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Table Of Contents
Information
Page 8
Tightening specifications
Page 9
Safty information
Page 18
Page 21
Page 22
Emission standards
Page 23
Page 24
Technical features
Page 26
Page 27
Cylinder designation
Page 29
Page 30
Valve drive
Page 36
Injection system
Page 39
Page 41
Page 43
Piston
Page 46
Page 2
Table Of Contents
Piston cooling
Page 48
Connecting rod
Page 50
Crankcase
Page 51
Cylinder liner
Page 52
Fuel system
Page 55
Page 57
Fuel pre-filter
Page 58
Page 62
Page 64
Page 67
Page 69
Coolant distribution
Page 72
Thermostat
Page 73
Page 74
Page 77
Page 3
Table Of Contents
Series 460
Page 84
Technical features
Page 86
Page 87
Cylinder designation
Page 89
Page 90
Valve drive
Page 30 and 91
Injection system
Page 94
Page 39
Page 41
Piston
Page 43
Piston cooling
Page 46
Connecting rod
Page 97
Crankcase
Page 98
Cylinder liner
Page 99
Fuel system
Page 101
Page 57
Fuel pre-filter
Page 58
Page 4
Table Of Contents
Oil cooler and filter housing
Page 105
Page 107
Page 67
Page 69
Thermostat
Page 111
Page 112
Page 77
Page 114
Technical features
Page 116
Page 117
Cylinder designation
Page 119
Page 120
Valve drive
Page 125
Injection system
Page 128
Page 130
Page 132
Piston
Page 135
Page 5
Table Of Contents
Piston cooling
Page 136
Connecting rod
Page 137
Crankcase
Page 138
Cylinder liner
Page 139
Fuel system
Page 141
Page 144
Fuel pre-filter
Page 58
Page 147
Page 149
Page 151
Page 153
Thermostat
Page 155
Page 157
Page 77
Page 6
Table Of Contents
Engine electronic controller (MR)
Page 157
Page 158
Injection control
Page 161
Page 163
Page 166
Page 170
Page 173
Sensors
Page 178
Page 179
Rotary sensor
Page 180
Page 181
Page 182
Page 184
Parameterization
Page 185
Minidiag 2
Page 186
Engine Tests
Page 187
ADM-X
Page 188
Special tools
Page 192
Page 7
Information
1.Edition
10.2010
Page 8
Page 9
Page 10
Page 11
Page 12
Page 13
Page 14
This standard applies to banjo screws as per MMN 223 and N 15011 sealed with sealing ring DIN 7603-Cu
Tightening torques MA are given for banjo screws made of steel (St) with surface protected by a phosphate coating
and oiled or galvanised and for banjo screws made of copper-aluminium alloys.
Thread and mating faces beneath heads must be coated in engine oil prior to assembly.
An assembly tolerance of + 10% of the table values is permitted for unavoidable deviations of the tightening torque
from the table value during the tightening process e.g. resulting from inaccurate readings and overtightening during
assembly.
Tightening torques = MA
Page 15
Page 16
1 Union nut
2 Union body
3 O-ring
4 Ball bushing
Union nut: When installing the ball bushing, the union nut should be tightened firmly by hand (noticeable
increase in force) a quarter of a turn (90) beyond this point.
Page 17
Safety Instructions
These Safety Instructions must be read and followed by any persons operating, carrying out maintenance or repairs on the machinery
plant.
General Safety and Accident Prevention Regulations
In addition to the instructions in this publication, general safety and accident prevention regulations and laws must be taken into consideration; these
may vary from country to country. This MTU engine is a state-of-the-art product and conforms with all the applicable specifications and regulations.
Nevertheless, persons and property may be at risk in the event of:
Incorrect use
Servicing, maintenance and repair carried out by untrained members of staff
Modifications or conversions
Non-compliance with the safety instructions
Correct Use
The engine is to be used solely for the purpose stated in the contract. Any other use is considered improper use. The manufacturer will accept no
liability for any resultant damage. The responsibility is borne by the user alone.
Correct use also includes observation of the Operating Instructions and Maintenance Manual and compliance with maintenance and repair
instructions.
Personnel Requirements
Work on the engine must be carried out only by reliable personnel. The specified legal minimum age must be respected.
Only fully trained or qualified personnel must be employed. Responsibilities of the operating, maintenance and repair personnel must be specified.
Modifications or Conversions
Modifications made by the customer to the engine may affect safety. No modifications or conversions must be
implemented without prior consent from DDC or MTU.
We cannot accept liability for any damage resulting from unauthorised alterations made to the engine.
Organisational Measures
The personnel must be instructed on engine operation and repair by means of the Maintenance Manual, and in particular the safety instructions must
be explained. This is especially important for personnel who work on the engine only on an occasional basis.
Page 18
Safety Instructions
Spare Parts
Spare parts must at least satisfy the requirements specified by the manufacturer. This is guaranteed when original components are used.
Working Clothes and Protective Equipment
Always wear protective shoes when working on plant. Select appropriate goggles for the work to be carried out. Always wear protective goggles when
working with mallets, cutting tools, drift punches and similar tools.
Work clothing must be tight-fitting so that it does not catch on rotating or projecting components. Do not wear jewellery (e.g. rings, chains, etc.).
Transport
Lift the engine only with the lifting eyes provided. Use only the transport and lifting equipment approved by DDC/MTU.
The engine must only be transported in installation position.
Engine Operation
When the engine is running, ear protectors must always be worn in the engine room.The engine room must be well ventilated.
