MAN EDC17

Electrical system
Accumulator injection of Common Rail system

EDC17
Editorial deadline 06/2013
System description
81.99185-4712 2nd issue T 175
MAN Truck & Bus Aktiengesellschaft Systembeschreibung T175 2. Ausgabe
Dachauer Str. 667 Elektrische Anlage
80995 MÜNCHEN Speichereinspritzung Common Rail System EDC17
oder - Englisch -
Postfach 50 06 20 Printed in Germany
80976 MÜNCHEN
System description T 175
2nd issue
Electrical system
Accumulator injection of Common Rail system
EDC17
81.99185-4712
PREFACE/PUBLICATION DATA
PREFACE
This repair manual is intended to provide assistance in performing repairs correctly on vehicles and units. The
technical details were correct at the time of going to press.
This publication assumes that persons who use it possess the requisite technical knowledge in handling
vehicles and units.
Pictures and the corresponding descriptions are typical one-time representations; they do not always
correspond to the unit or peripherals in question, but this does not necessarily mean they are incorrect. In such
cases, plan and carry out the repair work in accordance with the sense of the instructions.
Repair work on complex add-on units should be entrusted to our customer service or to the customer service of
the manufacturing company. These units are mentioned specifically in the text.
Important instructions concerning technical safety and the safety of personnel are
specifically highlighted, as indicated below.
CAUTION
Type and source of danger
Refers to working and operating procedures which must be followed in order to
avoid exposing people to risk.
IMPORTANT
Type and source of danger
Refers to working and operating procedures which must be followed in order to
avoid material damage or destruction.
Note
An explanatory note which is useful for understanding the working or operating
procedure to be performed.
Comply with general safety regulations when performing any repair work.
Yours sincerely,
MAN Truck & Bus AG
PUBLICATION DATA
We reserve the right to make modifications in the course of further development.
© 2013 MAN Truck & Bus AG
Not to be reprinted, duplicated by any means whatsoever or translated – in whole or in part – without the prior
written approval of MAN Truck & Bus AG.
All rights under the copyright law are strictly reserved by MAN Truck & Bus AG.
If any changes are made without the written approval of MAN Truck & Bus AG then MAN Truck & Bus AG
shall not be liable for any warranty or guarantee claims arising from damage and defects attributable to the
unauthorised modification. Furthermore, MAN Truck & Bus AG shall not be liable for any damage resulting
from the unapproved modification.
Editorial Department: SADAS / TS
Typesetting: SADAS-Salzgitter
Printing: MAN-Werksdruckerei (on-site printing works)
T 175 2nd issue Page 4 of 222

CONTENTS
CONTENTS .......................................................................................................................................Page
PREFACE ................................................................................................................................................ 4
PUBLICATION DATA ............................................................................................................................. 4
ABBREVIATIONS ................................................................................................................................. 12
1 INTRODUCTION........................................................................................................................... 19
1.1 Safety instructions ............................................................................................................. 19
1.2 Type overview..................................................................................................................... 26
1.3 Overview of engines .......................................................................................................... 28
2 SYSTEM DESCRIPTION.............................................................................................................. 31
2.1 General ................................................................................................................................ 31
2.2 Structure and mode of function........................................................................................ 31
2.3 Schematic diagram of EDC ............................................................................................... 32
2.4 Schematic diagram of NoNOx........................................................................................... 33
2.5 Overview of sensors/actuators in engine D20/D26 with CRT, SCR and HCI................ 34
2.6 Overview of sensors/actuators in engine D20/D26 with CRT and SCR ........................ 35
2.7 Overview of sensors/actuators in engine D0836 LFL 66/67 with CRT, SCR and HCI . 36
2.8 Overview of sensors/actuators in engine D0836 LFL 68 with CRT, SCR and HCI ...... 37
2.9 Overview of sensors/actuators in engine D0834 LFL 66/67 with CRT, SCR and HCI . 38
2.10 Overview of CAN network and power supply ................................................................. 39
2.10.1 Engine D20/D26 ............................................................................................................... 39
2.10.2 Engine D08 ...................................................................................................................... 40
3 FUNCTIONAL DESCRIPTION ..................................................................................................... 42
3.1 A435 control unit EDC17 ................................................................................................... 42
3.1.1 Description ....................................................................................................................... 42
3.1.2 Pin assignment of plug connector A ................................................................................ 43
3.1.3 Pin assignment of plug connector B ................................................................................ 44
3.1.4 Pin assignment of plug connector C ................................................................................ 45
3.1.5 Pin assignment of plug connector D ................................................................................ 48
3.2 CP3 high pressure pump ................................................................................................... 49
3.2.1 Description ....................................................................................................................... 49
3.3 Y332 proportional fuel valve ............................................................................................. 50
3.3.1 Description ....................................................................................................................... 50
3.3.2 Pin assignment ................................................................................................................ 50
3.4 High-pressure accumulator (rail)...................................................................................... 51
3.4.1 Description ....................................................................................................................... 51
3.5 Pressure-limiting valve ...................................................................................................... 52
3.5.1 Description ....................................................................................................................... 52
3.6 B487 rail pressure sensor ................................................................................................. 53
3.6.1 Description ....................................................................................................................... 53
3.6.2 Measured values .............................................................................................................. 53
3.6.3 Pin assignment ................................................................................................................ 53
3.7 Y341 injector cylinder 1 ..................................................................................................... 54
3.7.1 Description ....................................................................................................................... 54
3.8 B488 speed increment sensor .......................................................................................... 55
3.8.1 Description ....................................................................................................................... 55
3.8.2 Measured values .............................................................................................................. 55
3.8.3 Pin assignment ................................................................................................................ 55
3.9 B489 speed segment sensor ............................................................................................. 56
3.9.1 Description ....................................................................................................................... 56
3.9.2 Measured values .............................................................................................................. 56
3.9.3 Pin assignment ................................................................................................................ 56
3.10 B104 oil pressure sensor .................................................................................................. 57
3.10.1 Description ....................................................................................................................... 57
3.10.2 Measured values .............................................................................................................. 57
3.10.3 Pin assignment ................................................................................................................ 57

CONTENTS
3.11 B270 oil level sensor .......................................................................................................... 58

3.11.1 Description ....................................................................................................................... 58
3.11.2 Measured values .............................................................................................................. 58
3.11.3 Pin assignment ................................................................................................................ 58
3.12 B377 fuel pressure sensor ................................................................................................ 59
3.12.1 Description ....................................................................................................................... 59
3.12.2 Measured values .............................................................................................................. 59
3.12.3 Pin assignment ................................................................................................................ 59
3.13 B323 air flow meter ............................................................................................................ 60
3.13.1 Description ....................................................................................................................... 60
3.13.2 Measured values .............................................................................................................. 60
3.13.3 Pin assignment ................................................................................................................ 60
3.14 B623 charging pressure/temperature sensor ................................................................. 61
3.14.1 Description ....................................................................................................................... 61
3.14.2 Measured values .............................................................................................................. 61
3.14.3 Pin assignment ................................................................................................................ 61
3.15 B694 charging pressure/temperature sensor, low temperature ................................... 62
3.15.1 Description ....................................................................................................................... 62
3.15.2 Measured values .............................................................................................................. 62
3.15.3 Pin assignment ................................................................................................................ 62
3.16 B123 charge air temperature sensor ................................................................................ 63
3.16.1 Description ....................................................................................................................... 63
3.16.2 Measured values .............................................................................................................. 63
3.16.3 Pin assignment ................................................................................................................ 63
3.17 B124 coolant temperature sensor .................................................................................... 64
3.17.1 Description ....................................................................................................................... 64
3.17.2 Measured values .............................................................................................................. 64
3.17.3 Pin assignment ................................................................................................................ 64
3.18 B1049 coolant temperature sensor, low-temperature .................................................... 65
3.18.1 Description ....................................................................................................................... 65
3.18.2 Measured values .............................................................................................................. 65
3.18.3 Pin assignment ................................................................................................................ 65
3.19 B696 EGR temperature sensor ......................................................................................... 66
3.19.1 Description ....................................................................................................................... 66
3.19.2 Measured values .............................................................................................................. 66
3.19.3 Pin assignment ................................................................................................................ 66
3.20 B561 exhaust gas temperature sensor upstream of filter.............................................. 67
3.20.1 Description ....................................................................................................................... 67
3.20.2 Measured values .............................................................................................................. 67
3.20.3 Pin assignment ................................................................................................................ 67
3.21 B562 exhaust gas temperature sensor downstream of filter......................................... 68
3.21.1 Description ....................................................................................................................... 68
3.21.2 Measured values .............................................................................................................. 68
3.21.3 Pin assignment ................................................................................................................ 68
3.22 B634 exhaust gas temperature sensor downstream of SCR catalytic converter ........ 69
3.22.1 Description ....................................................................................................................... 69
3.22.2 Measured values .............................................................................................................. 69
3.22.3 Pin assignment ................................................................................................................ 69
3.23 A1191 exhaust gas thermocouples .................................................................................. 70
3.23.1 Description ....................................................................................................................... 70
3.23.2 Pin assignment ................................................................................................................ 70
3.24 B673 E-EGR cylinder displacement sensor .................................................................... 71
3.24.1 Description ....................................................................................................................... 71
3.24.2 Pin assignment ................................................................................................................ 71
3.25 Y458 E-EGR proportional valve ........................................................................................ 72
3.25.1 Description ....................................................................................................................... 72
3.25.2 Pin assignment ................................................................................................................ 72
3.26 M289 EGR servomotor ....................................................................................................... 73
3.26.1 Description ....................................................................................................................... 73
3.26.2 Pin assignment ................................................................................................................ 73
3.27 M119 throttle valve actuator .............................................................................................. 74
3.27.1 Description ....................................................................................................................... 74
3.27.2 Pin assignment ................................................................................................................ 74

CONTENTS
3.28 B695 exhaust gas differential pressure/relative pressure sensor ................................ 75

3.28.1 Description ....................................................................................................................... 75
3.28.2 Measured values .............................................................................................................. 75
3.28.3 Pin assignment ................................................................................................................ 75
3.29 B322 lambda probe ............................................................................................................ 76
3.29.1 Description ....................................................................................................................... 76
3.29.2 Pin assignment ................................................................................................................ 76
3.30 Y340 turbo charger 1 pulse valve ..................................................................................... 77
3.30.1 Description ....................................................................................................................... 77
3.30.2 Measured values .............................................................................................................. 77
3.30.3 Pin assignment ................................................................................................................ 77
3.31 Y493 turbo charger 2 pulse valve ..................................................................................... 78
3.31.1 Description ....................................................................................................................... 78
3.31.2 Measured values .............................................................................................................. 78
3.31.3 Pin assignment ................................................................................................................ 78
3.32 A1273 Fluidtronic ............................................................................................................... 79
3.32.1 Description ....................................................................................................................... 79
3.32.2 Pin assignment ................................................................................................................ 79
3.33 Y460 E-EGR/EVBec shut-off valve.................................................................................... 80
3.33.1 Description ....................................................................................................................... 80
3.33.2 Measured values .............................................................................................................. 80
3.33.3 Pin assignment ................................................................................................................ 80
3.34 Y496 shut-off/pressure-reducing valve, low temperature .............................................. 81
3.34.1 Description ....................................................................................................................... 81
3.34.2 Measured values .............................................................................................................. 81
3.34.3 Pin assignment ................................................................................................................ 81
3.35 Y398 solenoid valve, CRT exhaust throttle valve ........................................................... 82
3.35.1 Description ....................................................................................................................... 82
3.35.2 Measured values .............................................................................................................. 82
3.35.3 Pin assignment ................................................................................................................ 82
3.36 Y355 EVB module ............................................................................................................... 83
3.36.1 Description ....................................................................................................................... 83
3.36.2 Measured values .............................................................................................................. 83
3.36.3 Pin assignment ................................................................................................................ 83
3.37 A808 AdBlue supply module ............................................................................................. 84
3.37.1 Description ....................................................................................................................... 84
3.37.2 Pin assignment of plug connector X1 .............................................................................. 84
3.37.3 Pin assignment of plug connector X2 .............................................................................. 85
3.38 Y437 coolant solenoid valve ............................................................................................. 86
3.38.1 Description ....................................................................................................................... 86
3.38.2 Measured values .............................................................................................................. 86
3.38.3 Pin assignment ................................................................................................................ 86
3.39 A1192 AdBlue combination sensor .................................................................................. 87
3.39.1 Description ....................................................................................................................... 87
3.39.2 Pin assignment ................................................................................................................ 87
3.40 B1055 NOx sensor I, untreated emissions ...................................................................... 88
3.40.1 Description ....................................................................................................................... 88
3.40.2 Pin assignment ................................................................................................................ 88
3.41 B994 NOx sensor II OBD ................................................................................................... 89
3.41.1 Description ....................................................................................................................... 89
3.41.2 Pin assignment ................................................................................................................ 89
3.42 A1154 electronic relay for flame-start system ................................................................ 90
3.42.1 Description ....................................................................................................................... 90
3.42.2 Pin assignment of plug connector A ................................................................................ 90
3.42.3 Pin assignment of plug connector B ................................................................................ 90
3.43 A968 fan clutch with speed sensor .................................................................................. 91
3.43.1 Description ....................................................................................................................... 91
3.43.2 Pin assignment ................................................................................................................ 91
3.44 A1081 proportional valve HCI ........................................................................................... 92
3.44.1 Description ....................................................................................................................... 92
3.45 Y513 metering valve HCI ................................................................................................... 93
3.45.1 Description ....................................................................................................................... 93
3.45.2 Pin assignment ................................................................................................................ 93

