PIN 2.

0 Engine Update
 ENGINE SPECIFICATION

B25E B30E
OM936LA Stage IV / Tier 4F OM936LA Stage IV / Tier 4F
210KW(281hp)@2200 rpm 246KW(329hp)@2200 rpm
1150Nm @ 1200-1600rpm 1300Nm @ 1150-1800rpm
 ENGINE CHARACTERISTICS

• Meets Tier 4 final exhaust emission standards

• ~ 5% lower fuel consumption than OM 926
• Excellent power and torque characteristics over entire speed range
• Dynamic start-off characteristics and engine power
• Electronic engine management (MCM) with on-engine electronics and
comprehensive engine protection feature
• 2-stage turbocharging (except 6R 936 - 210kW)
• 4-valve technology with 2 overhead camshafts
• Common rail system up to 2400 bar injection pressure
• Compression brake up to 300 kW brake power
• High reliability and long service life
• Low maintenance requirements
• Long maintenance intervals
• Engine oil and fuel filters arranged on front side for easy maintenance
 ENGINE COMPONENTS
Wastegate Valve EGR Cooler

Oil coolant
module

Exhaust
turbocharger HPS

Exhaust
turbocharger LPS

Starter Motor
B30E OM936LA
246KW
 Fuel Rail ENGINE COMPONENTS
Fuel Filter
Module

EGR
Regulator

Alternator HP Fuel
Pump

MCM
Motor Control Module

Compressor
 CYLINDER HEAD COVER
Cylinder head cover is made of plastic and prevents from one side a penetration of
water and derbies inside of the valve train and on the other side it seals rocker arm
housing using the profile sealing (3), and prevents the leakage of the lubrication oil
from valve train. The cover contains an integrated oil separator. The bushings are
movable but mounted quite safe to prevent lost of them.
Note!It is not allowed to step on the cover as it can be broken and cause the damages
of the valve train!

1. Cylinder Head Cover

2. Oil mist separator
3. Profile sealing
4. Bushing
 Cylinder Head
Engine OM 936 has one cylinder head made of grey cast iron. Two cmshafts are mounted in cylinder
head with two inlet and two exhaust valves for each cylinder. Due to narrow engine design it is
possible to arrange the valves symmetrically. This symmetrical valves position is optimal for the
combustion.
 CYLINDER IDENTIFICATION

The cyinders are numbered starting

from the free end (KGS).
Ignition cycling: 1-5-3-6-2-4.
 GEAR TRAIN
The gear drive is situated at the
output of the engine. The drive forces
for the individual major units and
components are transfered at the
following levels.
Level A comprises the drive gear for
the crankshaft (1), drive gear for the
oil pump(2), the doube idler gear (3),
the idler gear(12) and compressor
drive gear(4). Gears are helical.
Level B comprises double idler
gear(3), double idler gear(8) and the
drive gear for hp fuel pump. Gears are
straight cut.
Level C comprises the idler gears
(5,9), exhaust camshaft gear(10) and
intake camshaft gear(11). Gears are
straight.
 VALVE CONTROL
Central cylinder head with 4-valves technology
and overhead camshafts driven by a gear train.

1. Exhaust rocker arm

7
2. Hydraulic exhaust brake unit
3. Outlet camshaft
3
4. Exhaust rocker shaft
5. Valve spring
6. Exhast valves
8
7. Valve clearance adjusting screw
8. Pressure relief valve adjusting screw 4

6
Valve Clearance:
Intake – 0,3 mm
Exhaust – 0,6 mm
 VALVE CONTROL

1. Rocker arm
2. Hydraulc engine brake unit
3. Drive gear exhaust camshaft
4. Exhaust camshaft
5. Exhaust rocker arm shaft
6. Valve spring
7. Exhaust valve
8. Inlet rocker arm
9. Drive gear inlet camshaft
10. Inlet camshaft
11. Inlet rocker arm shaft
12. Inlet valve
13. Rocker arm housing
 VALVES CLEARANCE ADJUSTMENT
Checking the valve clearance at two crankshaft Setting the valve clearance
positions 1. Release the locknut (5) and turn out the
1. Check TDC position of piston in cylinder 1: adjusting screw (6) a few turns.
• If the rocker arms are unloaded on cylinder 1, the 2. Insert a feeler gauge between the valve and the
piston is at firing TDC. rocker arm.
• If the rocker arms are under load on cylinder 1, the 3. Readjust the adjusting screw (6) until the feeler
piston is at overlap TDC. gauge can pass well.
2. Check valve clearance on cold engine: 4. Tighten the locknut (5) to 30 Nm.
• Intake = 0.3 mm
• Exhaust = 0.6 mm
3. Check all valve clearances as per diagram in two
crankshaft positions
(firing TDC and overlap TDC of cylinder 1).
4. Use a feeler gauge, to check clearance between valve
and rocker arm.
5. Adjust valve clearance if the deviation from the target
exceeds ± 0.05 mm