To avoid injuries caused by falling, leaked or spilt engine oil and coolant must be cleaned up immediately or absorbed with appropriate bonding
agents. Exhaust gases from combustion engines are poisonous and injurious to health if inhaled. The exhaust pipework must be leak-free and
discharge exhaust gases to atmosphere. During engine operation, do not touch battery terminals, generator terminals or cables. Inadequate
protection of electrical components can lead to electric shocks and serious injuries.
Never disconnect coolant, oil, fuel, compressed air or hydraulic lines while the engine is running.
Maintenance and Repair
Compliance with maintenance and repair specifications is an important safety factor. Unless expressly permitted, no maintenance or repair work must
be carried out with the engine running. The engine must be secured against inadvertent starting and the battery disconnected. Attach sign Do not
operate in operating area or to control equipment. Persons not involved must keep clear. Never attempt to rectify faults or carry out repairs if you do
not have the necessary experience or special tools required. Maintenance work must only be carried out by authorised, qualified personnel.
Use only tools in perfect condition. Do not work on engines or components which are only held by lifting equipment or crane. Always support these
components on suitable frames or stands before beginning any maintenance or repair work. Before barring the engine, ensure that nobody is within
the danger area. After working on the engine, check that all guards have been reinstalled and that all tools and loose components have been
removed from the engine. Fluids emerging under high pressure can penetrate clothing and skin and may cause serious injury. Before starting
work, relieve pressure in systems and H.P. lines which are to be opened. Never bend a fuel line and do not install bent lines. Keep fuel injection lines
and connections clean. Always seal connections with caps or covers if a line is removed or opened.
Page 19
Safety Instructions
During maintenance or repair work, do not hit fuel lines with wrenches or other tools. To tighten connections when installing lines, use the correct
tightening torque and ensure that all retainers and dampers are installed correctly. Ensure that all fuel injection lines and compressed oil lines have
sufficient play to avoid contact with other components. Do not place fuel or oil lines near hot components.
Do not bend lines under pressure or use force. In order to avoid burning, take special care when placing hot components on products when working
with hot liquids in pipelines, pipes and chambers. Until the engine has cooled, the breather cap must not be opened. Release the breather cap and
allow pressure to escape before removing the cap. Take special care when removing ventilation or plugs from engine. In order to avoid being
sprayed with highly pressurised liquids, hold a cloth over the screw or plug. It is even more dangerous if the engine has recently
been shut down as the liquids may still be hot. Take special care when draining hot fluids risk of injury. Drain the fluids into a suitable container and
wipe up any spillages. When changing engine oil or working on the fuel system, ensure that the engine room is adequately ventilated. When working
high on the engine, always use suitable ladders and work platforms. Make sure components are
placed on stable surfaces.To avoid damaging your back when lifting components weighing 25 kg (50 lb.) or more, use lifting gear or request aid from
other workers. Ensure that all chains, hooks, slings, etc. are in good condition, are sufficiently strong and that hooks are correctly positioned. Lifting
eyes must not be unevenly loaded. When operating electrical equipment, certain components of this equipment are live. Non-compliance with
warning notices could result in serious physical injury or damage to property. Work must be carried out only by qualified personnel. Prior to working
on electrical equipment, switch off live units. Gases released from the battery are explosive. Avoid sparks and naked flames. Do not allow battery
acids to come into contact with skin or clothing. Wear protective goggles. Do not place tools on the battery. Before connecting the cable to the
battery, check battery polarity. Battery pole reversal may lead to injury through the sudden discharge of acid or bursting of the battery body. Do not
damage wiring during removal work and when reinstalling wiring and ensure that during operation it is not damaged by contact with sharp objects, by
rubbing against another component or by a hot surface. Never connect wiring to a line which carries liquid. On completion of the maintenance and
repair work, any cables which have become loose must be correctly secured. Always tighten connectors with connector pliers. If cables are present
at mechanical components and there is a risk of wear, the cables must be retained in cable clamps. For this purpose, no cable straps must be used
as, during maintenance and/or repair work, the straps can be removed but not installed a second time. Check security of all plug-in connections. It is
not sufficient to tighten the connections by hand with a bayonet union. There is the risk of the lock not engaging properly and the connector coming
loose during engine operation. Therefore pliers must be used for turning the bayonet union nut in clockwise direction.
Environmental Protection
Dispose of used fluids and lubricants and filters in accordance with local regulations. Manipulation of the injection or control system can influence the engine
performance and exhaust emissions. As a result, compliance with environmental regulations may no longer be guaranteed.
Page 20
https://motorenhandbuch.i.daimler.com
Page 21
http://bevo.mercedes-benz.com/
Page 22
Page 23
Series 500
Baureihe
Page 24
V6
V8
OM 501 LA
OM 502 LA
VH = 12l
VH = 16l
OM 502 LA
Page 25
Outstanding power output and torque characteristics over the whole rpm range
Dynamic start-off characteristics and pulling power
Attractive power/weight ratio
Low fuel consumption
High-pressure direct injection, pump-line-nozzle system with peak pressures up to 1,800 bar.
Electronic engine control (MR) with electronic system fixed to the engine, and extensive engine protection functions
Direct injection with centrally positioned injection nozzle.