CONTENTS
3.46 Y514 shut-off valve HCI ..................................................................................................... 94

3.46.1 Description ....................................................................................................................... 94
3.46.2 Pin assignment ................................................................................................................ 94
3.47 B702 fuel pressure/temperature sensor HCI ................................................................... 95
3.47.1 Description ....................................................................................................................... 95
3.47.2 Pin assignment ................................................................................................................ 95
3.48 B703 fuel pressure sensor HCI ......................................................................................... 96
3.48.1 Description ....................................................................................................................... 96
3.48.2 Pin assignment ................................................................................................................ 96
4 DESCRIPTION OF COMPONENTS............................................................................................. 97
4.1 A435 control unit EDC17 ................................................................................................... 97
4.1.1 Component ...................................................................................................................... 97
4.1.2 Installation location .......................................................................................................... 97
4.2 CP3 high pressure pump ................................................................................................... 98
4.2.1 Component ...................................................................................................................... 98
4.3 Y332 proportional fuel valve ............................................................................................. 99
4.3.1 Component ...................................................................................................................... 99
4.4 High-pressure accumulator (rail).................................................................................... 100
4.4.1 Component .................................................................................................................... 100
4.4.2 Installation location ........................................................................................................ 100
4.5 Pressure-limiting valve .................................................................................................... 101
4.5.1 Component .................................................................................................................... 101
4.6 B487 rail pressure sensor ............................................................................................... 102
4.6.1 Component .................................................................................................................... 102
4.7 Y341 injector cylinder 1 ................................................................................................... 103
4.7.1 Component .................................................................................................................... 103
4.8 B488 speed increment sensor ........................................................................................ 104
4.8.1 Component .................................................................................................................... 104
4.9 B489 speed segment sensor ........................................................................................... 105
4.9.1 Component .................................................................................................................... 105
4.10 B104 oil pressure sensor ................................................................................................ 106
4.10.1 Component .................................................................................................................... 106
4.11 B270 oil level sensor ........................................................................................................ 107
4.11.1 Component .................................................................................................................... 107
4.12 B377 fuel pressure sensor .............................................................................................. 108
4.12.1 Component .................................................................................................................... 108
4.13 B323 air flow meter .......................................................................................................... 109
4.13.1 Component .................................................................................................................... 109
4.14 B623 charging pressure/temperature sensor ............................................................... 110
4.14.1 Component .................................................................................................................... 110
4.15 B694 charging pressure/temperature sensor, low temperature ................................. 111
4.15.1 Component .................................................................................................................... 111
4.16 B123 charge air temperature sensor .............................................................................. 112
4.16.1 Component .................................................................................................................... 112
4.17 B124 coolant temperature sensor .................................................................................. 113
4.17.1 Component .................................................................................................................... 113

CONTENTS
4.18 B1049 coolant temperature sensor, low temperature .................................................. 114

4.18.1 Component .................................................................................................................... 114
4.19 B696 EGR temperature sensor ....................................................................................... 115
4.19.1 Component .................................................................................................................... 115
4.20 B561 exhaust gas temperature sensor upstream of filter............................................ 116
4.20.1 Component .................................................................................................................... 116
4.21 B562 exhaust gas temperature sensor downstream of filter....................................... 117
4.21.1 Component .................................................................................................................... 117
4.22 B634 exhaust gas temperature sensor downstream of SCR catalytic converter ...... 118
4.22.1 Component .................................................................................................................... 118
4.23 A1191 exhaust gas thermocouples ................................................................................ 119
4.23.1 Component .................................................................................................................... 119
4.24 B673 E-EGR cylinder displacement sensor .................................................................. 120
4.24.1 Component .................................................................................................................... 120
4.25 Y458 E-EGR proportional valve ...................................................................................... 121
4.25.1 Component .................................................................................................................... 121
4.26 M289 EGR servomotor ..................................................................................................... 122
4.26.1 Component .................................................................................................................... 122
4.27 M119 throttle valve actuator ............................................................................................ 123
4.27.1 Component .................................................................................................................... 123
4.28 B695 exhaust gas differential pressure/relative pressure sensor .............................. 124
4.28.1 Component .................................................................................................................... 124
4.29 B322 lambda probe .......................................................................................................... 125
4.29.1 Component .................................................................................................................... 125
4.30 Y340 turbo charger 1 pulse valve ................................................................................... 126
4.30.1 Component .................................................................................................................... 126
4.31 Y493 turbo charger 2 pulse valve ................................................................................... 127
4.31.1 Component .................................................................................................................... 127
4.32 A1273 Fluidtronic ............................................................................................................. 128
4.32.1 Component .................................................................................................................... 128
4.33 Y460 E-EGR/EVBec shut-off valve.................................................................................. 129
4.33.1 Component .................................................................................................................... 129
4.34 Y496 shut-off/pressure-reducing valve, low temperature ............................................ 130
4.34.1 Component .................................................................................................................... 130
4.35 Y355 EVB module ............................................................................................................. 131
4.35.1 Component .................................................................................................................... 131
4.36 A808 AdBlue supply module ........................................................................................... 132
4.36.1 Component .................................................................................................................... 132
4.37 Y437 coolant solenoid valve ........................................................................................... 133
4.37.1 Component .................................................................................................................... 133
4.38 A1192 AdBlue combination sensor ................................................................................ 134
4.38.1 Component .................................................................................................................... 134

CONTENTS
4.39 B1055 NOx sensor I, untreated emissions .................................................................... 135

4.39.1 Component .................................................................................................................... 135
4.40 B994 NOx sensor II OBD ................................................................................................. 136
4.40.1 Component .................................................................................................................... 136
4.41 A1154 electronic relay for flame-start system .............................................................. 137
4.41.1 Component .................................................................................................................... 137
4.42 A968 fan clutch with speed sensor ................................................................................ 138
4.42.1 Component .................................................................................................................... 138
4.43 A1081 proportional valve HCI ......................................................................................... 139
4.43.1 Component .................................................................................................................... 139
5 DIAGNOSIS with MAN-cats® II ................................................................................................. 140
5.1 General .............................................................................................................................. 140
5.1.1 Diagnostic socket HD-OBD (X200) ................................................................................ 140
5.1.2 Pin assignment .............................................................................................................. 140
5.1.3 Fault storage .................................................................................................................. 141
5.1.4 Diagnostic codes ............................................................................................................ 141
5.2 Test step list, EDC17 truck .............................................................................................. 142
5.3 Test step list, EDC17 bus/coach ..................................................................................... 146
5.4 MAN-cats® II diagnostic memory .................................................................................... 150
5.4.1 Status displays, FMI (Failure Mode Identification) ......................................................... 150
5.5 Troubleshooting in the CAN network for D08 engines ................................................ 151
5.6 Troubleshooting in the CAN network for D20/D26 engines ......................................... 157
5.7 Troubleshooting with MAN-cats® II ................................................................................ 164
5.7.1 Monitoring ...................................................................................................................... 164
5.7.1.1 Temperatures ................................................................................................................. 164
5.7.1.2 Pressures ....................................................................................................................... 166
5.7.1.3 Rail control ..................................................................................................................... 167
5.7.1.4 Engine speeds ............................................................................................................... 169
5.7.1.5 Engine values ................................................................................................................ 171
5.7.1.6 Cylinder .......................................................................................................................... 173
5.7.1.7 Status information .......................................................................................................... 174
5.7.1.8 PTM messages/requirements ........................................................................................ 176
5.7.1.9 Charge air pressure governing system .......................................................................... 178
5.7.1.10 Particulate filter .............................................................................................................. 179
5.7.1.11 Exhaust gas temperatures/pressures ............................................................................ 182
5.7.1.12 SCR................................................................................................................................ 184
5.7.1.13 Exhaust gas recirculation ............................................................................................... 185
5.7.1.14 Lambda values ............................................................................................................... 187
5.7.1.15 Freely definable monitoring............................................................................................ 189
5.7.2 Actuator test ................................................................................................................... 190
5.7.3 Compression test ........................................................................................................... 191
5.7.4 Rev-up test ..................................................................................................................... 193
5.7.5 Cylinder shut-off test ...................................................................................................... 197
5.7.6 High-pressure test.......................................................................................................... 198
5.7.7 DLR injector test ............................................................................................................ 199
5.7.8 Pressure-limiting valve open test ................................................................................... 200
5.7.9 Particulate filter reset routines ....................................................................................... 201
5.7.10 Particulate filter service regeneration ............................................................................ 202
5.7.11 HCI system test .............................................................................................................. 204
5.7.12 Reset acquired values for particulate filter pressure differential sensor ........................ 206
5.7.13 Reset acquired values for pressure-limiting valve ......................................................... 207
5.7.14 Reset AdBlue fluid plausibility check ............................................................................. 208
5.7.15 Injection quantity adjustment (IQA) ................................................................................ 209
5.7.16 Injection quantity adjustment (IQA), read-only............................................................... 211

CONTENTS
6 CIRCUIT DIAGRAMS ................................................................................................................. 212

6.1 Brief overview plans ........................................................................................................ 212
6.1.1 Brief overview plan, EDC17 electrics, engine D0836 LOH ............................................ 212
6.1.2 Brief overview plan, EDC17 electrics, engine D20/D26, page 1 ................................... 214
6.1.3 Brief overview plan, EDC17 electrics, engine D20/D26, page 2 ................................... 216
6.1.4 Brief overview plan, fuel, engine D20/D26..................................................................... 218
6.1.5 Brief overview plan, fuel, engine D08 with HCI.............................................................. 220

LIST OF ABBREVIATIONS
ABBREVIATIONS
A
A Acceleration
ABE General operating permit
ABS Anti-lock braking system
ABV Automatic anti-lock braking system
AC Air-conditioning system
ACC Adaptive Cruise Control
ACK Acknowledge
ADC Analogue-digital converter
ADR European Agreement concerning the International Carriage of Dangerous Goods by Road
AGB Automatic speed limiter
AGND Analogue ground
AGR Exhaust gas recirculation (EGR)
AHK Trailer coupling
AHV Trailer brake valve
ALB Automatic load-dependent brake force regulation
ALM Axle load monitoring
AMA Antenna mast system
AMR Anisotropic magneto-resistive
ANH Trailer/semitrailer
ANS Automatic shift into neutral
AS Automatic gearbox
ASD Trailer socket
ASM Trailer control module
ASR Anti-spin regulator
ASV Trailer control valve
ATC Automatic temperature control
ATF Automatic transmission fluid (automatic gearbox oil)
AU Exhaust-gas inspection
AV Exhaust valve
AVS Automatic preselection system
B
BA Operator's Manual
BR Brake resistance
BBA Service brake system
BBV Service brake valve
BG Operating unit
BHTC Behr Hella Thermocontrol
BITE Built-in test
BKR Brake force regulator
BNLW Vehicle electrical system voltage converter
BUGH Front heater
BV Backup valve
BVA Brake lining wear display
BVS Brake lining wear sensor
BVV Brake lining wear sensor – supply
BW German Army
BWG Braking value sensor
BZ Brake cylinder(s)
C
CAN CAN Controller Area Network (data bus system with bit-serial data transfer)
CAN-H CAN-High data line
CAN-L CAN-Low data line
CATS Computer-assisted testing and diagnostic system
CBU Central brake unit
CDC Continuous damping control
CCVS Cruise control vehicle speed
CKD Completely knocked down
CNG Compressed natural gas

CPU Central processing unit (central computer)

CRT Continuously regenerating trap (exhaust silencer, oxidising catalytic converter, diesel particulate
filter)
CRC Cyclic redundancy check
CS Comfort shift
D
DAHL Roof ventilator
DBR Continuous brake relay
DCU Dosing control unit (AdBlue metering)
DF Speed sensor
DFÜ Data communication
DIA Diagnostics and information display
DIAG Complete vehicle diagnostics
DIAG – MUX Complete vehicle diagnostics – multiplex central computer (bus/coach only)
DIAK Diagnostics, communication line
DIAL Diagnostics, L line (response line)
DIAR Diagnostics, further response
DICO Digital input controller
DIN German Institute for Standardization
DKE Throttle valve increase (ASR regulation)
DKH Roof duct heating
DKL Roof flaps
DKR Throttle valve reduction (reduction request from ASR to EDC/EMS)
DKV Throttle valve setpoint (load sensor signal from EDC/EMS pedal-travel sensor)
DLB Compressed-air brake system
DM Diagnostic message
DNR Drive Neutral Reverse (multi-function switch for automatic)
DPF Diesel particulate filter
DRM Axle modulator
DRS Yaw rate sensor
DS Pressure sensor
DSV Pressure control valve
DTC Diagnostic trouble code (OBD diagnostic code)
DTCO Digital tachograph
DV Throttle valve
DWA Anti-theft warning system
DZG Speed sensor
DZM Rev counter
E
E-AGR Position-controlled exhaust gas recirculation (E-EGR)
EBS Electronic brake system
ECAM Electronically controlled air management
ECAS Electronically controlled air suspension
ECE Emergency shut-off according to ECE 36
ECU Electronic control unit
EDC Electronic diesel control
EDC S Electronic diesel control slave
EDM Electronic diesel consumption measuring system
EDR Maximum-speed governor
EEC Electronic engine controller
EEPROM Electrically Erasable Programmable Read Only Memory
EFR Electronic running gear control
EFS Electric driver's seat
EHAB Electrohydraulic shut-off device
EHLA Electrohydraulic steering system
ELAB Electrical shut-off device
ELF Electronically controlled air suspension (ECAS)
EMP Name of the manufacturer of the coolant pump
EMU Energy Management Unit
EMS Electronic engine control
EMV Electromagnetic compatibility (EMC)