Cylinder / valves to be adjusted

Crankshaft position
1 2 3 4 5 6

6th cyl. valve overlap I/E I E I E -

6 cylinders
1st cyl. valve overlap - E I E I I/E
 ENGINE BRAKE

On the new common rail engine, a newly

developed engine brake replaces the constant
throttle and the exhaust flap used to date.
The engine brake operates based on the
principle of the decompression brake.
Applying the brake causes both exhaust
valves per cylinder to open.
Requirements for activating of the engine
brake are:
• Accelerator pedal not applied (machine
laden)
• Engine speed greater than 1000 rpm
• Engine oil temperature > 60°C
• Lock up clutch closed
 ENGINE BRAKE

EB Solenoid
MCM

Engine
oil feed

1. Exhaust Cam 5. Hydraulic Unit 9. Pressure relief valve

2. Brake Cam 6. Exhaust Valve 10. Control valve
3. Exhaust rocker arm 7. Master Cylinder 11. Roller
4. Support foot 8. Slave Cylinder
 ENGINE BRAKE

There is an additional brake cam on the

exhaust camshaft in addition to the 1st lobe
normal exhaust cams. The brake cams
have two raised areas with which the
Brake cam
brake rocker arms can be actuated.
When engine brake is actuated,
clearance between the exhaust rocker
arm with hydraulic element and the
brake rocker arm is eliminated. As a
result the raised areas on the cams open
the exhaust valves as well. The first lobe
2nd lobe
opens the valve briefly after the start of
the compression stroke. The second lobe
then opens the valve again just before
the end of the compression stroke.
 ENGINE BRAKE
When the vehicle is in operation, if the engine brake is not activated, the engine brake solenoid valve
is not actuated. Consequently, no oil pressure can be conveyed from the engine oil circuit via the oil
duct to the hydraulic engine brake units. Due to the lack of oil pressure, the leading pistons remain in
there seats. There is no connection between the brake cam and the roller of the leading piston. Both
exhaust valves are therefore opened and closed normally in line with the strokes of the working circle.
 ENGINE BRAKE
When the brake stage is actuated, solenoid valve is energized. This allows oil to flow out of the engine
circuit and into the hydraulic engine brake units to fill the chambers under the leading piston and follower
piston. The leading piston is extended against the brake cam, which eliminates any play. The brake cam
presses directly on the roller of the leading piston. This transfers the back pressure to the follower piston,
which thus extends and forms a frictional connection with the exhaust rocker arm. This causes both
exhaust valves to open and the exhaust can flow back into the cylinder. This influences the fill level of the
cylinders and exhaust back pressure is created. The engine braking torque is reduced or increased.
 ENGINE BRAKE
The exhaust valves Briefly after bottom After the valves are
are closed in the dead center, two closed, the air in the Briefly before top
intake stroke. Fresh exhaust valves are cylinder is further dead center, when The piston thus cannot be accelerated during
air is drawn in via opened. Due to the compressed. Since the compression the downward movement. In addition, there
the open intake exhaust back there is now more air pressure is highest, is no longer any gas in the cylinder during
valves. When pressure in the in the cylinder, more exhaust valves are the working stroke. This means that a
bottom dead center exhaust manifold, compression work has opened again and vacuum occurs during the downward
is reached, all four additional exhaust is to be performed. This the compression movement, which again produces an
valves are closed now routed into the means that there is pressure is released increased braking effect.
and the piston starts combustion also more braking (de‐compressed).
to move upwards. chamber. power

CHARGING
INTAKE COMPRESSION DECOMPRESSION WORKING EXHAUST
WITH EXHAUST
ENGINE BRAKE
 ENGINE BRAKE ADJUSTMENT

1. Adjust intake and exhaust valves.

2. Leave the feeler gauges inserted in both
exhaust valves. This adjusts the play.
3. Loosen the jam nut of the adjustment screw
for the engine brake.
4. Turn the adjustment screw for the engine
brake until the rocker arm moves.
5. Turn the adjustment screw back until the
rocker arm no longer rises (zero play).
6. Loosen adjustment screw through 60°.
7. Tighten the jam nut.
Using the feeler gauge, check the clearance
between the support foot and slave cylinder. The
clearance with both inserted feeler gauges on the
exhaust valves should be appr. 0,15mm.
1. Engine Brake adjusting screw
Jam nut torque of the rocker arm adjusting
screw for engine brake - 27Nm!
2. Exhaust Valve adjusting screw
3. Exhaust Valve adjusting screw
4. Engine Brake safety valve
 FUEL SYSTEM
The fuel circuits of the engine OM936 is basically divided into two parts: the low-
pressure fuel circuit and the high-pressure fuel circuit.

Fuel Filter Module RAIL

Main filter
Prefilter Flow Control Sol. Pres.Regulat. Sol.

Fuel t° HP Fuel Pump

sensor
Safety valve
Fuel collecting chamber
Pressure regulating
LP Fuel Pump valve
Bypass valve

Fuel Tank
 FUEL SYSTEM

The fuel injectors inject the fuel into the

respective cylinder under high pressure.
Injection timing and duration is established by
the MCM control unit based on different
parameters and using a map.
As shown in the illustration, the fuel injectors
have a quantity calibration code which must
be programmed into the MCM using the
diagnostic tool Xentry.
 FUEL SYSTEM

The very short switching times of the

solenoid valve of only a few
microseconds permit up to 5
injections per cycle. This makes it
possible to design fuel combustion
in such a way that efficient and clean
combustion is achieved at every
operating point.
 ENGINE OIL/COOLANT MODULE

Coolant
outlet

2 Oil filter cap 6 Coolant pump

3 Oil filter 7 Silicate reservoir
Oil Pressure
Coolant 4 Housing 8 Double thermostat
Switch
Inlet 5 Oil cooler 9 Thermostat cap
 ENGINE CHARGING
The engines OM936 for B25E - 210 kW variant are fitted
with one exhaust turbocharger only. Charge air pressure
control is performed by an electronically controlled
waste gate valve.