4-valve technology
Useful engine brake rpm well over rated rpm, up to 2400 rpm
Meets the emission legislation of Euromot IIIa
Turbocharger with charge air cooling
Rated engine speed 1,800 rpm or 2000 rpm
Low maintenance requirement
Long maintenance intervals
Engine oil and fuel filter located at the front, for easy maintenance
Maintenance-free belt drive
Can run on FAME / RME (rape methyl ester) or biodiesel, and engine oil changes are halved
High reliability and long runtime
Low number of component variants, as many parts are the same on both 6 and 8 cylinder engines
Rear engine power take-off ex works
Page 26
Page 27
Page 28
Cylinder Designation
KGS
KS
Page 29
Cylinderhead
Page 30
Cylinderhead Gasket
Page 31
Page 32
Cylinder Head
Coolant
Engine Oil
Charge Air
Exhaust
Fuel
Fuel Return / Leak Off
Page 33
Stage
Stage
Stage
Stage
Stage
Stage
10 Nm
50 Nm
100 Nm
200 Nm
90
90
Page 34
Notes
Page 35
Valve Drive
Gas exchange is improved by 4-valve technology, thus
contributing considerably to lower fuel consumption with lower
emissions. The intake and exhaust valves are controlled by
means of roller tappets, push rods and intake and exhaust
rocker arms which are set in a groove in the crankcase with a
sliding block, and which operate the intake/exhaust valve
pairs through a valve bridge.
The rocker arm spindle complete with preassembled rocker
arms and rocker arm bearing bracket is bolted to the cylinder
head. To keep wear in the whole valve assembly to a
minimum throughout ist lifetime, the contact surfaces of the
valve, valve bridge, the rocker arm thumb, the upset ball
socket of the push rod, and the ball head of the adjusting
screw, are induction hardened. This is to allow them to
support the actuation forces of the high-temperature valve
springs, and the effects of inertial forces and cylinder
pressures.
Page 36
Valve Adjustment
Checking valve clearance at two crankshaft
positions
1. Check TDC position of piston in cylinder A1:
If the rocker arms are not under load on cylinder A1,
the piston is in firing TDC.
If the rocker arms are under load on cylinder A1,
the piston is in overlap TDC.
2. Check valve clearance with cold engine:
Inlet = 0.4 mm;
Exhaust = 0.6 mm;
3. Check all valve clearances at two crankshaft positions
(firing and overlap TDC for cylinder A1) as per diagram.
4. Use feeler gauge to determine the distance between valve
bridge and rocker arm.
5. If the deviation from the reference value exceeds
+ 0.2 mm / -0.1 mm, adjust valve clearance.
Page 37
Notes
Page 38
The injection process is performed by the pump-linenozzle (PLD) system, controlled by an electronic
engine management system
In the PLD system, fuel is delivered to the injection
nozzle by individual unit pumps over short, rigid
high-pressure injection lines, and through the
pressure pipe connection screwed into the cylinder
head.
The connection to the nozzle and nozzle holder is
located centrally at the cylinder, and is integrated
with, and removable from, the cylinder head.
A unit pump fitted for each cylinder is located
directly on the crankcase.
Page 39
6
1
Page 40
1
2
3
4
5
6
7
8
9
Injection line, 30 Nm
Pressuer screw, 40 Nm
O-Ring
Pressure pipe connection
Nozzle holder combination
O-Ring
Screw, 50 Nm, 91 mm
Clamping claw
Constant throttle cap
6
7
Page 41
1.
2.
3.
4.
5.
6.
7.
8.
7
8
Page 42
Page 43
3.
4.
5.
6.
7.
8.
Page 44
Notes
Page 45
Piston
Pistons and piston rings are among the most highly stressed engine
components. Pistons are therefore constructed of high-temperature
aluminum alloy.
The piston top land and stem are graphite-coated to increase runningin and limp-home capability.
There is a cast-in, reinforced ring groove for the first piston ring.
The piston pin support is trapezoidal in shape, to increase the
pressure-load surfaces on the piston and connecting rod.
Page 46
old
Page 47
new
Piston Cooling
Page 48
Notes
Page 49
Connecting Rod
Page 50
Crankcase
Design features:
Compact design, by integrating the oil cooler, coolant pump coil,
unit pumps, and the coolant, fuel and oil ducts.
Highly rigid alloy cast iron.
Rigid crankcase deck and stable liner bottom collar support, with
low-set threads on the cylinder head bolts. This results in lowwarp absorption of the thread connection and ignition forces by
the rigid collar of the wet cylinder liner.
Rigid side walls extending well below the center of the
crankshaft, and bolted together with the crankshaft bearing caps.
Page 51
Cylinder Liners
The cylinder liner has been fitted with an oil scraper ring to
prevent carbon buildup. The oil scraper ring replaces the
induction hardening in the upper part of the cylinder liner.
Piston
Scraper ring
Crankcase
Sealing ring
Cylinder liner
old
Page 52
new
Cylinder Liners
The cylinder liner (2) has been fitted with an oil
scraper ring (3) to prevent carbon buildup. The
chrome-molybdenum (CrMo) oil scraper ring (3)
has a height of 13.5 mm and a projection of 0.15
mm to the inner diameter of the cylinder barrel in
the cylinder liner (2). The oil scraper ring (3)
replaces induction hardening in the upper part of
the cylinder liner (2).
The oil scraper ring's (3) projection reduces
carbon deposits on the top land of the piston
(area from the piston crown to the first piston ring
groove). This reduces wear on the cylinder barrel
of the cylinder liner (2).
2 Cylinder liner
3 Oil scraper ring
4 Sealing ring
The outside diameter on the liner collar has been enlarged to improve the fit of the cylinder liner (2) in the cylinder crankcase.
