 25 Nm
Initial fitting 60°
11 Injector lines M14x1,5 10 60°/30°
Later fitting 30°
12 CR injector wire connection M4 1,5+0,25
13 Control unit decoupling M8 8.8 12+2 Loctite 270
14 High-pressure pump drive gear 105±5
15 Ribbed V-belt pulley to alternator M16x1,5 80±5
16 Vibration damper M16x1,5 10.9 150 ±10 90°+10°
17 Cooling fan hub to fan shaft M16x1,5 100 90°+10° Left-hand thread
18 Air compressor drive gear M18x1,5 80+10
19 Pressure relief valve at compressor M26x1,5 90+10
20 Filter cover for oil module 40+10
21
Cylinder head bolts M18x2 10.9 10 +80+ 300 3x90°+10° Optimol White T (oil)


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Engine Training

© 2005 MAN Fahrzeuge Aktiengesellschaft

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• Engine management by EDC7 and communication with FFR

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Engine: Water pump:

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Engine Series Nominal power output Chassis number

D 2066 LF 04.............. Euro 3 ................................ TGA........................ 310 HP / 228 KW ................................... WMAH..

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Example: TGA 26.430

A Trucks over 18t gross vehicle weight

26 Gross weight in metric tons

430 Horsepower, not specified according to Euronorm

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ENGINE TYPE PLATE Engine type code

D ...........Type of fuel (diesel)

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A ......... 505 .............. Engine type code

B ......... 0404 ............ Day of assembly

C ......... 094 .............. Assembly sequence (stage reached on day of assembly)

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

E ......... 2 .................. Overview of injection pump/regulating system

F ......... F.................. Overview of air compressor

G ......... 1 .................. Special equipment (e.g. engine-speed power take-off)

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A TORQUE C SPECIFIC FUEL CONSUMPTION

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Type................................................................ R6 TI-EDC (4 V) Valve clearances, engine cold ............................Inlet 0,50 mm

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Engine speed (1/min)

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Type................................................................ R6 TI-EDC (4 V) Valve clearances, engine cold ............................Inlet 0,50 mm

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Engine speed (1/min)

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• Acoustically optimised, symmetrical crankcase cast from

• Integral breather chamber

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NOTE: • Cylinder liner projection: min 0,03 max. 0,085 mm

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Determining piston clearance: Example for piston clearance on D 20..LF

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Warning: Never use a hammer or lever to detach the vibration

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Radial shaft sealing rings made from polytetrafluoroethylene Assembly instructions:

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If severe score-marks have occurred, max. 1,4 – 1,5 mm of metal

Minimum dimension A: 61,3 mm

To install the starter gear ring, heat it to 200 - 230°C.

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The conrods are precision drop-forged from “C38mod” heat- NOTE:

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