EOBD European on-board diagnosis

EOL End of line (programming)
EP Injection pump
ER Engine retarder (engine brake)
ESAC Electronic shock absorber control
ESP Electronic stability program
ESR Electronic roller sunblind
EST Electronic control unit
EV Inlet valve
EVB Exhaust valve brake
F
FAP Driver's workplace
FAQ Frequently asked questions
FBA Parking brake system
FBM Footbrake module
FDR Ride dynamics control
FDF Vehicle data file
FFR Vehicle management computer
FGB Road speed limiter
FGR Cruise control
FHS Cab
FIN Vehicle identifier (17 digits)
FM Vehicle management
FMI Failure mode identification (fault type)
FMS Fleet management standard (manufacturer-independent telematics standard)
FMR Vehicle engine control
FOC Front omnibus chassis (bus/coach chassis with front-mounted engine)
FSCH Windscreen heating
FSG Tracks for difficult terrain
FSH Window mirror heater
FTW Driver's partition
FUNK Radio installation
FZA Destination system
FZNR Vehicle production number (7 digits)
G
GDK Regulated diesel catalytic converter
GEN Alternator
GET Gearbox
GGVS European Agreement concerning the International Carriage of Dangerous Goods by Road
(ADR)
GZK DC intermediate circuit
GND Ground
GP Gearbox planetary group (range-change group)
GS Gearbox control
GV Gearbox splitter box
H
HA Rear axle (RA)
HBA Secondary braking system
HD-OBD Heavy duty on-board diagnosis
HCI Hydrocarbon injection (diesel metering system for active regeneration of particulate filters)
HDS Urea metering system
HGB Maximum speed limitation
HGS Hydraulic gearshift
HLUE Hydrostatic fan
HOC Rear bus/coach chassis (bus/coach chassis with rear engine)
HSS Highside switch
HST Main control panel
HU Main inspection
HVSV High-voltage distributor
HYD Hydronic auxiliary heater

HYDRIVE Hydrostatic front-axle drive

HYDRO MAN HydroDrive
HVA Hydrostatic front-axle drive
Hz Hertz (cycle/period per sec)
HZA Stop signal system
HZG Auxiliary speed sensor
I
IBEL Interior lighting
IBIS Integrated on-board information system
IC Integrated circuit
ICOM VDO-specific data bus
ID Identification
IGBT Insulated-gate bipolar transistor
IMR Integrated mechanical relay (start control)
INA Information display (e.g. check lamp)
INST Combined instrument
IR Individual regulation (ABS)
IRM Individual regulation modified (ABS)
ISO International Organization for Standardization
IWZ Incremental angle and time measurement system
K
KBZ Combination brake cylinder
KFH Fuel filter heating
KITAS Kienzle intelligent tachograph sensor
KLI Air-conditioning system
KNEEL Kneeling
KSM Customer-specific control module (control unit for external data exchange)
KSW Customer special request
KWP Key word protocol (protocol for diagnostics with MAN-cats KWP 2000)
L
LBH Air tank
LCD Liquid crystal display
LDA Charging pressure-dependent full-load stop
LDF Charging pressure sensor
LDS Air suspension damper system
LED Light emitting diode
LF Air suspension
LGS Lane Guard System
LHP Emergency steering pump
LIN Local Interconnect Network (data bus system)
LL Idling speed
LLA Idling speed increase
LLR Idling speed control
LNA Steered trailing axle
LNG Liquefied natural gas
LOE Steering oil monitoring
LPG Liquefied petroleum gas
LSVA Heavy vehicle fee (HVF)
LWR Headlight beam regulator
LWS Steering angle sensor
M
M-TCO Modular EU tachograph
MAB Solenoid valve stop (engine shut-off via high-pressure solenoid valve in the injection pump)
MAN- cats MAN-computer-assisted testing and diagnostic system
MAR Solenoid valve stop relay (redundant engine shut-off relay)
MCB Main control board
MDB Engine speed range
MES Flow regulator
MFL Multi-function steering wheel

MIL Malfunction indicator lamp (OBD fault lamp)

ML Midline
MMI Man-machine interface
MOTB Engine brake
MP MP box (cable duct at engine block)
MR Engine regulator – ASR
MSG EDC control unit
MTGW Engine driveline gateway
MUX Multiplex central computer (bus/coach only)
MV Solenoid valve
MZ Diaphragm brake cylinder
N
N Speed
NA Power take-off (PTO)
NBF Needle movement sensor
NES New electronics structure
NFZ Commercial vehicle
NLA Trailing axle (TA)
NOx Nitrogen oxides
NSL Rear fog lamp
NSW Fog lights
O
OBD On-board diagnosis
OBDU On-board diagnostic unit (subsystem of the central on-board computer)
OC Occurrence count (error frequency counter)
OEAB Oil separator
OENF Oil top-up
P
p Pressure
P Powertrain (driveline)
PBM Pulse breadth modulation (pulse-width modulated signal, see also PWM)
P-Code Powertrain code (powertrain/driveline diagnostic code)
PDF Diesel particulate filter
PLM Programmable logic module
PM-Kat PM catalytic converter
PSC Pneumatic supply controller – replacement for ECAM
PSG Pump control unit (EDC)
PTM Power Train Manager (replacement for vehicle management computer)
PTO Power take-off
PWG Pedal-travel sensor
PWM Pulse width modulation (pulse-width-modulated signal, see also PBM)
R
RA Repair manual
RAH Cab heating
RAM Random Access Memory (volatile read/write memory)
RAS Rear axle steering (steered rear axle)
RAS-EC Rear axle steering, electronically controlled (electronically controlled steered rear axle)
RDRA Tyre pressure control system
RDS Radio Data System
RET Retarder
RET P Primary retarder
RET S Secondary retarder
RKL Revolving beacon
RKS Tyre monitoring system – replaced by TPM
RLV Relay valve
RME Rape methyl ester (biodiesel)
ROM Read-only memory

S
SA Optional equipment
SAE Society of Automotive Engineers
SAMT Semi-automatic mechanical transmission
SB Service outlet
SBW-RA Steer by wire rear axle (electronically controlled steered trailing axle)
SCR Selective Catalytic Reduction
sec Second
SER Standard
SG Control unit (CU)
SH Select high control (ABS)
SKD Semi knocked down
SL Select low control (ABS)
SML Side marker lights
SPI Serial peripheral interface
SPN Suspect parameter number
SRE Stoneridge Electronics
SSG Standard control unit (heater unit, air conditioner)
STA Engine start/STOP
SWR Headlight cleaning system
T
T Time
TBM On-board telematics module
TC Traction control (anti-spin regulator)
TCM Trailer control module
TCO Tachograph (MTCO, DTCO, TSU, etc.)
TCU Transmission control unit
TEPS Twin electronic platform systems (bus/coach only)
TGA Trucknology Generation A
TGL Trucknology Generation Light
TGM Trucknology Generation Mid
TGS Trucknology Generation S
TGX Trucknology Generation X
TKU Technical customer document
TMC Traffic Message Channel
TPM Tyre pressure module
TRS Technical guideline for roads
TSC Torque speed control (brake torque)
TSU Tachograph simulating unit (for vehicles without MTCO/DTCO)
TUER Door control
U
UBat Battery voltage
UCM UltraCap Management
UCS UltraCap System
UDF Conversion data file
UDS Accident data memory
V
v Speed
VA Front axle (FA)
VAC AC voltage
VDC DC voltage
VDF Vehicle data file
VG Transfer case OR in accordance with defence equipment standards
VIN Vehicle identifier
VLA Leading axle (LA)
VSM Transfer case lock management

W
WA Maintenance instructions
WAB Water trap
WaPu Coolant pump, intarder
WERI Inverter
WLE Swap body unit
WR Warning relay
WS Displacement sensor
WSK Converter-clutch unit
Z
z Braking
ZBR Central on-board computer
ZBRO Central on-board computer, bus/coach
ZDR Intermediate speed control
ZE Central electrical system
ZFR Additional vehicle computer
ZR Central computer
ZS Central lubrication system
ZUSH Auxiliary heater
ZWS Time-based maintenance system
λ Slip
μ Coefficient of friction
μC Microcontroller (microprocessor)

INTRODUCTION
1 INTRODUCTION
1.1 Safety instructions
General
Only trained personnel are permitted to perform operating, maintenance or repair work on trucks and
buses/coaches.
The following sections include summaries of important regulations listed according to major topics. These must
be observed, in order to avoid accidents which could lead to injury, damage and environmental pollution. They
constitute only a short extract from the numerous accident prevention guidelines. Of course, all other safety
regulations must be followed and the necessary measures must be taken.
Additional references to danger are contained in the instructions at points where there is a potential danger.
Accidents may happen in spite of all precautionary measures having been taken. In such an eventuality, obtain
immediate medical assistance from a doctor. This is particularly important if the accident involves skin contact
with corrosive acid, fuel penetration under the skin, scalding by hot oil, antifreeze spraying into eyes, crushing
limbs, etc.
1. Regulations for preventing accidents leading to injury to personnel
During checking, setting and repair work:

– Secure units during their removal.
– Support the frame when working on the air or spring suspension system.
– Keep units, ladders, stairs, steps and the surrounding area free from grease.
– Do not use any tools that are not in perfect condition.
– Only authorised technical personnel are entitled to perform inspection, adjustment and repair work.
Working on the brake system

– Please use a dust extraction device if dust is released during work on the brake system.
– Perform visual, functional and effectiveness checks on the brake system after carrying out any work on it
whatsoever. These safety inspection checks (SP) must be made in accordance with the relevant statutory
regulations governing special brake inspections.
– Use a suitable test system (e.g. MAN-cats) to check the function of ABS/ASR systems.
– Collect any escaping brake fluid.
– Brake fluid is poisonous! Do not allow it to come into contact with food or open wounds.
– Treat hydraulic fluid/brake fluid as hazardous waste!
Comply with the safety regulations for preventing environmental pollution.
Working on vehicles with a compressed natural gas (CNG) system

– Vehicles with a defective compressed natural gas system may not be brought into the workshop. This also
applies to vehicles whose engines cannot be switched off by automatic emptying of the supply lines.
– When working on vehicles with a compressed natural gas system, set up a gas warning device above the
vehicle roof and in the engine compartment above the pressure governor. Further gas warning devices must
be carried by the persons working on the vehicle.
– Smoking is not allowed in working areas in which work on vehicles with compressed natural gas systems is
carried out. All sources of ignition must be removed from these areas.
– Before carrying out welding, the gas tanks must be removed and the gas-carrying lines must be flushed with
inert gas. An inert gas is a gas that is poorly reactive – that is, it does not undergo chemical reactions under a
set of given conditions. Inert gases are used as protective gases for explosion prevention.
– Gas tanks must not be subjected to temperatures in excess of 60°C in painting or drying booths. If
temperatures exceed this value, the gas tanks must be removed or degassed and flushed with inert gas (e.g.
nitrogen). Furthermore, gas-carrying lines must be flushed with inert gas.
Working on the compressed natural gas (CNG) system

– Work on the compressed natural gas system may only be carried out by persons who have been specifically
trained to do so.
– The working area for the compressed natural gas system must be equipped with an adequate ventilation
system. The ventilation system must replace the air in the room with new air at least three times per hour.

INTRODUCTION
– After following the prescribed procedures when replacing standard-fit components of the compressed natural
gas system, check the assembly points for leaks. Perform these checks using a leak indicator spray or a gas
warning device.
Operating the engine

– Only authorised personnel are permitted to start and operate the engine.
– Do not get too close to the moving parts of a running engine and do not wear baggy clothing. Use an extractor
system in enclosed spaces.
– Risk of burning when working on engines at operating temperature.
– Danger of scalding when opening the hot cooling circuit.
Suspended loads
– Persons may not stand or walk underneath suspended loads.
– Only use suitable and technically flawless hoists and lifting gear with sufficient load capacity.
Bodies and special bodies

– Comply with the safety instructions and regulations issued by the body manufacturer in question if bodies or
special bodies are fitted.
Working on high-pressure lines

– Do not attempt to tighten, loosen or open pipes and hoses (e.g. in the lubrication circuit, coolant circuit and
hydraulic oil circuit) whilst they are pressurised:
Risk of injury from liquids escaping under pressure.
Testing injection nozzles

– Please wear the relevant protective equipment.
– Keep all body parts away from the jet of fuel when checking the injector nozzles.
– Do not breathe in fuel vapour, ensure sufficient ventilation.
Working on the vehicle electrical system

– Do not disconnect the batteries whilst the engine is running!
– Always disconnect the batteries when working on vehicle electronics, the central electrical system, alternators
and starters. Disconnect the negative terminal first when disconnecting the battery. Connect the positive
terminal first when connecting.
– Use only suitable test lines or test adapters to measure at plug connectors.
– If you expect temperatures in excess of 80°C (e.g. in the dryer after painting), set the main battery switch to
"OFF" and then remove the control units.
– The frame is not intended for use as a ground return. If attachments are to be fitted to the vehicle (e.g. a
wheelchair lift), additional ground cables with an adequate cross-section must also be installed. Otherwise the
ground connection may be created along wire cables, cable harnesses, gearbox shafts, gears, etc. Severe
damage could result.
Warning: battery gases are explosive!