The sealing ring (4) between the collar of the cylinder liner (2) and the cylinder crankcase is made of stainless steel (X5CrNi 18-10) and has a larger
outside diameter than the tombac ring used previously. This results in higher abrasion resistance, reduced wear and improved installation reliability for
the sealing ring (4).
Due to the oil scraper ring (3) in the cylinder liner (2), an assembly tool is required to install the pistons.
Page 53
Notes
Page 54
Fuel System
Page 55
Fuel System
The low-pressure fuel system has been specially designed to meet the requirements of the high-pressure injection system with individual unit pumps
on V-engines. Unlike on conventional injection systems, to ensure stable injection, a high pre-pressure is necessary in the low-pressure system and
a large flush volume for cooling the control valve solenoids in the unit pumps.
1 Fuel tank
1.1 Fuel strainer (800 m)
2 Fuel prefilter (KVF 300 m) with manual fuel feed pump
3.1 Plug-on valve in fuel feed (locked open)
3.2 Plug-on valve in fuel return (locked open)
4. Fuel heat exchanger
5. Fuel pump (KFP)
5.1 Pressure relief valve (9.0 - 12.0 bar)
6. Fuel filter (5 m)
6.1 Fuel filter drain valve
6.2 Constant vent in fuel filter (0.7 mm)
7. Nozzle holder combination
8. PLD unit pumps (Y6 to Y13)
9. Banjo union with constant vent (0.7 mm)
10. Overflow valve (2.0 bar up to engine No. 092 407, 2.65 bar from
engine No. 092 408)
10.1 Throttle (3.1 mm) in overflow valve
11.1 Fuel feed connector (in frame)
11.2 Fuel return connector (in frame)
12 Throttle (0.5 mm) in flame starting system fuel line
B10 Fuel temperature sensor
R3 Flame glow plug
Y5 Flame starting system solenoid valve
Page 56
Test points
I
II
III
IV
Fuel Filter
Filter removal:
1.
2.
Filter installation:
1.
2.
3.
3.
4.
Page 57
Page 58
Page 59
5
2
9
3
10
Page 60
Notes
Page 61
Page 62
4
2
7
6
Page 63
Page 64
Page 65
Page 66
Unscrew oil filter cap approx. 1cm, filter housing will then train empty. When housing is empty, remove filter from
from cap by pressing at the side of the filter
Replace o-ring and insert new filter in cap. Tighten cap with specified torque (writen on cap)
Drain off the engine oil at the oil drain plug on the oil pan. Fit new sealing ring to the oil drain plug.
Screw in the oil drain plug and tighten.
Drain plug on oil pan
Light alloy
Plastic
5.
6.
7.
8.
9.
M20x1,5
M26x1,5
without steel insert
with steel insert
60 Nm
80 Nm
40 Nm
60 Nm
Pour in the specified quantity and quality of engine oil at the oil filler plug.
Mercedes Benz BeVo http://bevo.mercedes-benz.com
Start engine Watch the engine oil pressure gauge! It should indicate pressure after several seconds.
Do not rev the engine until oil pressure is indicated.
Allow the engine to run for 1 - 2 min at idle speed, once the oil pressure is indicated.
Wait for about 5 minutes, then check the oil level and adjust if necessary. The waiting time must be observed.
Check the oil filter, the oil pan drain plug if necessary, and the long-life oil filter for leaktightness.
Page 67
Notes
Page 68
The blow-by gases from the crankcase are sent as pre-cleaned crude
gases to the cyclone separator insert (1).
The cyclone separator insert (1) is made up of two cyclones.
The crude gas enters the cyclone from the side (tangentially). The gas
stream is forced into a downwards spiral movement in the entry
chamber. This causes the floating oil particles to be pitched towards the
wall of the cyclone by the centrifugal forces and then slide down the
tapered surfaces of the swirl chamber due to gravity and the
downwards movement of the gas. The oil comes out through a hole (2)
at the lowest point of the cyclone.
As the cyclone tapers towards the bottom, the circumferential speed
and centrifugal effect becomes greater so that finer particles can be
separated in the lower section.
At the lowest point of the cyclone the whirling gas reverses direction
and goes back up and the clean gas is guided out through an outlet
pipe (3) (take-off tube) at the top.
The diameter and tapered form of the take-off tube determine the
pressure loss and separation quality of the cyclone. A vacuum
diaphragm (5) controls the pressure in the engine oil gallery.
The bypass valve (4) opens up with a high gas flow.
Page 69
1
4
5
2
Oil return
Page 70
Notes
Page 71
Coolant Distribution
Internal water guide
Coolant is delivered from the water pump coil integrated
into the front of the crankcase, and flows through the
plate-type oil cooler in the oil filter housing, which projects
into the central water channel.
From the central water channel in the crankcase, each
cylinder is supplied with water uniformly through
individual, tangential water channels. The water flow
around the cylinder liners is divided in two by a fin. This
ensures the coolant flow in the lower cylinder area and an
even main flow in the upper area, for intensive cooling of
the piston TDC areas where the thermal load is high.
Coolant flows through the drillings in the crankcase into
the cylinder head. Particularly intensive cooling of the
valve lands and nozzle area is achieved by special
forming of the water jacket in the cylinder head.
Coolant flows back through openings in the crankcase into two return channels cast into the crankcase, one per cylinder
bank. The return channels are connected to a cross-duct integrated in the oil filter/oil cooler housing assembly, through
which coolant flows back into the double thermostat housing joined to the coolant pump.