The electronically controlled waste gate valve

• permits adjusting the optimum charge air pressure
throughout the full load range
• takes other system factors into account which
influence the exhaust gas and charge air flow, e.g.
exhaust gas recirculation, charge-air cooling, exhaust
brake
• takes numerous other parameters into account, e.g.
temperature and pressure of intake air, fuel injection
data, etc.
• improves the engine torque characteristics across the
full engine speed range, particularly for low engine
speeds
• reduces fuel consumption
• reduces pollutant emissions
 ENGINE CHARGING
Engines OM 936 246 kW are equipped with 2-
stage turbocharging. The low-pressure
turbocharger (1) is increasingly used for higher
engine speeds. The combination of the exhaust
turbochargers of different sizes makes it possible
to utilize the mass flow of the exhaust gas
optimally across the full engine speed range in
order to eventually achieve the optimum charge
air pressure. With lower engine speeds, the mass
flow of the exhaust gas is low. In this case, only
the smaller exhaust turbocharger of the high-
pressure stage (2) is driven directly by the mass
flow of the exhaust gas. In this way, an optimum
charge air pressure is achieved even at low
engine speeds. With increasing engine speed,
the mass flow of the exhaust gas increases. A The task of the boost pressure regulator is to actuate the
growing part of the exhaust gas is then supplied boost pressure control flap in accordance with the
relevant characteristics map data (e.g. boost pressure,
directly to the larger exhaust turbocharger of the rpm, temperature) from the engine control unit (MCM)
low-pressure stage (1). Its turbine takes care of so that the turbocharger always performs optimally
the complete turbine work already at medium- between the low-pressure stage and high-pressure stage.

range engine speeds.

 ENGINE CHARGING
1 Exhaust turbocharger (low-pressure stage)
2 Exhaust turbocharger (high-pressure stage)
3 Exhaust elbow
4 Turbine wheel (high-pressure stage)
5 Shaft (high-pressure stage)
6 Compressor wheel (high-pressure stage)
7 Connecting pipe
8 Turbine wheel (low-pressure stage)
9 Shaft (low-pressure stage)
10 Compressor wheel (low-pressure stage)
11 Oil supply port
12 Oil supply port
13 Charge pressure control flap

Y636 Charge pressure regulator

 EXHAUST GAS RECIRCULATION

In order to meet the required emissions standard,

it was necessary to introduce an exhaust gas
recirculation system on the new engines. Because
the exhaust gas recirculation (AGR) is active across
the entire engine speed range, the ratio of the
recirculated exhaust quantity to the drawn in or
supercharged fresh air quantity must be precisely
controlled at all times. With a combustion mixture
with an exhaust portion that is too high, the
combustion becomes worse. The emission of soot
particles, carbon monoxide (CO) and hydrocarbons
(HC) increases. Conversely, the emission of
nitrogen oxides (NOX) increases if the portion of
fresh or supercharged air is too high.
 EXHAUST GAS RECIRCULATION
The ratio of the recirculated exhaust quantity to the
fresh air quantity is called the exhaust gas
recirculation rate (AGR rate). It is determined by the
engine management(MCM) control unit (A4). To do so,
it forms a ratio of the mass of the intake or
supercharged fresh air against the mass of the Charge
measured recirculated exhaust values. The AGR rate is Air
regulated by the exhaust gas recirculation controller. temp/pr
This opens and closes the throttle valve in the exhaust essure
gas recirculation line via the control lever and thus
controls the exhaust quantity to be added. The
exhaust to be recirculated flows through the exhaust
gas recirculation cooler connected to the coolant EGR
circuit and is cooled from approx. 650 °C to approx. MCM Controller
170 °C in the process. In the charge air pipe, the
exhaust is mixed with fresh air that comes from the Oxygen
sensor
charge air cooler and delivered to the individual
cylinders. The goal of the cooling is to increase the
AGR rate, which leads to a reduction of the
B617 – Charged Air Temperature in
combustion temperature and thus to a reduction of
the formation of nitrogen oxide. charge air housing.
 EXHAUST GAS RECIRCULATION