– Oxyhydrogen gas may form in enclosed battery boxes. Take particular care after long journeys and after
charging the batteries with a battery charger.
– When the batteries are disconnected, the gas may be ignited by sparks produced by continuously operating
consumers, tachographs, etc. that cannot be switched off. Blow compressed air through the battery box
before disconnecting the batteries.
– Only tow-start a vehicle if the batteries are connected. Tow-start vehicles only if the check lamps light up
brightly, but there is insufficient battery power to start the vehicle.
Do not use a boost-charger to jump-start the vehicle!
– Always disconnect the positive and negative leads before boost-charging and charging batteries!
– Do not boost-charge lead gel and maintenance-free batteries (not for "maintenance-free according to DIN");
maximum loading capacity is 10% of the stated capacity of each battery. Parallel connections increase
capacity according to the number of batteries connected in parallel.
– Risk of short-circuit if batteries have been incorrectly connected.
– Do not place any metal objects (keys, pliers, etc.) on the batteries otherwise there may be a short-circuit at the
terminals. Risk of short-circuit.
– Disconnect the batteries and recharge them every 4 weeks if the vehicle is not in use over a prolonged period
of time.

INTRODUCTION
Caution! Battery acid is poisonous and corrosive!

– Wear suitable protective clothing (gloves) when handling batteries.
Do not tip or tilt batteries as acid may emerge. Do not tip or tilt gel batteries either.
– Only measure voltage with suitable measuring devices! The input resistance of a measuring device should be
at least 10 MΩ.
– Connect/disconnect the plug connectors of electrical control units only when the ignition is switched off.
Electric welding
– Connect the "ANTIZAP SERVICE SENTRY" protection device (MAN item number 80.78010.0002) as
described in the instructions accompanying the device.
– If this device is not available, disconnect the batteries and securely connect the positive cable to the negative
cable in order to make a conductive connection.
– The manually operated main battery switch is in the driving mode position. With an electronic main battery
switch, bypass "negative" at the power relay contacts (jumper cable > 1 mm2) and bypass "positive" at the
power relay contacts. Also switch on numerous power consumers, such as: starter switch (ignition) in driving
mode position, hazard warning system switch "on", lighting switch in position "low-beam headlights on", fan
ventilation to "maximum". The more consumers are switched on, the higher the protection.
When welding is complete, first switch off all consumers and remove all jumpered connections (reset to
original condition) before connecting the batteries.
– Always ground the welding equipment as close as possible to the welding area. Do not route the welding
equipment cable parallel to the electrical cables in the vehicle.
Work on plastic tubes – risk of damage and fire

– Plastic tubes must not be subjected to mechanical or thermal load.
Painting work
– During painting work, electronic components may only be exposed to high temperatures (max. 95°C) for short
periods; a period of up to approx. 2 hours is permissible at 85°C; disconnect the batteries.
Do not paint the bolt connections of the high-pressure section of the injection system. Danger of ingress of dirt
when repair work is carried out.
Working with a tilted cab

– Keep the tilting area in front of the cab clear.
– Stay out of the area between the cab and the chassis while the cab is being tilted, as this is a danger zone.
– Always tilt the cab over the tipping point or secure the cab with a prop.
Working on the air conditioning system

– Refrigerant fluids and vapours represent a health hazard; avoid contact and protect eyes and hands.
– Do not drain gaseous refrigerants in enclosed areas.
– Never mix CFC-free refrigerant R 134a with R 12 (CFC) refrigerant.
– Dispose of refrigerant according to instructions.
Working on airbag or belt pretensioner units

– Work on airbags or belt pretensioner units must only be performed by personnel that can provide proof of a
specialist course at the MAN Service Academy.
– Mechanical loads, impacts, heating to over 140°C, electrical pulses and electrostatic discharge may trigger
unwanted ignition of the airbag or belt pretensioner units.
– Hot gases are released explosively when the airbag or belt pretensioner units are triggered. Airbag or belt
pretensioner units that are not fitted may be catapulted around uncontrollably. This represents a risk of injury
to persons in or near the cab.
– Risk of burning when touching the hot surfaces after the airbag has been triggered.
– Do not open a triggered airbag or air cushion.
– Do not touch a triggered airbag with a destroyed air cushion with your bare hands. Wear protective gloves
made of nitrile rubber.
– Before performing any work and inspections on the airbag or belt pretensioner units, or working on the vehicle
where impacts are likely, it is necessary to switch off the ignition, remove the key from the ignition lock,
disconnect the ground cable from the battery and disconnect the plug connector for the airbag and belt
pretensioner power supply.
– Fit the driver airbag restraint system, MAN item number 81.66900-6035, to the airbag steering wheel as
instructed in the Operator's Manual.
– Only perform inspections on airbag and belt pretensioner units with devices specifically intended for this
purpose. Do not use inspection lamps, voltmeters or resistance meters.

INTRODUCTION
– After having finished all work and inspections, switch off the ignition first, then connect the plug connector(s)
for the airbag and belt pretensioner and, as a last step, connect the battery. Ensure that there is no one in the
cab when doing this.
– Airbag units must always be set down individually, with the impact cushion facing up.
– Do not apply grease or cleaning agents to airbags and belt pretensioners.
– Store and transport airbag and belt pretensioner units in their original packaging only. It is not permitted to
transport them inside the passenger area.
– Airbag and belt pretensioner units may only be stored in storage areas that can be locked; and up to a
maximum of 200 kg.
Working on the independent heating

– It is necessary to switch off the heater unit and allow all hot components to cool down before beginning work.
– Ensure that suitable collecting containers are available and that no sources of ignition are present when
working on the fuel system.
– Keep suitable fire extinguishing equipment nearby and within easy reach!
– The heater unit must not be operated in enclosed areas such as garages or workshops without an extractor
system.
2. Guidelines for preventing damage and premature wear on units
General
– Units are only built for the purpose designated in the scope of delivery (according to their intended use), which
is defined by the device manufacturer: Any other use is classified as not in accordance with the designated
use. The manufacturer does not assume liability for any damage resulting from this. Any other use is carried
out at user's risk only.
– The intended use also includes compliance with the operating, maintenance and repair conditions defined by
the manufacturer.
– The unit must only be used, maintained and repaired by personnel who are acquainted with it and have been
instructed about any potential danger.
– The manufacturer does not assume any liability for damage resulting from unauthorised modifications to the
engine.
– Manipulation of the injection and control system may also affect the performance and exhaust-gas values of
the unit. Compliance with legal environmental regulations would then no longer be guaranteed.
– Should faults occur during operation, the cause must be determined and rectified immediately.
– Thoroughly clean the units prior to repair work and ensure that all openings where the ingress of dirt could
cause functional or safety issues are sealed.
– Never run units dry, i.e. always make sure that they have been filled with lubricating oil before running them.
– Never run engines that have not been filled with coolant beforehand.
– Use a suitable information sign to clearly indicate units that are not ready to be operated.
– Use service products only in accordance with MAN service product recommendations; otherwise the
manufacturer's warranty is rendered void.
You can find approved products on the Internet at: https://my.man-mn.com/portal/irj/asp.
– Comply with the specified service intervals.
– Do not fill engine/gearbox oil above the maximum level mark. Do not exceed the maximum permitted
operational tilt.
– The special measures described in MAN Works Standard M 3069 Part 3 are necessary if buses/coaches or
trucks are to be withdrawn from service or held in storage for longer than 3 months.
3. Limited liability for spare parts and accessories
General
Use only accessories expressly approved by MAN Truck & Bus AG and MAN genuine parts for your
MAN vehicle. MAN Truck & Bus AG does not assume any liability for any other products.
4. Regulations for avoiding injury and environmental contamination
Health protection precautions

Avoid extended, excessive or repeated skin contact with service products, process materials, diluting agents
and solvents. Protect your skin using a suitable skin protection agent or protective gloves. Do not use any
service products, process materials, diluting agents or solvents to clean your skin. Apply a moisturising skin
cream after cleaning your skin.

INTRODUCTION
Service products and process materials

Do not use any containers intended for food or beverages to drain and store service products or process
materials. Please observe instructions issued by the relevant local authority on the disposal of service products
and process materials.
Coolant
Treat undiluted antifreeze as hazardous waste. Follow the instructions issued by the relevant local authority
when disposing of used coolant (mixture of antifreeze and water).
Cleaning the cooling circuit

Do not pour cleaning fluids and rinsing water down the drain if this practice is restricted by specific local
regulations. However, the cleaning fluid and rinsing water must, in all cases, be passed through an oil separator
with a sludge trap.
Cleaning the filter insert

When blowing compressed air through the filter insert, make sure the filter dust is collected by an extractor
system, or is blown into a dust collection bag. Otherwise, use a respiratory protection mask. Wear rubber gloves
or use a skin barrier hand cream when washing out the insert, because cleaning agents have aggressive
grease-dissolving characteristics.
Engine/gearbox oil, filter cartridges, inserts and box-type filters, desiccant cartridges
Filter inserts, cartridges and box-type filters (oil and fuel filters, desiccant cartridges for the air dryer) are
classified as hazardous waste materials. Please observe instructions issued by the relevant local authority on
the disposal of the parts mentioned above.
Used engine/gearbox oil

Lengthy or repeated skin contact with any type of engine/gearbox oil removes grease from the skin. This can
cause dry skin, irritation or skin inflammation. In addition to these hazards, used engine oil contains hazardous
materials which can cause dangerous skin diseases. It is particularly important to wear gloves during an oil
change.
Handling AdBlue®
AdBlue® is a synthetically produced 32.5% urea-water solution used as an NOx reduction additive for diesel
engines with an SCR catalytic converter. AdBlue® is not a hazardous material. However, it breaks down into
ammonium hydroxide and carbon dioxide during storage. For this reason, AdBlue® is classified in Germany as
water-polluting (WGK 1, water pollution class 1) and must not come in contact with waste water or seep into the
ground. Ensure good ventilation of the work place when working on the AdBlue® system and do not eat, drink
or smoke. Avoid skin and eye contact with AdBlue®, thoroughly wash your hands and apply skin protection
agent before taking breaks or finishing work. In the event of skin contact with AdBlue®, rinse skin with water and
a skin cleaning agent and remove any soiled clothing immediately. Please seek medical advice in the event of
skin irritation. If AdBlue® comes into contact with the eyes, rinse eyes with water or eye bath solution for at least
10 minutes with the eyelids open, ensuring that contact lenses (if fitted) are removed beforehand. If problems
persist, seek medical assistance. Seek medical advice immediately if AdBlue® has been swallowed. Store
AdBlue® containers in fluid-tight collecting chambers at storage temperatures of no more than 25°C. Absorb
leaked or spilt AdBlue® with binding agents and dispose of this according to the regulations.
5. Information for working on the Common Rail system
General
– Fuel jets can cut through the skin. There is a fire risk due to atomisation
of the fuel.
– Never undo the bolt connections on the high fuel pressure side of the Common Rail system when the
engine is running (high-pressure line from the high pressure pump to the rail, at the rail and on the cylinder
head to the fuel injector).
When the engine is running, the lines are under a constant fuel pressure in excess of 1800 bar. Wait for at
least one minute before undoing bolt connections to allow the pressure to drop. If necessary, check that the
pressure has dropped in the rail with MAN-cats.
– Do not remain in the vicinity of the engine when it is running.
– Do not touch live parts at the electrical connection of the fuel injectors when the engine is running.
– Any change to the original wiring may lead to the limit values of the heart pacemaker regulations being
exceeded, e.g. untwisted injector wiring or insertion of a break box (bushing box).
– Vehicle operators and persons with heart pacemakers are not at risk from systems with MAN Common Rail
engines in approved operation.