Page 72
Thermostat Location
Page 73
to charge air
cooler
Air
Exhaust
Page 74
Page 75
Notes
Page 76
Page 77
Page 78
Page 79
Page 80
Page 81
Page 82
Notes
Page 83
Series 460
Baureihe
457
Series 460
6-Cylinder in
line engine
6-Zylinder
Reihenmotor
OM
OM 457
460LA
LA
VH = 12l
Page 84
OM 460 LA
Page 85
Page 86
Page 87
Page 88
Cylinder Designation
KGS
Page 89
KS
Information
The following components are in funktion and handling similar to the series 500, therefore
they are not dicribed in detail under the section Series 460
Dimensions and part numbers can deviate from the series 500.
Cylinder head
Page 30 and 91
Unit pump
Page 43
Piston
Page 46
Cylinder liner
Page 52
Fuel filter & Fuel filter change
Page 57
Page 90
Cylinder Head
Page 91
Stage
Stage
Stage
Stage
Stage
Stage
10 Nm
50 Nm
100 Nm
200 Nm
90
90
Page 92
Notes
Page 93
Valve Drive
Gas exchange is improved by 4-valve technology, thus
contributing considerably to lower fuel consumption with lower
emissions.
The intake and exhaust valves are controlled by means of roller
tappets, push rods and intake and exhaust rocker arms which
are set in a groove in the crankcase with a sliding block, and
which operate the intake/exhaust valve
pairs through a valve bridge.
The rocker arm spindle complete with preassembled rocker arms
and rocker arm bearing bracket is bolted to the cylinder head. To
keep wear in the whole valve assembly to a minimum throughout
ist lifetime, the contact surfaces of the valve, valve bridge, the
rocker arm thumb, the upset ball socket of the push rod, and the
ball head of the adjusting screw, are induction hardened. This is
to allow them to support the actuation forces of the hightemperature valve springs, and the effects of inertial forces and
cylinder pressures.
Page 94
Valve Adjustment
Checking valve clearance at two crankshaft
positions
1. Check TDC position of piston in cylinder A1:
If the rocker arms are not under load on cylinder A1,
the piston is in firing TDC.
If the rocker arms are under load on cylinder A1,
the piston is in overlap TDC.
2. Check valve clearance with cold engine:
Inlet = 0.4 mm;
Exhaust = 0.6 mm;
3. Check all valve clearances at two crankshaft positions
(firing and overlap TDC for cylinder A1) as per diagram.
4. Use feeler gauge to determine the distance between valve
bridge and rocker arm.
5. If the deviation from the reference value exceeds
+ 0.2 mm / -0.1 mm, adjust valve clearance.
I/E
Page 95
I/E
Notes
Page 96
Piston Cooling
Unlike the familiar BR 500, the 460 model series has two oil
spray nozzles per cylinder. One of these (on the right in
direction of travel) performs the traditional task of piston
cooling, while the other is placed separately (on the left in
the direction of travel) and has the task of lubricating
the camshaft.
Note:
It is not permitted to adjust the oil spray nozzle.
The oil splasher pipe is soldered in, and the adjustment
process could cause initial damage.
Page 97
Connecting Rod
Page 98
Crankcase
The crankcase is made of high-additive cast iron. This gives
it a high level of strength and stability, while producing lower
noise emissions.
The side walls of the crankcase extend well below the
center of the crankshaft. This gives it even greater rigidity.
Integration of the oil cooler, the unit pumps, and the coolant
and fuel ports into the crankcase, gives the engine a very
compact design.
Exchangeable wet cylinder liners are used.
On the left on the flywheel side, an assembling lug is
provided for attaching the compressor coupled with the
power steering pump.
Page 99
Notes
Page 100
Fuel System
Page 101
Fuel System
1 Fuel tank
1.1 Fuel strainer (800 m)
1.2 Air admission valve
2 Manual fuel feed pump
2.1 "RACOR" fuel prefilter (special equipment
3.1 Plug-on valve in fuel feed (locked open)
3.2 Plug-on valve in fuel return (locked open)
4 Fuel heat exchanger
5 Fuel pump
5.1 Pressure relief valve (7.0 - 8.0 bar)
6 Fuel filter (KF 3 m)
6.1 Fuel filter drain valve
6.2 Constant balance hole
7 Nozzle holder combination
8 PLD unit pumps (Y6 to Y11)
10 Overflow valve
10.1 Throttle in overflow valve (banjo bolt)
12 Throttle in flame starting system fuel line
Page 102
Page 103
Notes
Page 104
Page 105
1
7
Page 106
Page 107
Page 108
Page 109
Notes
Page 110
Thermostat Location
Page 111
Exhaust
Air
Page 112
Notes
Page 113
Baureihe
900
Series 900
4-cylinder in
line engine
4-Zylinder
Reihenmotor
6-Zylinder
6-cylinder in
Reihenmotor
line engine
OM 904
924 LA
904 /LA
OM 906
926 LA
906 /LA
VH = 4.25 / 4.8 l
VH = 6.37 / 7.2 l
Page 114
OM 906 LA
Page 115
Page 116
Page 117
Page 118
Cylinder Designation
KGS
Page 119
KS
Cylinder Head
Shown on engine 926.9
At the rear part of the cylinder head the cap (arrow) has been
replaced by the coolant flange for the SCR tank heater solenoid
valve. On the side of the cylinder head the caps have been
partly replaced by threaded sleeves (1). The bracket for the
AdBlue metering device is mounted on these threaded sleeves
(1). The other holes on the sides of the cylinder head are sealed
by screw plugs (2).