1. Exhaust Gas Recirculation pipe

2. Charge Air Housing
3. Exhaust Gas Recirculation
flap
4. Charge Air Pipe
5. Exhaust Gas Recirculation
connection

Y 621 Exhaust Gas

recirculation Controller
 EXHAUST GAS RECIRCULATION
The oxygen sensor is installed in the flanged manifold downstream of the turbocharger. It
records the residual oxygen content in the exhaust upstream of the diesel oxidation catalytic
converter for the following tasks:
•Regulation of exhaust gas recirculation rate
•Diagnosis of engine and exhaust aftertreatment system
•Compliance with emissions legislation
 EXHAUST GAS RECIRCULATION
There is an exhaust gas recirculation flap and
a stepper motor with a position sensor in the
exhaust gas recirculation controller. To
prevent the exhaust gas recirculation flap
from freezing tight in winter, the exhaust gas
recirculation fitting has a coolant connection.
The position of the exhaust gas recirculation
flap is recorded by the position sensor. A
teach-in process carried out during every
ignition cycle. The exhaust gas recirculation
flap is closed completely with ignition ON.
This position is stored for this ignition cycle.
With every “ignition OFF” signal, a cleaning
process is carried out on the exhaust gas
recirculation flap. Here, the exhaust gas
recirculation flap is vibrated several times
against the limit stop
 Crankcase Ventilation
The blow-by gas reaches the oil mist separator through an opening at the bottom of the cylinder head cover. In the oil
mist separator, the engine oil contained in the blow-by gas is separated in two phases:
First the blow-by gas is accelerated through the holes in the nozzle plate (1) and immediately afterwards the blow-by gas
accelerated hits a wall in the oil mist separator housing central section, where the engine oil droplets contained in the
blow-by gas are separated. The fine engine oil droplets still contained in the oil mist are subsequently separated in the
impactors (3) and recirculated via a duct to the cylinder head and from there back into the oil pan. When the oil in the
return duct reaches a certain level or when the engine oil separated reaches a certain weight, the crankcase ventilation
non-return valve (6) opens and drains the separated engine oil into the oil pan.
 Engine Management Networking

Engine management network consist of three electronic control units:

• CPC – Common Powertrain Controller
• MCM – Engine Control Unit (Motor Control Module)
• ACM – Aftertreatment Control Module
 Engine Management Networking
CPC – Common Powertrain Controller has the same function as the previous ADM –
Adaptation Module on the engines stage 3B and 4i.
The vehicle controller CPC contains both interfaces to CAN Bus Protocol J1939 and
Drivetrain CAN and allows the operator to implement his requirements on the
engine. Predefined engine control settings, e.g. torque/rpm limitations or a
specified, predefined set engine speed is parameterized in CPC. A diagnosis interface
is provided to connect to an external diagnosis tester (e.g. Xentry Open Shell with
SDconnect). CPC processes the input value from the accelerator, thus difining the
operator‘s request.
 Engine Management Networking
The main tasks of CPC controller are:
• Driving mode: torque demand to engine control (MCM2)
• PTO speed control: Specified rpm to engine control (MCM2)
• Engine start, engine stop
• Accelerator pedal evaluation, monitoring, fault evaluation
• Engine brakes request
• Speed limitation
• Parameter memory
• Fault memory
• Linking with SAE J1939 (High-Speed-CAN-Bus)
 Engine Management Networking

The main task of the engine controller MCM is to

control the common rail injection system. For this
purpose, the optimum injection starting point and
the required injection quantity are calculated and
set for the required torque (or nominal speed)
based on engine and environmental conditions
sensed. If a sensor should fail, theoretical
substitute values are used to safeguard further
engine operation. In addition, the control unit
offers fault detection functions, emergency
operation and diagnostic options.
 Engine Management Networking
The main function of the Aftertreatment
Control Modul (ACM) is to regulate and
control all functions of the exhaust
aftertreatment system. It processes the ACM
digital and analog sensor signals of the
sensors connected directly to it. It also
receives the NOX and the data from the
engine management (MCM) control unit
(A4) over the drive train CAN (CAN
4).Using this, it calculates the required
AdBlue® metering quantity and actuates
the SCR delivery pump (M25) and
actuates the AdBlue® metering device.
Initially the function of control of the
Exhaust Aftertreament System is CPC MCM
performed by the engine management
(MCM) control unit.
 MCM Sensors
Coolant Outlet Charger
t°C Housing t°C
Oil Pressure
(two stage
Switch
charging)

Rail Pressure
Sensor
Oxygen Sensor

Charge Air
pressure/t°C

Camshaft
position sensor

MCM

Charged Air t°C

(charger housing)

Crankshaft
Fuel t°C sensor
Oil Level/t°C position sensor
sensor
 Engine Management Networking

Crankshaft Position Sensor

It is mounted on the left side of the
flywheel housing.
The main task of it is to send the electrical
signals to MCM. Depending on the signals
frequency – MCM is able to calculate the
engine rpm and the position of the
crankshaft.
This sensor is an inductive sensor and
contains a coil and permanent magnet.
When flywheel starts rotating, the
magnetic field of the sensor changes in
accordance with the bores which are set
6° from each other and one additional gap
of 18°, which provides information about
the angle position of the crankshaft.
 Engine Management Networking

There are 58 bores (2) which are set 6° from each other and a gap of 18°. The 18° gap,
which is set between 63° and 45° before TDC of the 1st and 6th cylinder and helps to
determine the TDC of these cylinders. When flywheel starts rotating, the magnetic
field of the sensor changes in accordance with the bores, that provides information
about the angle position of the crankshaft.
20°C - 774 Ω - 946 Ω
 Engine Management Networking

Camshaft Position Sensor

It is mounted in the rocker arm housing on
the bearing cover of the exhaust rocker shaft
near the pinion gear drive of the exhaust
camshaft.