INTRODUCTION
– Fuel jets can cut through the skin. There is a fire risk due to atomisation of the fuel.
– Never undo the bolt connections on the high fuel pressure side of the Common Rail system when the engine
is running (injector line from the high pressure pump to the rail, at the rail and on the cylinder head to the fuel
injector).
– Do not remain in the vicinity of the engine when it is running.
– When the engine is running, the lines are under a constant fuel pressure in excess of 1800 bar.
– Wait for at least one minute before undoing bolt connections to allow the pressure to drop.
– If necessary, check that the pressure has dropped in the rail with MAN-cats.
– Do not touch live parts at the electrical connection of the fuel injectors when the engine is running.
Information for people with pacemakers

– Any change to the original engine wiring may lead to the limit values of the
heart pacemaker regulations being exceeded, e.g. untwisted injector wiring or insertion of a break box
(bushing box).
– There is no danger to the driver or any passengers with pacemakers, in approved operation.
– Vehicle operators with heart pacemakers are not at risk from systems with MAN Common Rail engines in
approved operation.
– The product in original condition complies with all the currently known limit values for heart pacemakers.
Risk of damage due to ingress of dirt

– Components of the diesel injection system are made of high precision parts that are subjected to extreme
loads. Due to the highly precise nature of this technology, all work on the fuel system requires the highest
possible degree of cleanliness.
– Even dirt particles over 0.2 mm can cause component failure.
Before starting work on the clean side

– Clean the engine and engine compartment while the fuel system is still closed off; when doing so, do not use
a powerful jet to clean the electrical components.
– Drive the vehicle into a clean area of the workshop in which no work is performed that could swirl up dust
(grinding or welding work, brake repairs, brake and power testing, etc.).
– Avoid air movements (possible swirling up of dust through starting of engines, workshop ventilation/heating,
draughts, etc.).
– The area of the still closed fuel system must be cleaned and dried by means of compressed air.
– Remove loose dirt particles such as paint flakes and insulating material with a suitable suction device
(industrial vacuum cleaner).
– Cover areas of the engine compartment from which dirt particles could become detached, e.g. tilted cab,
engine compartment of bus/coach engines, with new and clean foil covering sheets.
– Before starting disassembly, wash your hands and put on a clean working overall.
After opening the clean side

– It is not permitted to use compressed air for cleaning.
– Loose dirt must be removed during assembly work using a suitable suction device (industrial vacuum cleaner).
– Only lint-free cleaning cloths may be used on the fuel system.
– Clean tools and working equipment before starting work.
– Only tools that are not damaged (e.g. cracked chromium plating) may be used.
– No materials such as cloths, cardboard or wood must be used when removing and fitting components, as
particles and fibres may become detached from such materials.
– If paint flakes should be produced when undoing connections (e.g. due to painting over the connections),
these must be carefully removed before the bolt connection is finally undone.
– The connection openings of all removed parts of the clean-side fuel system must be closed off immediately
with suitable caps.
– These sealing parts must remain packaged dust-tight until use and must be disposed after being used once.
– The components must then be stored carefully in a clean, closed container.
– Already used cleaning or test fluids must not be used for these components.
– New parts must only be taken out of the original packaging immediately before use.
– Work on removed components must be performed only at a workplace equipped for this purpose.
– If removed parts are shipped, always use the original packaging of the new part.
When performing work on bus/coach engines, it is essential that the following measures are also observed:
Risk of damage due to ingress of dirt

– Before opening the clean-side fuel system:
Clean the engine areas around the pressure sockets, fuel-injection lines, rail and cylinder head cover with
compressed air.

INTRODUCTION
– Remove the cylinder head cover and then clean the engine areas around the pressure sockets, fuel-injection
lines and rail once again.
– First only loosen the pressure pipe sockets:
Loosen the pressure pipe socket union nuts and unscrew four turns.
Lift the pressure pipe sockets with a special tool.
Reason: only fully remove the pressure pipe sockets when the fuel injectors have already been dismantled so
that no dirt can fall into the fuel injectors from above.
– Remove the injectors.
– After removal, rinse out the injectors with a cleaning fluid, making sure that the high-pressure connection hole
is facing downwards.
– Remove the pressure pipe socket; to do this, unscrew the pressure pipe socket union nut.
– Clean the injector bore in the cylinder head.
6. Limp-home program for units with electronic control units
General information
The units have an electronic control system that monitors itself (self-diagnostics) and the unit.
As soon as there is a malfunction, the malfunction is evaluated and one of the following measures is initiated:
– Output of a fault message with a diagnostic memory entry.

– Changeover to suitable, yet limited operation. Have malfunctions rectified by MAN Service immediately.
– The diagnostic memory entry is output directly in conjunction with MAN-cats.
7. Instructions for installation
Assembling piping
– Pipes must not be mechanically deformed during assembly work; risk of fracture.
Mounting gaskets
– Only use MAN genuine gaskets
– Make sure that the areas to be sealed are undamaged and clean.
– Do not use adhesive agents or sealing agents. If necessary, to facilitate installation, use a little grease to stick
the seal to the part to be mounted.
– Tighten the bolts evenly to the specified tightening torque.
Mounting O-rings
– Only use MAN genuine O-rings
– Make sure that the areas to be sealed are undamaged and clean.
Engine overhaul
– The engine's service life is influenced by a range of very different factors. For this reason, it is not possible to
state specific operating hours or mileage values for general overhauls.
– We are of the opinion that opening an engine or performing a general overhaul is not required, as long as the
engine has good compression values and the following operating values do not deviate considerably from
those determined at start-up:
– Charging pressure
– Exhaust gas temperature
– Coolant and lubricating oil temperature
– Oil pressure and oil consumption
– Smoke behaviour

INTRODUCTION
The following criteria have considerable influence on the engine's service life:
– Correct performance setting according to deployment
– Correct installation
– Approval of the installation by authorised personnel
– Regular maintenance according to the maintenance schedule
1.2 Type overview

This system description can be used for the following vehicles:
Note: This list is not intended to be exhaustive.
TGX TRUCK
Type Model designation Type Model designation

05X TGX 18.D20/D26 4X2 BLS 22X TGX 18.D20/D26 4X4H BL
06X TGX 18.D20/D26 4X2 BL 24X TGX 26.D20/D26 6X2/2, 6X2/4 BL
10X TGX 18.D20/D26 4X2 LL 26X TGX 26/33.D20/D26 6X4 BB
13X TGX 18.D20/D26 4X2 LLS-U 30X TGX 26/33.D20/D26 6X4 BL
15X TGX 18.D20/D26 4X2 LL-U 45X TGX 24.D20/D26 6X2-2 LL-U
21X TGX 26.D20/D26 6X2-2, 6X2-4 LL 89X TGX 28.D20/D26 6X2-2 BL
18X TGX 26.D20/D26 6X2-2, 6X2-4 BL 92X TGX 35.D20/D26 8X4-4 BL
TGS TRUCK

03S TGS 18.D20/D26 4X2 BB 49S TGS 32.D20/D26 8X4 BB
06S TGS 18.D20/D26 4X2 BL 52S TGS 18.D20/D26 4X4 BB
08S TGS 18.D20/D26 4X2 BL-TS 56S TGS 26/33.D20/D26 6X6 BB
10S TGS 18.D20/D26 4X2 LL 59S TGS 35.D20/D26 8X6H BL
13S TGS 18.D20/D26 4X2 LLS-U 70S TGS 26/33.D20/D26 6X6H BL
15S TGS 18.D20/D26 4X2 LL-U 71S TGS 28.D20/D26 6X4H-4 BL
18S TGS 26.D20/D26 6X2-2, 6X2-4 BL 73S TGS 35.D20/D26 8X4H-6 BL
21S TGS 26.D20/D26 6X2-2, 6X2-4 LL 74S TGS 28.D20/D26 6X2-4 BL
22S TGS 18.D20/D26 4X4H BL 80S TGS 18.D20/D26 4X4 BL
24S TGS 26.D20/D26 6X2/2, 6X2/4 BL 82S TGS 26/33.D20/D26 6X6 BL
26S TGS 26/33.D20/D26 6X4 BB 84S TGS 28.D20/D26 6X4-4 BL
30S TGS 26/33.D20/D26 6X4 BL 89S TGS 28.D20/D26 6X2-2 BL
35S TGS 26.D20/D26 6X4H-2, 6X4H-4 BL 90S TGS 35.D20/D26 8X2-4, 8X2-6 BL
37S TGS 35.D20/D26 8X4 BB 92S TGS 35.D20/D26 8X4-4 BL
39S TGS 41.D20/D26 8X4 BB 93S TGS 35/41.D20/D26 8X6 BB
41S TGS 32/35.D20/D26 8X4 BL 96S TGS 35/41.D20/D26 8X8 BB
45S TGS 24.D20/D26 6X2-2 LL-U

INTRODUCTION
TGL/TGM TRUCK

N03 TGL 8.D08 4X2 BB N18 TGM 18.D08 4X2 BL
N05 TGL 12.D08 4X2 BB N28 TGM 18.D08 4X2 LL
N08 TGM 18.D08 4X2 BB N38 TGM 18.D08 4X4 BB
N13 TGL 8.D08 4X2 BL N44 TGM 26.D08 6X2-4 LL
N15 TGL 12.D08 4X2 BL N46 TGM 26.D08 6X2-4 BL
N16 TGM 15.D08 4X2 BL N48 TGM 26.D08 6X4 BB
BUSES/COACHES AND CHASSIS

A20 LION'S CITY UE P12 STARLINER L
A21 LION'S CITY P14 CITYLINER
A22 NL 223/263/313 F P15 CITYLINER C
A23 LION'S CITY G P16 CITYLINER L
A24 NG 263/313 F P20 TOURLINER C
A26 LION'S CITY L P21 TOURLINER
A36 NM 224/284 F P22 TOURLINER L
A37 LION'S CITY (VERTICAL ENGINE) P26 NEOPLAN H-BUS
A39 LION'S CITY DD R07 LION'S COACH
A40 LIONS’S CITY GL R08 LION'S COACH L
A42 LIONS’S CITY GLE R09 LION'S COACH C
A44 LIONS’S CITY LLE R12 LION'S REGIO
A45 LIONS’S CITY CLE R13 LION'S REGIO L
A47 LION’S CITY M RR2 18.HOCL-SD
A49 LIONS’S CITY GLLE RR4 26.HOCLN-SD
P05 SKYLINER L RR6 26.HOCLN-DD
P11 STARLINER C RR8 18.HOCL-LS-SD

INTRODUCTION
1.3 Overview of engines

Last updated: 14. 06/ 2013
CRT Continuously Regenerating Trap (exhaust silencer, oxidising catalytic converter, diesel particulate filter)
HCI HydroCarbon Injection (diesel metering system for active regeneration of particulate filters)
This system description can be used for the following engines:

Note: This list is not intended to be exhaustive.
Engine type Description

D0834 LFL 66 – 110 KW (150 HP)
– 1-stage turbocharging and charge air cooling
– Exhaust gas aftertreatment with CRT, SCR and HCI
D0834 LFL 67 – 132 KW (180 HP)
– 1-stage turbocharging and charge air cooling
D0834 LFL 68 – 162 KW (220 HP)
– 2-stage turbocharging with main cooling of charge air (low temperature concept)
D0836 LFL 66 – 184 KW (250 HP)
– 2-stage turbocharging without intercooling of charge air
D0836 LFL 67 – 213 KW (290 HP)
– 2-stage turbocharging with intercooling and main cooling (low-temperature concept)
D0836 LFL 68 – 251 KW (341 HP)
D0836 LFL 72 – 184 KW (250 HP)
– Exhaust gas aftertreatment with CRT and SCR
D0836 LFL 73 – 213 KW (290 HP)
D0836 LFL 74 – 251 KW (341 HP)
D0836 LFL 75 – 184 KW (250 HP)
– Engine variant without torque reduction for special-purpose and emergency vehicles
(for official tasks: fire service, disaster response etc.)
D0836 LFL 76 – 213 KW (290 HP)
D0836 LFL 77 – 251 KW (341 HP)
D0836 LOH 66 – 213 KW (290 HP)
– 2-stage turbocharging

INTRODUCTION

D0836 LOH 67 – 184 KW (250 HP)
D0836 LOH 72 – 213 KW (290 HP)
D0836 LOH 73 – 184 KW (250 HP)
D0836 LOH 74 – 184 KW (250 HP)
D2066 LF 61 – 294 KW (400 HP)
D2066 LF 67 – 265 KW (360 HP)
D2066 LF 68 – 235 KW (320 HP)
D2066 LF 74 – 265 KW (360 HP)
D2066 LF 75 – 235 KW (320 HP)
D2066 LOH 30 – 235 KW (320 HP)
D2066 LOH 31 – 265 KW (360 HP)
D2066 LOH 32 – 294 KW (400 HP)
D2066 LUH 50 – 206 KW (280 HP)
D2066 LUH 51 – 235 KW (320 HP)
D2066 LUH 52 – 265 KW (360 HP)
D2066 LUH 53 – 294 KW (400 HP)
D2676 LF 25 – 353 KW (480 HP)
D2676 LF 26 – 324 KW (440 HP)

INTRODUCTION

D2676 LF 34 – 353 KW (480 HP)
D2676 LOH 30 – 324 KW (440 HP)
D2676 LOH 31 – 353 KW (480 HP)
D2676 LOH 32 – 371 KW (505 HP)

SYSTEM DESCRIPTION
2 SYSTEM DESCRIPTION
2.1 General
In recent years, legislators and customers alike have increasingly demanded better environmental credentials,
improved fuel consumption, more constant speeds for PTO operation as well as reduced exhaust and noise
emissions from diesel engines. This trend will continue in the future.
The Common Rail injection system meets all the requirements placed on a modern internal combustion engine.
In conjunction with electronically controlled gearshift systems, anti-lock braking systems, anti-spin regulators
and systems for controlling the running gear and brakes etc., this system increases vehicle economy, improves
driving comfort and takes some of the burden off the driver and the environment.
2.2 Structure and mode of function

Good mixture formation is the precondition for efficient combustion. The injection system plays a central role in
this. The correct quantity of fuel must be injected at the right time and with a high pressure. The common rail
system is a trend-setting high-pressure injection system, which involves the separation of pressurisation and
injection. The fuel for the individual cylinders comes from a shared accumulator which is constantly kept at high
pressure. The accumulator is pressurised by a high pressure pump. This pressure can be changed to suit the
relevant operating conditions. Each cylinder is equipped with an injector which is controlled by a solenoid valve.
The injected fuel quantity is determined by the discharge cross-section of the injector, the opening time of the
solenoid and the accumulator pressure. A system pressure of up to 2500 bar can be reached.
Separation of the pressurisation and injection functions allows a better injection characteristic and, therefore,
improves combustion development. Any injection pressure within the characteristic map can be selected. Multi-
point injection, i.e. with pre- and post-injection, is possible. The fuel quantity, start of injection, pre-injection and
post-injection are controlled by extremely fast solenoid valves. Another advantage of common rail systems is
that they can be fitted to existing engines without having to modify the cylinder head.