The cylinder heads in the 924.9 and 926.9 engines have been
converted to vermicular graphite cast iron (GGV-40), for greater
strength in order to withstand the higher ignition pressure.
1 Threaded sleeve
2 Screw plugs
Page 120
Page 121
1
4
2
4
1
3
1
3
1 Coolant
2 Pressure oil
3 Push rods / oil return
4 Head bolts
5 Return oil crankcase ventilation
Page 122
1
3
4
1
1
3
1
3
1.
2.
3.
4.
5.
6.
Stage
Stage
Stage
Stage
Stage
Stage
20 Nm
70 Nm
170 Nm
280 Nm
90
90
Page 123
Notes
Page 124
Valve Drive
The 900 model series has two intake valves and
one exhaust valve per cylinder. It is therefore
referred to as a "3-valve" engine.
The steel camshaft (which has 5 bearings on the
4-cylinder and 7 bearings on the 6-cylinder
engine) has one intake and one exhaust cam per
cylinder, plus one cam for driving the unit pump.
All valves are driven by the camshaft, by means of
mushroom tappets and short push rods. A floating
valve bridge links and actuates both intake valves.
The complete valve actuation system with rocker
arm bearing brackets is bolted to the cylinder
head as a preassembled unit.
Page 125
Valve Adjustment
Checking valve clearance at two crankshaft
positions
1. Check TDC position of piston in cylinder A1:
If the rocker arms are not under load on cylinder A1,
the piston is in firing TDC.
If the rocker arms are under load on cylinder A1,
the piston is in overlap TDC.
2. Check valve clearance with cold engine:
Inlet = 0.4 mm;
Exhaust = 0.6 mm;
3. Check all valve clearances at two crankshaft positions
(firing and overlap TDC for cylinder A1) as per diagram.
4. Use feeler gauge to determine the distance between valve
bridge and rocker arm.
5. If the deviation from the reference value exceeds
+ 0.2 mm / -0.1 mm, adjust valve clearance.
Page 126
Inlet
Exhaust
Notes
Page 127
Page 128
1
6
3
4
Page 129
Injection line, 25 Nm
Pressure screw, 40 Nm
O-Ring
Pressure pipe
Nozzle holder kombination
O-Ring
Screw, 35 Nm
Clamping claw
Constant throttle cap
5 8
9
7
Injector removal
1
6
Page 130
10
3
4
5 8
1
2
3
4
5
6
7
8
9
Injection line, 25 Nm
Pressure screw, 40 Nm
O-Ring
Pressure pipe
Nozzle holder kombination
O-Ring
Screw, 35 Nm
Clamping claw
Constant throttle cap
9
7
1
1.
2.
3.
4.
6.
7.
8.
Page 131
1
2
3
4
5
6
7
8
9
Injection line, 25 Nm
Pressure screw, 40 Nm
O-Ring
Pressure pipe
Nozzle holder kombination
O-Ring
Screw, 35 Nm
Clamping claw
Constant throttle cap
3
4
5 8
9
7
10
Page 132
Page 133
Notes
Page 134
Piston
Pistons and piston rings are among the most highly stressed engine
components. Pistons are therefore constructed of high-temperature
aluminum alloy.
The piston top land and stem are graphite-coated to increase runningin and limp-home capability.
There is a cast-in, reinforced ring groove for the first piston ring.
The piston pin support is trapezoidal in shape, to increase the
pressure-load surfaces on the piston and connecting rod.
Page 135
Piston Cooling
Note:
It is not permitted to adjust the oil spray nozzle.
The oil splasher pipe is soldered in, and the
adjustment process could cause initial damage.
Page 136
Connecting Rod
A particular feature of the manufacturing technology
used to produce the forged steel connecting rod is
the 'cracking' process used to separate the rod from
the bearing cap.
With this process, the connecting rod (produced in
one piece up to now) is split at the big connecting rod
eye at an exactly pre-determined fracture line.
The separated parts are then bolted together to form
a precise, exact-fitting attachment for the bearing.
Note: Because of the 'cracked' surface structure,
special care and cleanliness is required when
performing repairs.
Page 137
Crankcase
All engines are based on the particularly stable, noise-optimized
crankcase, which is made of a high-carbon/ cast iron alloy.
Design features:
Both the 4 and the 6-cylinder engine have only one variant.
Compact design through integration of the oil cooler, the unit
pumps, and the coolant, fuel and oil ports.
Highly rigid, high carbon /cast iron alloy. Rigid sidewalls,
extending well past the center of thecrankshaft. This means that
the separating surface of the oil pan is located lower than the
level of the crankshaft center.
The front engine mount is located at cylinder 2.
Induction-hardened cylinder contact surfaces.
On the left on the flywheel side, an assembling lug is provided
for attaching the compressor with power steering pump.