The sensor generates electrical signals during

the rotation of the engine, which are used by
MCM to detect the compression stroke of
the 1st cylinder and in case of crankshaft
position sensor failure it is used to detect the
engine rpm and the position of the flywheel.
During the rotation of the camshaft gear, the
electromagnetic field of the sensor changes
in accordance with the teeth transition.
 Engine Management Networking

The camshaft position sensor is a hall effect sensor.

The impulse gear which is mounted on the exhaust camshafthas 12 teeth, sitting 30° from
each other and one additional(4) indicating the TDC of the 1st Cylinder.
 Engine Management Networking

Fuel Temperature Sensor

It is mounted from the left side of the Engine, in
the filling fitting of the filter module.
There is a NTC (negative temperature coefficiency)
resistor built inside of the sensor, which means
that electrical resistance decreases with the
increasing temperature.
MCM calculates the fuel temperature depending
on the variable resistance value and uses ths for
the calculation of the ignition duration.
If the sensor fails, MCM uses the substitute values.
25°C 1975Ω - 2155Ω
60°C 574Ω - 614Ω
90°C 239Ω - 289Ω
120°C 110Ω - 117Ω
 Engine Management Networking

Oil Pressure Switch

It is mounted on the bottom of the
Oil/Coolant Module.
MCM detects with the signal from this switch
if there is enough oil pressure.
If the oil pressure is less that 0,5 Bar the
internal resistor changes ist value from 2kΩ
to 1,3 kΩ. The resistance change will
influence the voltage input on MCM, so that
the Controller can detect if there is enough
oil pressure available.
 Engine Management Networking

Oil Level/Temperature Sensor

It is mounted from the left side on the top of the oil
sump.
There are two resistors inside of the sensor which
are connected in parallel to each other for oil level
detection and one addtional – which is connected
in line for oil temperature detection.
The oil fills the measuring probe directly over the
resistor. Depending on how deep the resistor wire
is dipped in the oil – the entire resistance of sensor
will change.
After the ignition cycling, MCM will generate a
metering voltage every 6 sec, checking the entire
resistance of the sensor and calculationg the oil
level accordingly.
-40°C 39643Ω - 51881Ω 20°C 2268Ω - 2708 Ω
-20°C 13540Ω - 17100Ω 60°C 542Ω - 632 Ω
0°C 5250 Ω - 6432Ω 80°C 293 Ω – 343 Ω
 Engine Management Networking

Coolant Temperature Outlet

It is mounted on the front side of the coolant
collecting chamber, which is sitting from the
right engine side of the engine between the
cylinder head and EGR Cooler.
The Sensor is working with the NTC resistor.
Depending on the resistance change – MCM
is able to calculate the temperature of the
coolant on the outlet.

25°C 1975Ω - 2155Ω

60°C 574Ω - 614Ω
90°C 239Ω - 289Ω
120°C 110Ω - 117Ω
 Engine Management Networking

Charge Air temperature sensor in the

compressor housing (two stage
turbocharger)
It is mounted on the outlet of the HP air
charger.
Using the air temperature value in the charge
air housing and actual engine load, MCM
monitors if the Charge Air Pressure regulator
is energised and determines the fuel
injection to protect the turbine from high
thermal loads.
25°C - 1980Ω - 2020Ω
60°C - 597Ω - 613Ω
90°C - 252Ω - 258Ω
120°C - 117Ω - 127Ω
 Engine Management Networking

Charge Air temperature/pressure sensor in

charge air pipe
It is mounted on the Intake Air Manifold from
the left engine side.
Using the air temperature/pressure values
MCM calculates the air mass which is fed for
the engine combustion.
This sensor consists of two separate
elements used for data acquisition:
Piezo-electrical element used for pressure
monitoring and NTC resistor used for
temperature detection.
-40°C 40234 Ω … 50935 Ω
-20°C 14010 Ω … 17099 Ω
0°C 5434 Ω … 6429 Ω
20°C 2339 Ω … 2691 Ω
60°C 544 Ω … 655 Ω
90°C 219 Ω … 271 Ω
 Engine Management Networking

Rail Pressure Sensor

Using rail pressure sensor, engine
management control unit (MCM) determines
the actual rail pressure. The values are used
for injection control and pressure control.
The rail pressure inside the sensor housing
results in a deformation of the membrane.
This membrane deformation has an effect on
the measuring signals which are detected
and processed by the evaluation electronics
using the sensors on the membrane. The
evaluation electronics increase the
measuring voltage, compensate any
temperature variations and sensor
production tolerances and forward the 0 bar - 100mV
filtered measuring voltage to engine 1500 bar – 900mV
management control unit (MCM).
 Engine Management Networking

Charge Air temperature sensor

Engine management control unit (MCM) (A4)
uses the charge-air temperature sensor in
the charge-air housing (B617) to detect the
charge-air temperature just upstream of the
combustion chamber.
The temperature of the charge-air in contact
with charge-air temperature sensor in the
charge-air housing (B617) influences the
temperature of the measuring probe within
the sensor and therefore the magnitude of
the electric resistance. Engine management
control unit (MCM) (A4) determines the
relevant temperature based on the electric 25°C - 1980Ω - 2020Ω
resistance. 60°C - 597Ω - 613Ω
90°C - 252Ω - 258Ω
120°C - 117Ω - 127Ω
 Engine Management Networking