SYSTEM DESCRIPTION
2.3 Schematic diagram of EDC
1 Quantity-controlled high pressure pump

2 High-pressure accumulator (rail)
3 Pressure-limiting valve
4 Rail pressure sensor
5 Injectors
6 Control unit EDC17
7 Further sensors and actuators

SYSTEM DESCRIPTION
2.4 Schematic diagram of NoNOx
A Air preparation system

1 Mixing chamber
2 Electric heating
3 Temperature sensor

SYSTEM DESCRIPTION
2.5 Overview of sensors/actuators in engine D20/D26 with CRT, SCR and HCI
A1081 Proportional valve HCI B623 Charging pressure/temperature sensor

A1191 Thermocouple with evaluation electronics (T1) B694 Charging pressure/temperature sensor,
A1191 Thermocouple with evaluation electronics (T2) low temp.
A1191 Thermocouple with evaluation electronics (T3) B695 Exhaust gas differential pressure/relative
A1191 Thermocouple with evaluation electronics (T4) pressure sensor
A1192 AdBlue combination sensor B696 EGR temperature sensor
A808 AdBlue supply module B994 NOx sensor II, OBD
B104 Oil pressure sensor B1049 Coolant temperature sensor, low temp.
B123 Charge air temperature sensor B1055 NOx sensor I, untreated emissions
B124 Coolant temperature sensor M119 Throttle valve actuator
B270 Oil level sensor M289 EGR servomotor
B322 Lambda probe Y332 Proportional fuel valve
B323 Air flow meter Y340 Turbo charger 1 pulse valve, high pressure
B377 Fuel pressure sensor Y341 –Y346 Injector cylinder 1 – 6
B433 Air filter pressure sensor Y355 EVB module
B487 Rail pressure sensor Y493 Turbo charger 2 pulse valve, low pressure
1 Air filter 9 Oxidising catalytic converter

2 Low-pressure intercooler 10 CRT particulate filter
3 Low-pressure intercooler 11 AdBlue tank
4 Fuel filter system (KSC) 12 AdBlue supply module
5 Flame-start system 13 SCR catalytic converter
6 Exhaust gas recirculation 14 Ammonia (NH3) blocking catalytic converter
7 Turbo charger 1, high pressure 15 HCI injection
8 Turbo charger 2, low pressure

SYSTEM DESCRIPTION
2.6 Overview of sensors/actuators in engine D20/D26 with CRT and SCR
A1191 Thermocouple with evaluation electronics (T1) B694 Charging pressure/temperature sensor,
A1191 Thermocouple with evaluation electronics (T2) low temp.
B104 Oil pressure sensor B1049 Coolant temperature sensor, low temp.
B123 Charge air temperature sensor B1055 NOx sensor I, untreated emissions
B124 Coolant temperature sensor M119 Throttle valve actuator
B433 Air filter pressure sensor Y355 EVB module
B487 Rail pressure sensor Y493 Turbo charger 2 pulse valve, low pressure
B623 Charging pressure/temperature sensor Y496 Shut-off/pressure-reducing valve,
low-temperature

5 Exhaust gas recirculation 12 SCR catalytic converter
6 Turbo charger 1, high pressure 13 Ammonia (NH3) blocking catalytic converter

SYSTEM DESCRIPTION
2.7 Overview of sensors/actuators in engine D0836 LFL 66/67 with CRT, SCR and HCI
A1081 Proportional valve HCI B487 Rail pressure sensor

A1191 Thermocouple with evaluation electronics (T1) B623 Charging pressure/temperature sensor
A1191 Thermocouple with evaluation electronics (T4) B696 EGR temperature sensor
A1192 AdBlue combination sensor B994 NOx sensor II, OBD
A808 AdBlue supply module B1055 NOx sensor I, untreated emissions
B104 Oil pressure sensor M119 Throttle valve actuator
B123 Charge air temperature sensor M289 EGR servomotor
B270 Oil level sensor Y332 Proportional fuel valve
B322 Lambda probe Y340 Turbo charger 1 pulse valve, high pressure
B323 Air flow meter Y341 –Y346 Injector cylinder 1 – 6
B377 Fuel pressure sensor Y281 EVB solenoid valve
B433 Air filter pressure sensor

7 Turbo charger 1, high pressure 15 HCI injection

SYSTEM DESCRIPTION
2.8 Overview of sensors/actuators in engine D0836 LFL 68 with CRT, SCR and HCI
A1081 Proportional valve HCI B487 Rail pressure sensor

A1191 Thermocouple with evaluation electronics (T4) B696 EGR temperature sensor
A1192 AdBlue combination sensor B994 NOx sensor II, OBD
A808 AdBlue supply module B1055 NOx sensor I, untreated emissions
B104 Oil pressure sensor M119 Throttle valve actuator
B123 Charge air temperature sensor M289 EGR servomotor
B270 Oil level sensor Y332 Proportional fuel valve
B322 Lambda probe Y340 Turbo charger 1 pulse valve, high pressure
B323 Air flow meter Y341 –Y346 Injector cylinder 1 – 6
B377 Fuel pressure sensor Y355 EVB module
B433 Air filter pressure sensor

5 Exhaust gas recirculation 12 SCR catalytic converter
6 Turbo charger 1, high pressure 13 Ammonia (NH3) blocking catalytic converter
7 Turbo charger 2, low pressure 14 HCI injection

SYSTEM DESCRIPTION
2.9 Overview of sensors/actuators in engine D0834 LFL 66/67 with CRT, SCR and HCI
A1081 Proportional valve HCI B433 Air filter pressure sensor

A1191 Thermocouple with evaluation electronics (T1) B487 Rail pressure sensor
B104 Oil pressure sensor B1055 NOx sensor I, untreated emissions
B123 Charge air temperature sensor M119 Throttle valve actuator
Y355 EVB module
1 Air filter 8 CRT particulate filter

2 Intercooler 9 AdBlue tank
6 Turbo charger 1 13 HCI injection
7 Oxidising catalytic converter

SYSTEM DESCRIPTION
2.10 Overview of CAN network and power supply
2.10.1 Engine D20/D26

SYSTEM DESCRIPTION
2.10.2 Engine D08

SYSTEM DESCRIPTION
Key to overview of CAN network and power supply
A100 Central electrical system

A435 EDC control unit
A808 AdBlue supply module
A1124 Power Train Manager (PTM)
A1191 Thermocouples with evaluation electronics
A1192 AdBlue combination sensor
B994 NOx sensor II, OBD
B1055 NOx sensor I, untreated emissions
F737 Fuse for AdBlue supply module, term. 15
F738 Fuse for AdBlue supply module, term. 30
F894 Fuse for AdBlue combination sensor
F1071 Fuse for charge air throttle valve
F1084 Fuse for NOx sensor I, untreated emissions
F1108 Fuse for exhaust gas recirculation
F1109 Fuse for NOx sensor II, OBD
M119 Throttle valve actuator
M289 EGR servomotor
X200 Diagnostic plug
X617 Distributor, line 31000
X1549 Plug connector, engine/EDC/gearbox I
X1551 Plug connector, engine/EDC/gearbox II
X1559 Plug connector, engine/EDC/gearbox IV
X1983 Ground point, threaded bolt M6 (MP box)
X3212 Plug connector, CRT/SCR cat – engine interface
Note: Note the different order of components in the CAN network for the D20/D26 and D08 engines. See also
the section "Troubleshooting in the CAN network"

FUNCTIONAL DESCRIPTION
3 FUNCTIONAL DESCRIPTION
3.1 A435 control unit EDC17
3.1.1 Description
(A) Plug connector A, 58-pin

(B) Connector not used
(C) Plug connector C, 96-pin
(D) Injector connector, 16-pin
The main tasks of the EDC17 control unit are to control the injection quantity, regulate the point of injection and
activate the starter. The optimal injection quantity and point of injection are calculated to ensure optimum
combustion in all engine operating states.
The control unit evaluates the sensor signals and then calculates the actuation signals for the injectors.
The control unit (software/hardware) is designed for a maximum of eight cylinders.
The control unit software contains the following function groups:

– Fuel quantity setpoint generation, fuel dosing
– Fuel pressure control with high pressure pump
– Fuel pressure deactivation (limp-home function)
– Idling control
– Maximum-speed governor, smoke and torque limiting
– Adaptive individual cylinder torque control (smooth running control)
– Cylinder cutoff
– Exhaust gas recirculation
– Air system/exhaust gas aftertreatment
– Exhaust gas temperature and exhaust gas management
– Charging pressure governing system (wastegate control)
– Signal detection and calculation of operating variables
– Diagnosis and monitoring functions
– OBD functionality

3.1.2 Pin assignment of plug connector A
Pin Cable number Function

A01 60033 Supply, control unit (battery +), term. 30_1
A02 31000 Ground, control unit (battery –)
A07 60109 Supply, air flow meter (B323)
Ground, exhaust gas back pressure sensor, EVBec module
A08 198
(Y355)
A09 60135 Ground, oil pressure sensor (B104)
Ground, exhaust gas temperature sensor 1 upstream of filter
A10 90122
(B561)
Ground, exhaust gas temperature sensor 3 downstream of filter
A11 90124
(B562)
A12-A13 –– Not used
A14 60134 Signal input, oil pressure sensor (B104)
Signal input, exhaust gas temperature sensor 4 downstream of
A15 90117
SCR catalytic converter (B634)
A16 –– Not used
A17 15014 Supply, control unit ("ignition on") term. 15_1
Ground, exhaust throttle valve CRT (Y398) / EVBec module
A18 31000/43339
(Y355) / solenoid valve, engine brake/EVB (Y281)
Ground, exhaust gas temperature sensor 4 downstream of SCR
A24 90118
catalytic converter (B634)
A25 197 Signal output, exhaust gas back pressure sensor EVBec (Y355)
A26 60802 Temperature signal, air flow meter (B323)
Signal input, exhaust gas temperature sensor 3 downstream of
A27 90123
filter (B562)
Signal input, exhaust gas temperature sensor 1 upstream of filter
A28 90119
(B561)
Signal input, coolant temperature sensor, low-temperature circuit
A29 60191
(B1049)
Actuation, exhaust throttle valve CRT (Y398) / EVBec module
A30 90315/43329
(Y355) / solenoid valve, engine brake/EVB (Y281)
A31 60056 Anti tampering


A32 90321 Ground, AdBlue tank heating valve (Y511/Y437)
A33 60397 Heater cycle (+), heating, lambda probe (B322)
A34 191 Exhaust gas CAN high
A35 160 Engine CAN low
A36 60156 Power supply, 5 V, oil pressure sensor (B104)
A37 –– Not used
A38 185 OBD CAN high
A39 60186 Nernst voltage, lambda probe (B322)
A40 60185 Virtual ground, lambda probe (B322)
Ground, coolant temperature sensor, low-temperature circuit
A41 60192
(B1049)
A44 60803 Pressure signal, air flow meter (B323)
A45 90132 Check lamp, OBD (MIL)
A46 60396 Heater cycle (–), heating, lambda probe (B322)
A47 192 Exhaust CAN low
A48 159 Engine CAN high
A49 –– Not used
Power supply, 5 V, exhaust gas back pressure sensor EVBec
A50 43012
(Y355)
A51 186 OBD CAN low
A52 60183 Pump current, lambda probe (B322)
A53 60184 Trimming resistor (trim current), lambda probe (B322)
A54 90311 Actuation, AdBlue tank heating valve (Y511/Y437)
A55 60110 Ground, air flow meter (B323)
A56 60057 Anti tampering
3.1.3 Pin assignment of plug connector B
This plug connector is empty during use as control unit EDC17. No pins are connected.