Page 138
Page 139
Notes
Page 140
Fuel System
Page 141
Fuel System
Fuel circuit schematic diagram
1 Fuel feed pump (KFP)
1.1 Pressure limiting valve in KFP pump (9.2 bar)
1.2 Check valve in KFP pump (0.2 bar)
2 Fuel filter (KF)
2.1 Fuel drain valve
2.2 Constant vent in fuel filter (KF)
3.1 Bypass from fuel feed duct to fuel return duct
5 Nozzle holder combination
8 Overflow valve (4.5 bar)
8.1 Constant vent (0.5 mm)
10 PLD unit pumps (Y6 to Y11)
12 Fuel prefilter (KVF)
12.1Check valve in prefilter (KVF)
14.1 Plug-on valve in fuel feed (locked open)
15.1Plug-on valve in fuel return (locked open)
17 Fuel tank
17.1Air intake valve
18.1Throttle (0.5 mm) in flame start fuel line
18.2 Throttle (threaded orifice) in flame start fuel line
B10 Fuel temperature sensor
R3 Flame start glow plugs
Y5 Solenoid valve
Fuel system
A Fuel feed (intake/vacuum side)
B Fuel return (leak fuel)
C Fuel feed (pressure side)
D Fuel high pressure side (after PLD unit pumps)
E Fuel return (fuel drain)
Page 142
II
III
IV
Fuel Filter
The fuel filter housing from the series 900 consists of:
1.
2.
2
2
Page 143
Fuel Filter
Filter removal:
1.
2.
3.
4.
Filter installation:
1.
2.
3.
4.
5.
6.
4
2
Page 144
Page 145
Notes
Page 146
Page 147
5
1
3
4
5
Page 148
Page 149
Page 150
Unscrew oil filter cap approx. 1cm, filter housing will then train empty. When housing is empty, remove filter from
from cap by pressing at the side of the filter
Replace o-ring and insert new filter in cap. Tighten cap with specified torque (writen on cap)
Drain off the engine oil at the oil drain plug on the oil pan. Fit new sealing ring to the oil drain plug.
Screw in the oil drain plug and tighten.
Drain plug on oil pan
5.
6.
7.
8.
9.
Sand cast
Die cast and plastik
80Nm
60Nm
Pour in the specified quantity and quality of engine oil at the oil filler plug.
Mercedes Benz BeVo http://bevo.mercedes-benz.com
Start engine Watch the engine oil pressure gauge! It should indicate pressure after several seconds.
Do not rev the engine until oil pressure is indicated.
Allow the engine to run for 1 - 2 min at idle speed, once the oil pressure is indicated.
Wait for about 5 minutes, then check the oil level and adjust if necessary. The waiting time must be observed.
Check the oil filter, the oil pan drain plug if necessary, and the long-life oil filter for leaktightness.
Page 151
Notes
Page 152
1
Blow-by gases pass from the combustion chamber over the
piston rings into the crankcase, where they are mixed with tiny oil
droplets in the oil vapor. To stop oil vapor escaping into the
atmosphere, the vapor is drawn off, cleaned and recycled
back to the engine intake side (5).
A vacuum diaphragm (2) controls the pressure in the engine oil
gallery. Two filter elements (3 & 4) keep the proportion of oil
vapor to a reduced level. The oil filtered out is passed back into
the oil gallery through a return element integrated with the
ventilation system.
Page 153
Notes
Page 154
Thermostat Installation
Page 155
Exhaust
Air
Page 156
Parameterization data
Page 157
Engine harness
Plant (ADM)
Page 158
Engine Management
The engine control (or engine management) system is divided into two subsystems, each with its own control module. The
control module of the ADM subsystem is installed on the vehicle side, and the engine control (MR) subsystem is installed at
the engine.
Mercedes-Benz engines of the 460, 500 and 900 model series are equipped with an MR electronic engine control. All engine
specific data are stored in the MR control module. The MR monitors and defines all the values required for engine operation
(for example, start of injection, load condition, ambient conditions, sensor evaluation, etc.).
Connection to the ADM is over a single-wire enabled CAN bus, which carries the specified values (required torque, required
engine speed, etc.) and actual values (engine speed, coolant, temperature, etc.) in digital form. The ADM control module
contains vehicle-related data (among other things), determines the vehicle operating conditions, and allows driver
requirements to be transferred to the engine side. These requirements may consist of an accelerator pedal action,
application of the engine or service brake, or the working speed control (ADR).
From these, the ADM control module determines the required engine torque or engine speed, and sends it as an engine
specified torque or specified engine speed by the ADR control to the MR. The ADM monitors and defines certain values
required for vehicle operation (legally required speed limitation, maximum working speed, engine brake, etc.). It also
provides fault detection, emergency mode functions, and diagnoses.
Page 159
Notes
Page 160
Injection Control
Start of delivery
The MR/PLD control module controls the start of delivery by means of a time shift of the injection
command in relation to the ignition TDC of the cylinder to be filled. It is possible for the MR/PLD
electronics to control the start of delivery completely randomly within the mechanical limits (limited by
the shape of the cam). The limits for the engine are stored in the control module.
The control module recognizes the phase in which each of the individual cylinders is in, by means of
the speed sensors (TDC sensor, crankshaft angle position sensor). The second reference mark
required for controlling the actual start of injection is obtained from the closing recognition (S). The time
lag between the electric and the actual start of injection is compensated for by the map control in the
control module.
Page 161
Injection Control
Delivery angle
The angle by which the crankshaft rotates further when the engine is
running from the commencement (S = closing recognition) to the end of
a delivery stroke (valve opens), is the delivery angle (A). In this case,
the camshaft is rotated only by half the crankshaft delivery angle.
The MR/PLD control module determines the period of injection and thus
also the quantity injected by means of the delivery angle (pulse width).
In diagram 1 the electrical start of injection begins with the closing
recognition (S) at 5 before TDC. The delivery stroke ends at 5 after
TDC at a delivery angle of 10 crank angle (diagram 2). The actual
change in the angle of the crankshaft is detected by the speed sensor at
the crankshaft (signal is received every 10).