Oxygen (Lambda) Sensor

This sensor is mounted on the exhaust
turbine and detects the rest oxygen mass in
the exhaust gas. It is used for the following
functions:
• Control of EGR Rate
• OBD of the engine and exhaust gas
aftertreatment system
• Compliance with the relevant Exhaust Gas
Norms
 MCM Actuators
Engine Brake
Valve
Fuel Injectors

Wastegate
Exhaust Gas Valve
recirculation
regulator

MCM
Quantity
Control Valve
for HP Fuel
Pump
Pressure
regulating valve
 DIAGNOSTICS
In case of failure of the Engine CAN (CAN 4) or the system component of engine
control, MCM uses the defined action model dependant on the failure severityt
(MCM) (A4) entsprechend der Schwere der Störung nach einem genau festgelegten
Schema vor. MCM will use the substitute values in case of less severe failure for
example sensor failure. If the failre is more severe MCM will use a limp mode. The
driver will be able to drive to the nearest workshop if such failure is active.
 SCR System Operation
In order to be able to meet the requirements of the Tier 4 legislation and the customer
demand for minimal fuel consumption, new engines and a new exhaust aftertreatment
system were developed. The engines were optimized with common rail injection and
exhaust gas recirculation for minimal consumption. The only exhaust gas aftertreatment
required is SCR – (Selective Catalytic Reduction). SCR system was also revised completely. It
now operates "airless" or "liquid only".
 SCR System Operation

• Adblue is a highly pure 32.5% water-based

Urea solution
• Adblue freezes and crystalizes below -11°C
and expands by around 10%
• Thermal decomposition of Adblue
commences above 70-80°C
 SCR System Operation

Exhaust from Hydraulysis Exhaust Gas after

engine SCR Catalyst reduction
AdBlue
Nitrogen Oxygen Ammonia Reduction Nitrogen Water
oxides

AdBlue Water Thermolysis Ammonia Carbon NO + NO2 + 2NH3 → 2N2 + 3H2O

Hydrolysis dioxide
4NO + O2 + 4NH3 → 4N2 + 6H2O
CO(NH2)2 + H2O → 2NH3 + CO2

The ammonia (NH3) required for reduction is produced from the injected
2NO2 + O2 + 4NH3 → 3N2 + 6H2O

AdBlue (urea) in the hydrolysis section by way of thermolysis and hydrolysis. In the SCR catalyst, the nitrogen oxides (NO, NO2) in the exhaust gas are converted into
nontoxic molecular nitrogen N2 and water using ammonia.
 SCR System Operation
The line system extends from the urea tank (5)
via the pump module(1) to the urea metering
unit (A67). Following engine starting, the liquid
urea solution is in constant circulation to ensure
cooling of the components. Urea injection is
calculated by the MCM using several parameters
(engine load, temperatures, etc.) and this data is
forwarded to the ACM. The ACM processes
these signals and initiates urea injection.
The urea pump regulates the system pressure to
approx. 10 bar.

1 Pump module
5 Urea tank
S Suction line
D Pressure line
R Return line
 SCR System Operation
If the temperature in the urea tank drops below -8°C and the engine temperature
is > 0°C, the urea tank heating solenoid (Y627) opens and engine coolant from the cooling
system can flow to the pump module (1) via the tank (5). The coolant lines are routed
together with the urea lines to prevent freezing inside the lines. In our application we
additionally use electrical heated lines.
 Coolant Circuit
AdBlue freezes from a temperature of approx. -11°C. AdBlue heating system ensures that
the fluid that was frozen during the vehicle was stationary, becomes fluid again and
prevents it from freezing during vehicle operation in the case of low ambient
temperatures. If the temperature in the Adblue tank is lower than - 8°C and engine
temperature is higher than > 0°C, ACM will activate the Tank heating solenoid (Y627) and
coolant from the engine circuit can flow to the AdBlue tank and to the pump module. The
coolant and Adblue hoses are bundled together. Optionally the AdBlue Lines and
connectors are heated electrically.
 SCR System Control
Nox sensor
downstream of
catalyst Nox sensor
upstream of
catalyst
AdBlue Pump
Module Temperature
sensor exhaust
upstream of
metering unit
Temperature
sensor upstream
of catalyst

Temperature
sensor
downstream of
AdBlue Metering
Unit
ACM catalyst

Level/Quality/Tem
perature, AdBlue
Tank

CPC
MCM Heating solenoid
 SCR System Control

NO (Nitrogen Oxides)
NOx Sensor Upstream Catalyst
t°C
Upstream t°C t°C
metering Upstream downstream
unit catalyst catalyst WATER

NITROGEN
AdBlue
NOx Sensor downstream Catalyst
SCR System Control
 SCR System Control

8. AdBlue Inlet
9. Intake filter (190µm)
10. Adblue outlet
12. Coolant Inlet
13. Coolant Outlet
14. Pressure limiting valve
15. Main filter (20-30µm)
 SCR System Control
The AdBlue® metering device (A67) is installed on the exhaust pipe upstream the catalyst.
The AdBlue® metering device (A67) comprises:
• One injection nozzle
• One pressure sensor
• One temperature sensor
• One PTC heating element