3.1.4 Pin assignment of plug connector C

C01 90324 Actuation, shut-off valve HCI (Y514)
Ground, turbo charger 2 pulse valve (Y493) / ground, Fluidtronic
C02 60399
proportional valve (A1273)
Ground, shut-off/pressure-reducing valve, low-temperature cooler
C03 60401
(Y496)
C04 60393 Ground, proportional valve, controlled EGR (Y458)
Actuation, shut-off/pressure-reducing valve, low-temperature
C05 60400
cooler (Y496)
C06 –– Not used
C07 61107 Ground, speed sensor fan clutch (A968)
C08 60405 Ground, oil temperature sensor (B317)
C09 –– Not used
Signal input, exhaust gas differential pressure/relative pressure
C10 90128
sensor (B695)
C11 –– Not used
Signal input, temperature sensor, charge air (integrated in
C12 90121
charging pressure sensor B623)
Signal input, temperature sensor, charge air, low-temperature
C13 60187
circuit (integrated in charging pressure sensor B694)
C14 60101 Signal input, coolant temperature sensor (B124)
C15 –– Not used
C16 196 Ground, crankshaft speed increment sensor (B488)
C17 193 Signal input, camshaft speed segment sensor (B489)
Signal input, charging pressure sensor, low-temperature circuit
C18 60190
(B694)
C19 60158 Ground, low-pressure sensor (B377)
C20 Ground, fuel temperature sensor (only for engines for installation)
C21-C22 –– Not used
C23 60188 Ground, charging pressure sensor, low-temperature circuit (B694)
C24 60385 Actuation, rail pressure control valve (Y371)
C25 60373 Actuation, proportional fuel valve (Y332)
C26 60398 Actuation, pulse valve, turbo charger 2 (Y493)
C27 61306 Actuation, fan clutch with speed sensor (A968)
C28 –– Not used


C29 60392 Actuation, proportional valve, controlled EGR (Y458)
60806 Activation, throttle-valve actuator (M119)/EGR servomotor (M289)
C30 –– Not used
C31 61106 Signal input, speed sensor fan clutch (A968)
C32 64517 LIN bus, E-relay, flame-start system (A1154)
C33 –– Not used
C34 60162 Signal input, rail pressure sensor (B487)
C35 60137 Signal input, fuel pressure sensor (B377)
C36 60136 Signal input, oil temperature sensor (B317)
C37 60151 Signal input, charge air temperature sensor (B123)
C38 60136 Signal input, oil temperature sensor (B270)
C39 –– Not used
C40 195 Signal input, crankshaft speed increment sensor (B488)
C41 194 Ground, camshaft speed segment sensor (B489)
C42 Fuel temperature sensor (only for engines for installation)
C43 90152 Ground, fuel pressure/temperature sensor HCI (B702)
C44 –– Not used
C45 60182 Ground, E-EGR cylinder displacement sensor (B673)
C46 –– Not used
C47 60394 Ground, compressed air shut-off valve (Y460)
Actuation, turbo charger 1 pulse valve (Y340) / supply voltage,
C51 60383
Fluidtronic proportional valve (A1273)
C52 61307 Actuation, fan clutch with speed sensor (A968)
C53 90322 Actuation, metering valve HCI (Y513)
C54 60395 Actuation, compressed air shut-off valve (Y460)
C55 60131 Ground, coolant temperature sensor (B124)
C58 60159 Power supply, 5 V, charging pressure sensor (B623)
C59 60181 Signal input, E-EGR cylinder displacement sensor (B673)
C62 90156 Ground, fuel pressure sensor HCI (B703)
Ground, exhaust gas differential/exhaust gas relative pressure
C63 90127
sensor (B695)
C64 60150 Signal input, oil level sensor (B270)
C65 –– Not used
C66 90155 Signal input, power supply, 5 V, fuel pressure sensor HCI (B703)
C67 90154 Signal input, fuel pressure/temperature sensor HCI (B702)
C68 60141 Ground, charging pressure sensor (B623)
Signal input, exhaust gas differential pressure/relative pressure
C69 90147
sensor (B695)
C70 60805 Ground, oil level sensor (B270)
C71 90151 Signal input, fuel pressure/temperature sensor HCI (B702)
C72 60134 Actuation, IMR (starter motor), term. 86 (M100)


C73 60374 Ground, proportional fuel valve (Y332)
C74 60386 Ground, rail pressure control valve (Y371)
PWM signal, turbo charger 1 pulse valve (Y340) / Fluidtronic
C75 60834
proportional valve (A1273)
C76 90323 Actuation, metering valve HCI (Y513)
C77 90325 Actuation, shut-off valve HCI (Y514)
C78 60804 Ground, oil temperature sensor (B270)
C79 60102 Signal input, charging pressure sensor (B623)
C80 61105 Power supply, 5 V, speed sensor fan clutch (A968)
C81 60155 Power supply, 5 V, fuel pressure sensor (B377)
Power supply, 5 V, exhaust gas differential/relative pressure
C82 90126
sensor (B695)
C83 60160 Ground, rail pressure sensor (B487)
C84 –– Not used
C85 60180 Power supply, 5 V, E-EGR cylinder displacement sensor (B673)
Power supply, 5 V, charging pressure sensor, low-temperature
C86 60189
circuit (B694)
C87 60100 Ground, charge air temperature sensor (B123)
C88 60161 Power supply, 5 V, rail pressure sensor (B487)
C89 –– Not used
C90 90155 Power supply, 5 V, fuel pressure sensor HCI (B703)
C91 90153 Power supply, 5 V, fuel pressure/temperature sensor HCI (B702)
C94 60801 Ground, EGR temperature sensor (B696)
C95 60800 Signal input, EGR temperature sensor (B696)
C96 31330 Actuation, IMR (starter motor), term. 85 (M100)

3.1.5 Pin assignment of plug connector D
Pin Line colour Function

D01 Black/green Injector, cylinder 2, High signal (Y342)
D02 Yellow Injector, cylinder 4, High signal (Y344)
D03 Blue Injector, cylinder 6, High signal (Y346)
D04 Black Injector, cylinder 1, High signal (Y341)
D05 Red Injector, cylinder 3, High signal (Y343)
D06 Brown Injector, cylinder 5, Low signal (Y345)
D07-D10 –– Not used
D11 White Injector, cylinder 5, High signal (Y345)

3.2 CP3 high pressure pump
3.2.1 Description
The tasks of the high pressure pump are to generate the high pressure required for injection and to supply an
adequate quantity of fuel in all operating states. The high pressure pump is driven by the engine and is mounted
on D08 series engines in the same position as a conventional injection pump. The D20/D26 engine is a new
design with overhead camshaft. The high pressure pump is driven by spur gears. The same spur gear drive also
drives the alternator, the coolant pump and, if fitted, the air-conditioning system compressor on the front side of
the engine by means of a belt pulley.
The fuel is forced from a pre-supply pump to the fuel filter system (KSC) via fuel lines and then into the high
pressure pump "suction chamber" via the proportional valve. The pre-supply pump is flange-mounted on the
high pressure pump. The proportional valve (MProp) is mounted on the suction side of the high pressure pump.
The proportional valve is an actuator for controlling the fuel pressure in the high-pressure accumulator (rail).
The CP3 high pressure pump is a radial piston pump with 3 cylinders.
In Euro 6 engines with 1800 bar system pressure, fuel-lubricated CP3.4H+ pumps are used in D20/D26 engines
and fuel-lubricated CP3.3NH pumps are used in D08 engines.

3.3 Y332 proportional fuel valve
3.3.1 Description
The proportional fuel valve is an actuator for controlling the fuel pressure in the high-pressure accumulator (rail).
The proportional fuel valve is located on the low-pressure side (input side) of the high pressure pump and is
bolted to the CP3 high pressure pump housing.
The proportional fuel valve is controlled using a PWM output (pulse width modulated signal):
 Duty factor 100%: proportional valve closed (zero fuel quantity delivery)
 Duty factor 0%: proportional valve open (maximum delivery)
The control circuit consists of a rail pressure sensor, control unit EDC17 and proportional fuel valve
Note on terminology: The proportional fuel valve can also be designated "proportional valve" or "MProp".
Both terms are permitted. MProp is the German abbreviation for (fuel) quantity proportional valve.
3.3.2 Pin assignment

Pin Cable number Function Connection
1 60373 Input signal, PWM Control unit EDC17, pin C25
2 60374 Ground Control unit EDC17, pin C73

3.4 High-pressure accumulator (rail)
3.4.1 Description
The name "Common Rail" is derived from the design and function of the high-pressure accumulator. The fuel is
injected into the individual cylinders via this common accumulator which is also a fuel distributor or distributor
rail. Here the fuel is constantly under high pressure and only needs to be extracted at the right time.
The rail has the following tasks:

 Storing the fuel
 Preventing pressure fluctuations
The rail is a pipe made from forged steel. The diameter and length of this pipe vary depending on the engine. To
prevent pressure fluctuations, the largest possible volume must be aimed for, i.e. pipe as long as possible and
pipe diameter as large as possible. However, a small volume is better for fast starting of the engine. Therefore,
the volume has to be configured as precisely as possible to suit the engine in question.
The illustration above is therefore a configuration example only.
The pressure-limiting valve and the rail pressure sensor are also mounted on the rail.

3.5 Pressure-limiting valve
3.5.1 Description
The pressure-limiting valve is mounted on the high-pressure accumulator (rail) and functions as a pressure relief
valve with pressure limiting. The pressure-limiting valve limits the pressure in the rail. If the pressure is too high,
it uncovers a drain hole. At normal operating pressure, a spring pushes a piston tight into the valve seat so that
the rail remains closed. Only once the maximum system pressure is exceeded is a piston pressed against a
spring by the pressure in the rail.
The pressure-limiting valve consists of two pistons. If the rail pressure is too high (at approx. 2200 bar), the first
piston moves and permanently uncovers part of a cross-section so that the fuel can flow out of the rail. The rail
pressure is then kept constant at around 700 to 800 bar. The engine continues running and the vehicle can be
driven to the nearest MAN service outlet at reduced full-load quantity.
The pressure-limiting valve does not close again until the engine has been stopped and the rail pressure has
fallen below 50 bar – i.e. once it has opened, the 2nd stage remains open for as long as the engine is running.
If the pressure-limiting valve does not open quickly enough, it is forced open. To force open the pressure-
limiting valve, the proportional fuel valve is opened by interrupting the power supply and the extraction of fuel via
the injectors is blocked. The rail pressure rises rapidly until the pressure-limiting valve opening pressure is
reached. If forcing open the valve does not have the desired effect, e.g. due to jamming of the pressure-limiting
valve, the engine is stopped.
Note: The control unit EDC17 monitors how long the pressure-limiting valve is open. Fault SPN 4386 appears
after a period of 360 minutes. The number of openings of the pressure-limiting valve is also monitored. Once the
pressure-limiting valve has opened 100 times, the fault SPN 4381 is set. These faults cannot be deleted in the
usual way, but only via the MAN-cats® function "Reset acquired values for pressure-limiting valve".
The acquired values must also be reset via MAN-cats® following replacement of the pressure-limiting valve.
The tightening torque of exactly 100 Nm must be observed!

3.6 B487 rail pressure sensor
3.6.1 Description
The rail pressure sensor monitors the fuel pressure in the high-pressure accumulator (rail). The aim is to ensure
a specified pressure for the operating point concerned in the high-pressure accumulator (rail). The rail pressure
sensor is mounted on the rail.
3.6.2 Measured values

See test step list

1 60160 Sensor ground Control unit EDC17, pin C83
2 60162 Output signal Control unit EDC17, pin C34
3 60161 Power supply 5 V Control unit EDC17, pin C88

3.7 Y341 injector cylinder 1
3.7.1 Description
The following description based on the example of injector cylinder 1 (Y341) also applies for all other injectors
installed:
 Y342 injector, cylinder 2
The injector is used to inject fuel into the combustion chamber. The EDC17 control unit specifies the injection
period (injector coil actuation period for pre-injection, main injection and possible post-injection) as well as the
time of the injection and activates an extremely fast solenoid valve in the injector. The solenoid valve armature
opens or closes the control chamber outlet restrictor. If the outlet restrictor is open, the pressure in the control
chamber falls and the nozzle needle opens. If the outlet restrictor is closed, the pressure in the control chamber
rises and the nozzle needle is closed. The opening behaviour of the nozzle needle (opening and closing speed)
is therefore determined by the inlet and outlet restrictor in the injector control chamber.
The injector leakage quantity (leakage via outlet restrictor and nozzle needle) is returned to the tank via the
return line (leakage line). The exact injection quantity is determined by the outlet cross-section of the nozzle, the
solenoid valve opening duration and the rail pressure.
Injectors are inspected for the slightest deviations during production to be able to compensate for
manufacturers' tolerances.
These deviation values are recorded for each injector and indicated on the injector in an alphanumerical code.
Note: Following replacement of the injectors, the new IQA codes must be programmed into the EDC17 control
unit via MAN-cats®.

3.8 B488 speed increment sensor
3.8.1 Description
This speed sensor on the flywheel is used to measure (calculate) the crank angle of the crankshaft. This
information is vital for ensuring the injectors for the individual cylinders are actuated at the correct time.
The pulse-generating wheel is designed as an increment wheel. This speed sensor is therefore referred to as a
speed increment sensor. The increment wheel is part of the flywheel and has 60 –2 = 58 holes (6x5 mm)
spaced at 6° intervals. Two of the bores are missing in order to form a gap. The purpose of the gap is to
determine the 360° crank angle of the engine (one crankshaft revolution) and it is assigned to a defined
crankshaft position of cylinder 1. The engine can also start with speed increment sensor only or with speed
segment sensor only.
In the case of operation with speed increment sensor only, test injections are carried out at gas flow TDC and
ignition TDC as the EDC without speed segment sensor first has to locate the correct ignition TDC. Once the
control unit detects a speed reaction (ignition), it has found the correct TDC. The engine then starts and runs as
with both speed sensors.
The speed increment sensor consists of a permanent magnet and a coil with a large number of windings. The
magnet "touches" the rotating component to be detected – in this case the increment wheel mounted on the
crankshaft – with its magnetic field. The current flow is amplified whenever a hole moves past the sensor. The
current flow is weaker in the gaps in-between. This gives rise to an inductive voltage in the sensor coil. This
voltage is evaluated by the control unit. The gap between the sensor and the increment wheel is approx. 1 mm.