Page 162
1 Suction stroke
During the suction stroke the pump element
(1) moves down. As a result of the constant
fuel overpressure of about 4 to 6 bar in the
fuel low pressure section the high pressure
cylinder of the unit pump is filled with fuel
through the supply passage (2).
2 Pre-stroke
During the pre-stroke the pump element (1)
moves up. As valve (3) is not yet closed, the
fuel initially is forced into then return flow
passage (4).
Pre-stroke
3
2
1
4
Page 163
3 Delivery stroke
As soon as valve (3) closes, while pump
element (1) moves in the direction of its top
dead center, the unit pump is in the delivery
stroke. The fuel injection process takes place
in the delivery stroke. In this case, the fuel
pressure in the high pressure chamber (5)
rises to as much as 1800 bar.
4 Residual stroke
After valve (3) opens (end of delivery) the
fuel pressure in the high pressure chamber
(5) is reduced. The remaining fuel supplied
by the pump element up to the vertex of the
unit pump cam, is again forced into the
return flow passage (4).
Residual stroke
5
3
2
4
1
4
Page 164
Notes
Page 165
MR control module
Page 166
Oil pressure
Oil temperature
Page 167
Page 168
Page 169
Coolant temperature
MR control module
Page 170
Page 171
Page 172
Fuel temperature
TDC sensor, cylinder 1
MR control module
Page 173
Oil temperature
Oil pressure
Page 174
Page 175
Page 176
Notes
Page 177
Sensors
2
4
5
Air
Page 178
Oil
Camshaft BR 500
12 pins for distance of 60 crankshaft
+1 additional pin for 55 KW before TDC
Camshaft BR 460 and BR 900
12 holes for distance of 60 crankshaft
+1 additional hole for 55 crankshaft before TDC
Crankshaft BR 460 and BR 500
36 grooves for distance of 10 crankshaft
+1 additional groove for 65 crankshaft before TDC
Crankshaft BR 900
36 holes for distance of 10 crankshaft
+1 additional hole for 65 crankshaft before TDC
Page 179
TDC Cyl.1
Rotary Sensor
Crankshaft angle position sensor
The sensor placed at the flywheel detects the rotational speed and
crankshaft angle by means of 36 symmetrically arranged grooves or
holes (1). From the received signal, the electronics also determine
variations in crankshaft rotational speed between the individual working
cycles and regulates cylinder uniform speed at idle.
An additional 37th groove (65 before TDC), depending on the signal
synchronization, sends the trigger point for calculating the start of
delivery.
Cylinder 1 TDC sensor (camshaft angle position sensor)
In case of requirement, the sensor placed at the camshaft sprocket sends
the rotational speed by means of 12 symmetrically arranged pins.
An additional 13th pin (13th hole) (55 before TDC) is needed for signal
synchronization, as the trigger point for calculating the start of delivery.
Resistance = 1000 - 1385
Page 180
20C ~ 2,5k
Page 181
Page 182
Notes
Page 183
MR Control Loop
The basic operation of the engine control can be
represented as a simple control loop. A control loop consists
of the controlled system (in this case the engine) and the
control device (in this case the control module).
The ADM sends the specified value in the form of
a preset engine value. The controlled system (the
engine) sends the actual value in the form of the
value actually present. The MR compares the specified
value with the actual value (the conditions actually present).
The actual value thus represents the real operating
conditions in the engine, as detected by the various sensors.
In the comparison, if the actual value is found to be higher
than the specified value, the injection control reduces the
injection quantity. If it is found to be lower, the injection
control raises the injection quantity.
Thus, the actual value is continuously compared with the
specified value.
Page 184
Page 185
MiniDiag 2
1 Power supply
( 12 V 24 V)
2 25 pin connector
3 Messuring pin
Page 186
Engine Tests
Compression Test
Voltmeter
Page 187
Notes
Page 188
ADM-X
Page 189
ADM - X
Mercedes-Benz engines of the 500, 900 and 460 model series are equipped with an MR electronic engine control. The MR monitors and defines all
the values required for engine operation (for example, start of injection, load condition, ambient conditions, sensor evaluation, etc.).
Connection to the vehicle is through a CAN interface, which carries the specified values (required torque, required engine speed, etc.) and actual
values (engine speed, oil pressure, etc.) in digital form.
The adaptation module as vehicle control (ADM-2) possesses the CAN interface required for the MR, and allows driver requirements to be
transferred to the engine side. The ADM-2 allows the use of conventional display devices, while also providing the conventional interface for special
functions.
Switch signals allow the selection of operating statuses pre-defined in the engine control, for example torque and engine speed limits, or the
specifying of predefined rpm values. By parameterization, the routines stored in the control module can be adapted optimally to the type of
application. A diagnostic interface is provided for connecting external diagnostic equipment.
The ADM-X is connected to an SAE J 1939 CAN bus (high-speed CAN bus) and an additional diagnosis CAN bus.
Important!
The ADM-2 parameters should only be changed after obtaining the approval of the engine installer!
Note:
There is an operator's manual for the ADM-2, which gives a description of the possible functions, inputs/outputs, required parameter settings, and
fault codes.
Page 190
Notes
Page 191
Special Tools
Page 192
Barring device
(series 500 / 460) 407 589 00 63 00
Barring device
(series 900)
904 589 04 63 00
Special Tools
Extractor
(all series) 355 589 01 63 00
Page 193
Socket 19mm
422 589 02 09 00
Socket 17mm
422 589 01 09 00
Special Tools
Page 194
Notes
Page 195