3 Housing
4 Body
5 Adblue Inlet
6 AdBlue Outlet
7 Injection Nozzle
8 Seal
9 Vent Valve
10 Electrical connection
SCR System Control
 SCR System Control

Heating
Temperature Pressure element
Sensor Sensor

AdBlue Inlet AdBlue Inlet

Filter
Injector Valve
SCR System Control

The urea is injected into the so-

called reactor: a geometrically
fixed part of the exhaust pipe.
When installing the reactor, the
installation instructions must be
followed exactly.
 SCR System Control

NOx sensors are used to

measure the NOx raw emissions
in the exhaust gas. They are
hard-wired to their control unit,
thus forming an assembly.
To carry out NOx
measurements, the sensors are
heated to 800°C by their control
unit during normal operation
 Exhaust Box

After urea is injected in the reactor, it is mixed with the exhaust and flows to the
exhaust box, where the SCR Catalyst is mounted. The produced during the
combustion Nitrogen Oxides(NOx) are reduced to nitrogen(N2) and Water (H2O) in
the catalyst.
 Inducement escalation for Urea Quality and Tampering

There are three different circumstances where the power is reduced in connection with the
SCR System:

• AdBlue Tank level too low

• NOx level exceeding above the permitted Europe or EPA standards

• Tampering of engine exhaust control system (Short Circuit, defective component, etc.)

All these circumstances lead to shining or flashing control lamps. In addition a specifically
power reduction obtains
AdBlue Low Level Warnings and Power Limitation
Time schedule for inducement escalation for Urea Quality and Tampering
 Inducement escalation for Urea Quality and Tampering Warnings

WARNING STAGE

LOW INDUCEMENT (75% torque)

SEVERE INDUCEMENT (60% rated

speed / 50% torque)

ULTRA SEVERE INDUCEMENT (idle

speed / 20% torque)
!
FINAL INDUCEMENT (idle speed /
20% torque)
!
 Reuccuring of failures
If all inducement relevant failures are healed (e.g. a defective plug is repaired or
reconnected) the inducement will be reset and the normal engine operation will be
achieved again.
•An empty Urea Tank will not be counted as a repeated offence
•An active inducement failure cannot be erased by clearing of the fault code
memory by a diagnosis
•From now on, if an inducement related failure occurs again within the next 40h of
engine operation, the inducement activated again as described in the previous
chapter but with the above mentioned inducement time of 30 minutes.
•In case of reoccurring failures the time for the final inducement will be reduced
from 240 to 30min.
 Reuccuring of failures

Around 50 failure codes lead to an inducement

• 80% of the failures are exclusively relevant for Euro
stage IV severe inducement
• 20% of the failures are relevant for Tier4 final
inducement
• All inducement relevant failures cannot be deleted
by a generic scan tool
• When a failure is repaired it has to be detected as
healed by the electronic control device
• 70% of the failures can be detected as healed just
during ignition on
• 30% of failures need engine run to detect healing of
the failure
• Fault codes can be erased with Xentry tool
 Erasing of emission related codes
In some cases, when the engine reaches it’s final inducement stage, the only possibility to erase the
emission related code is using Xentry tool in order to reset the MCM and ACM controllers. In this case
a technician should call to MTU SUPPORT HOTLINE, provide them engine details and get a random
unlock code.

Step 1. Connect Xentry to

the diagnostic connector.
Step 2. Choose ACM
controller
Step 3. Go to ACTUATIONS
Step 4. Call
+49(0)75419077777 and
provide information about
• Random number
• ID-Code
• Engine number
Step 5. Enter the generated
number into provided field
and press CONTINUE.
 Recommended Fluids and Lubricants
ENGINE COOLANT:
• Specification to meet MB Sheet 325.5 (Neat Coolant
not Premixed)
• Specification to meet MB Sheet 326.5 (This is the
Premixed Coolant – 50:50)
Note! Stage 4 Coolant has a violet/red colour whereas the
previous is blue. Those are not mixable!
ENGINE OIL:
• Specification to meet MB Sheet 228.5 (without DPF)
• Specification to meet MB Sheet 228.51 (with DPF)
AdBlue:
• In accordance with DIN 70070/ISO 22241
DIESEL FUEL:
Note! It is not allowed to use:
• Sulphurous fuel with sulphur content greater than
0.005% by weight (50ppm)
• Marine diesel fuel
• Aviation turbine fuel
• Heating oils
• Fatty acids methyl ester FAME (Bio-Diesel Fuel)
 Technical Information
The cylinder head cover screws must be tightened in the correct tightening sequence in
the same order as described below. All threads and corresponding areas should be
clean and flat and libricated with the engine oil. Different lubricators need different
tightening torques.
 Technical Information
Tightening Torques

Main Fuel Filter cap on the fuel filter

25Nm
module
Fuel System
Fuel prefiltrer cap on the fuel filter
15Nm
module
Drain plug on the oil pan M16 x 1.5 35Nm
Oil Circuit
Oil filter cap on the oil/coolant module 50Nm

Cooling system Silicate gel cartridge on the air dryer 50Nm

Exhaust Gas
Filter housing on the pump module 80Nm
Aftertreatment
 Troubleshooting

Problem Possible causes/consequences and solutions

The drive pinion The battery is not sufficiently charged
doesnt turn or turns • Charge the battery
too slowly. The connecting cable to the starter motor is loose.
• Tighten the cable on the terminal. If necessary, solder on a new terminal.
The earth connection to the battery is loose.
• Tighten the cable on the terminal. If necessary, solder on a new terminal.
The starter motor solenoid switch is faulty or the starter motor is faulty
• Have it chacked at a qulified specialist workshop.
Engine doesn‘t start The fuel tank is empty
• Refill the fuel tank
The fuel filter is blocked
• Replace the filter element
The fuel prefilter contains water
• Drain the fuel prefilter
The fuel prefilter is blocked
• Replace the fuel prefilter
 Troubleshooting
Problem Possible causes/consequences and solutions

Engine doesn‘t Leaks or insufficient pressure in the low-pressure fuel circuit

start • Check for leaks(visual check), replace the seals if necessary
• Have the fuel pressure tested at a qualified specialist workshop.
Replace the seals.
Engine fails to The fuel is not resistant to cold.
start when the The flow properties of the diesel fuel are inadequate due to paraffin
ambient separation.
temperature is • Malfunctions resulting from paraffin separation separation can be
low. corrected by warming the entire fuel system. e.g. by parking the
vehicle in a heated area.
• Refuel with winter fuel.
Engine Oil viscosity is incorrect
• Alter the engine oil viscosity to the conditions of use.
• If the engine doesn‘t start after another attempt, have the course
traced with help of Xentry diagnostic tool.
 Troubleshooting

Problem Possible causes/consequences and solutions

Engine stops The power supply to the engine management (MCM) or the exhaust
unexpectedly gas aftertreatment (ACM) control module is interrupted or there is a
short circuit in the wiring.
• Check electrical fuses
• Have the power supply checked
Leaks or insufficient pressure in the low pressure fuel circuit
• Carry out a check for leaks (visual check)
• Have a fuel pressure tested
The engine is in There is an interruption to the control units‘ data flow
emergency • Check the connectors on the control units for secure seating and
running mode corrosion.
• Read out the control unit‘s fault memory
• Check the wiring between CPC and MCM
 Troubleshooting
Problem Possible causes/consequences and solutions

Engine surges, There is a malfunction in the fuel system

vibrates or runs • Carry out a check foe leaks (visual check)
irregularly • Read out control units‘ fault memory
The engine output The air filter is dirty or blocked
is poor (lack of • Replace the air filter element
power) The charge air temperature is too-high; the charge air cooler is dorty
on the exterior
• Clean the exterior of the charge air cooler.
Coolant temperature is too high
• Check the temperature sensor; replace if necessary. Check the fan
speed.
• Check the thermostat and replace if necessary.
Malfunction in the fuel system (blocked leaking)
• Visual inspection for leaks
Poor Fuel Grade
• Use the specified type of fuel and fuel grade.
 Troubleshooting
Problem Possible causes/consequences and solutions

The engine output is The charge-air system is leaking; the hose clip on the charge-air hose is loose or
poor (lack of power) damaged.
• Check the charge air system for leaks
• Check the charge-air pressure sensor and if necessary replace
An operating restriction is activated due to an emission relevant malfunction.
• Observe warning lamps and indicators!

Interruption in the There is an increased voltage drop to the control units(loose contact).
tractive power • Check Battery terminals on the battery and the connectors on the control
units for secure seating and corrosion.
The engine braking Engine brake solenoid failure.
effect is poor • Check the engine brake solenoid
Engine brake clearance is not adjusted.
• Check the engine brake clearance, adjust if needed.
Engine gets too hot There is not enough coolant in the cooling system
(according the • Add and bleed the coolant
coolant temperature
Coolant Temperature sensor is faulty
sensor)
• Check and replace if needed
 Troubleshooting
Problem Possible causes/consequences and solutions

Engine gets too The poly-V-belt is damaged

hot (according the • Replace the belt
coolant The fan doesn‘t switch on correctly
temperature • Check the parameters
sensor)
The radiator is dirty on the inside, or very dirty on the outside
• Clean the radiator
The thermostat is faulty
• Check and relace if necessary
Motor is There is misfiring
„knocking“ • Injector failure
• LRR check, idle speed control check
There is bearing damage
• Consult a qulified specialist
 Troubleshooting

Problem Possible causes/consequences and solutions

Abnormal sounds The air intake pipe and exhaust gas pipe are leaking, causing a
whistling noise
• Rectify the cause of the leak and if necessary replace the gaskets.
The turbine or compressor wheel is scraping the housing; there are
foreign objects in the compressor or turbine housing; bearings have
seized on the rotating parts.
• Have the exhaust turbo charger checked.
The valve clearance is excessive
• Check and adjust the valve clearance
The poly V-Belt contacts surfaces are not torn, damaged, oily or glazed
• Replace the poly-V-belt if necessary.
THANK YOU FOR YOUR
ATTENTION!