See test step list

1 (2) 195 Output signal Control unit EDC17, pin C40
2 (1) 196 Sensor ground Control unit EDC17, pin C16

3.9 B489 speed segment sensor
3.9.1 Description
The camshaft controls the engine intake and exhaust valves. It rotates at half the speed of the crankshaft. Its
position determines whether a piston is in the compression stroke or the exhaust stroke whilst it moves towards
TDC. This information cannot be obtained based on the crankshaft position during starting. However, when
driving, the information generated by the speed increment sensor on the crankshaft is sufficient for determining
the engine state. Therefore, if the speed sensor on the camshaft fails during driving, the control unit is still aware
of the engine state. The pulse-generating wheel is designed as a segment wheel and is driven by the camshaft.
This speed sensor is therefore referred to as a speed segment sensor. The segment wheel is also referred to as
a phase wheel. It has one phase mark per cylinder (e.g. 6 marks in the case of 6-cylinder engines or 4 marks in
the case of 4-cylinder engines) and a synchronisation mark. The phase mark is a tooth on the phase wheel. The
phase marks are evenly distributed around the phase wheel. The synchronisation mark is an additional mark on
the phase wheel right behind one of the phase marks. Its purpose is to determine the engine angle position
within 720° crank angle.
If the speed segment sensor fails, the control unit will initially not be able to detect the ignition TDC during the
next start. As a result, the ignition TDC from cylinder 1 is always selected first in this case. If this assumption is
correct, the engine switches on and runs as normal. If it is incorrect, the engine will not start and a new start
attempt will need to be carried out. Statistically speaking, every second start attempt will thus be successful.
The speed segment sensor has the same design and function as the speed increment sensor for acquiring the
crankshaft speed.

See test step list


3.10 B104 oil pressure sensor
3.10.1 Description
The oil pressure sensor protects the engine. It monitors the oil pressure. The pressure measuring range is from
0 bar (0.5 V) to 6 bar (4.5 V).

See test step list

1 60156 Supply voltage 5 V Control unit EDC17, pin A36
2 60135 Sensor ground Control unit EDC17, pin A09
3 60134 Output signal Control unit EDC17, pin A14
4 – Not used –

3.11 B270 oil level sensor
3.11.1 Description
The oil level sensor is used for static measurement of the engine oil level and continuous monitoring of the
engine oil temperature.

Temperature in °C – 40 – 20 0 25 100 150
Resistance in ohm 1161 1388 1645 2009 3388 4546

1 60150 Output signal, oil level Control unit EDC17, pin C64
2 60805 Sensor ground, oil level Control unit EDC17, pin C70
3 60136 Output signal, oil temperature Control unit EDC17, pin C38
4 60804 Sensor ground, oil Control unit EDC17, pin C78
temperature

3.12 B377 fuel pressure sensor
3.12.1 Description
The fuel pressure sensor monitors the fuel pressure at the pump feed (low-pressure side). The pressure
measuring range is from 0 bar (0.5 V) to 15 bar (4.5 V).

See test step list

1 60155 Supply voltage 5 V Control unit EDC17, pin C81

3.13 B323 air flow meter
3.13.1 Description
The air flow meter is located directly behind the air filter element, but after the air intake for the air compressor in
the intake pipe, and supplies information on the intake air temperature and the air mass flow (kg/h) of the actual
engine intake air.
Two electrically heated sensor elements on a chip protrude into the partial air flow of the measurement pipe.
The temperature of the second sensor element is always held at a constant level. The air flow extracts warmth
from the first sensor element. The comparison between the two sensor elements produces a temperature
difference (∆T). The controlled current for the second sensor element in conjunction with the ∆T produces a
measure of the passing air mass. The larger this air-mass flow, the more energy is required to keep the
temperature of the sensor element constant.
The air flow meter supplies information to control AdBlue and HCI metering while also serving as an input
variable for the particulate filter load model and regeneration of the particulate filter.
Note: The plug-in probe must not come into contact with cleaning agents or other chemicals (e.g. engine
starting aids such as start pilot). Otherwise this could result in complete destruction or drift of the sensor.

See test step list

1 60109 Supply voltage, UBat Control unit EDC17, pin A07
3 60802 Temperature signal, NTC Control unit EDC17, pin A26
4 – Not used –

3.14 B623 charging pressure/temperature sensor
3.14.1 Description
The charging pressure sensor measures the absolute charging pressure. The sensor element and an electronic
control unit (for signal amplification and temperature compensation) are integrated on a silicon chip. The active
surface of the silicon chip is exposed to a reference vacuum. The intake manifold pressure is forwarded via a
discharge stub to the rear of the diaphragm which is resistant to the measuring medium.
The charging pressure sensor is also equipped with a temperature sensor. Together with the charge air
temperature sensor (B123), its purpose is to monitor EGR. The charging pressure sensor is fitted upstream of
the EGR inlet line whilst the charge air temperature sensor is fitted downstream of the inlet line. The different
temperatures of the two sensors enable the plausibility of the EGR rate to be checked.

Temperature in °C 120 100 80 60 40 20 0 -20 -40
Resistance in ohm 112 186 322 595 1175 2500 5896 15462 45313
Voltage in volts 0.643 0.982 1.480 2.170 2.980 3.740 4.300 4.613 4.754
See test step list for measured pressure values

2 90121 Output signal, temperature Control unit EDC17, pin C12
4 60102 Output signal, charging Control unit EDC17, pin C79
pressure

3.15 B694 charging pressure/temperature sensor, low temperature
3.15.1 Description
D20/D26 series engines are fitted with an additional charging pressure/temperature sensor in the low-
temperature circuit. This sensor is identical in construction to the charging pressure/temperature sensor B623.

Temperature in °C 120 100 80 60 40 20 0 -20 -40
Voltage in volts 0.643 0.982 1.480 2.170 2.980 3.740 4.300 4.613 4.754
See test step list for measured pressure values

2 60187 Output signal, temperature Control unit EDC17, pin C13
4 60190 Output signal, charging Control unit EDC17, pin C18
pressure

3.16 B123 charge air temperature sensor
3.16.1 Description
The charge air temperature sensor monitors the exhaust gas recirculation together with the charge air
temperature sensor (B623). The charge air temperature sensor (B623) is fitted upstream of the EGR inlet line
whilst the charge air temperature sensor (B123) is fitted downstream of the inlet line. The different temperatures
of the two sensors enable the plausibility of the EGR rate to be checked.

Temperature in °C 120 100 80 60 40 20 0 -20 -40
Voltage in volts 0.643 0.982 1.480 2.170 2.980 3.740 4.300 4.613 4.754

2 – Not used –
4 – Not used –

3.17 B124 coolant temperature sensor
3.17.1 Description
The temperature sensor supplies the control unit with information about the coolant temperature. The control
unit calls up various engine characteristic maps, depending on the coolant temperature.

Temperature in °C 120 100 80 60 40 20 0 -20 -40
Voltage in volts 0.643 0.982 1.480 2.170 2.980 3.740 4.300 4.613 4.754

2 – Not used –
4 – Not used –

3.18 B1049 coolant temperature sensor, low-temperature
3.18.1 Description
D20/D26 series engines are fitted with an additional temperature sensor in the low-temperature circuit. The
temperature sensor supplies the control unit with information about the coolant temperature. The control unit
calls up various engine characteristic maps, depending on the coolant temperature.

Temperature in °C 120 100 80 60 40 20 0 -20 -40
Voltage in volts 0.643 0.982 1.480 2.170 2.980 3.740 4.300 4.613 4.754

2 – Not used –
4 – Not used –

3.19 B696 EGR temperature sensor
3.19.1 Description
The temperature sensor is an OBD-relevant component and records the exhaust gas temperature after the EGR
cooler in order to monitor the cooler for efficiency loss.

Temperature in °C - 20 0 25 100 200 300


3.20 B561 exhaust gas temperature sensor upstream of filter
3.20.1 Description
The temperature sensor monitors the exhaust gas temperature upstream of the oxidising catalytic
converter/CRT filter.
Note: This sensor is only used for bus/coach engines D0836 LOH and D2066 LUH.

Temperature in °C 0 25 200 400 600 800


3.21 B562 exhaust gas temperature sensor downstream of filter
3.21.1 Description
The temperature sensor monitors the exhaust gas temperature downstream of the oxidising catalytic
converter/CRT filter and/or upstream of the SCR catalytic converter.

Temperature in °C 0 25 200 400 600 800


3.22 B634 exhaust gas temperature sensor downstream of SCR catalytic converter
3.22.1 Description
The temperature sensor monitors the exhaust gas temperature downstream of the SCR catalytic converter.

Temperature in °C 0 25 200 400 600 800


3.23 A1191 exhaust gas thermocouples
3.23.1 Description
As a technological enhancement or alternative to the previous temperature sensors, all truck engines and the
bus/coach engines D20/D26 LOH are fitted with thermocouples to measure the temperature in the exhaust gas
stream.
A thermocouple converts heat into electrical energy by means of thermoelectricity. In principle, it is a component
made of two different metals that are connected at one end. In the case of a temperature difference, an
electrical voltage is produced by the thermal flow.
Centrally installed evaluation electronics communicate with the EDC17 control unit via the exhaust CAN
data bus.
The recorded temperatures serve as the prerequisite for efficient control of the exhaust gas aftertreatment. For
example, the conversion of nitrogen oxides into nitrogen and water requires the components and exhaust gas to
have a minimum temperature of 200°C. Among other things, the temperature information is also used to control
the switch-on/-off condition for the AdBlue metering.

1 90011 Power supply Fuse F1109, term. 15
D20/26: NOx sensor II OBD, B994, pin 6
2 192 Exhaust CAN Low, in
D08: NOx sensor II OBD, B994, pin 6
D20/26: NOx sensor II OBD, B994, pin 3
3 191 Exhaust CAN High, in
4 31000 Ground Distributor X617, term. 31
D20/26: AdBlue combination sensor, A1192, pin 3
5 192 Exhaust CAN Low, out
D08: AdBlue supply module, A808, pin X1/4
D20/26: AdBlue combination sensor, A1192, pin 2
6 191 Exhaust CAN High, out

3.24 B673 E-EGR cylinder displacement sensor
3.24.1 Description
In the case of cooled external exhaust gas recirculation, a small part branches off from the main exhaust gas
stream and flows through a special heat exchanger. The now cooled exhaust gas is mixed with the fresh air
in the intake tract via a valve system on the engine front side. The combustion temperature therefore remains
lower. Fewer nitrogen oxides (NOx) are produced. The EGR adjusting cylinder is actuated by the EDC
control unit.
In the case of position-controlled EGR, the pneumatic EGR adjusting cylinder (E-EGR) continuously varies the
position of the EGR flap. This means that the amount of recirculated exhaust gas can be metered as required,
depending on the engine operating state. This results in extremely low pollutant emissions across the entire
engine operating range. Fuel consumption can be further reduced, especially during dynamic engine operation.
The EGR flap position is monitored by the displacement sensor mounted on the adjusting cylinder (B673).
The pneumatic system (adjusting cylinder with displacement sensor B673 and proportional valve Y458) is only
used for bus/coach engines D0836 LOH and D2066 LUH.
Note on terminology: The designation E-EGR was originally used to distinguish from the first generation of
EGR adjusting cylinders, which only enabled pneumatic "black/white" control. The electrical EGR servomotor
(M289) is now also referred to as "E-EGR".

1 (4) 60182 Ground, displacement sensor Control unit EDC17, pin C45
2 (3) 60181 Output signal Control unit EDC17, pin C59
3 (2) 60180 Supply voltage 5 V Control unit EDC17, pin C85
4 (1) – Not used –

3.25 Y458 E-EGR proportional valve
3.25.1 Description
The proportional valve (Y458) controls the position-controlled EGR adjusting cylinder (E-EGR). The operating
medium is air at a minimum operating pressure of about 7 bar. A duty factor parameter is specified by the
EDC control unit as an actuation signal.
The pneumatic system (adjusting cylinder with displacement sensor B673 and proportional valve Y458) is only
used for bus/coach engines D0836 LOH and D2066 LUH.
Note on terminology: The designation E-EGR was originally used to distinguish from the first generation of
EGR adjusting cylinders, which only enabled pneumatic "black/white" control. The electrical EGR servomotor
(M289) is now also referred to as "E-EGR".

2 60393 Proportional valve actuation Control unit EDC17, pin C04

3.26 M289 EGR servomotor
3.26.1 Description
As a technological enhancement, the EGR flap is now actuated electrically, where before it was actuated
pneumatically. This serves to increase the control quality. Communication takes place via the CAN data bus.
The EGR servomotor M289 is used for all truck engines and the bus/coach engines D20/D26 LOH.
Note: The bolt connections between the servomotor and the adjusting flap must not be undone as this will alter
the calibration.

1 60058 Supply, term. 30 Fuse F1108, term. 30
2 31000 Ground Ground point X1908/X1983/X3381
D20/26: NOx sensor I, untreated emissions, B1055, pin 6
D08: Control unit EDC 17, pin A47
D20/26: NOx sensor I, B1055, pin 3
D08: Control unit EDC 17, pin A34
D20/D26: Charge-air throttle valve, M119, pin 6
5 60806 Activation in
D08: Control unit EDC 17, pin C29
D20/26: not used
6 60806 Activation out
D08: Charge-air throttle valve, M119, pin 5
D20/26: AdBlue supply module, A808, pin X1/4
D08: NOx sensor I, untreated emissions, B1055, pin 5

3.27 M119 throttle valve actuator
3.27.1 Description
The basic function of the charge-air throttle valve is to regulate the mass flow of the charge air under specific
engine loads. The charge-air throttle valve serves to increase the EGR rate, raise the exhaust gas temperature
and prevent cooling of the exhaust system during low-load operation.
The throttle valve is open in de-energised state. The integrated electric drive moves the output shaft on which
the valve is mounted. A return spring opens the valve in de-energised state.
The integrated electronic system receives its signals via the exhaust CAN bus and positions the engine, which
in turn determines the position of the valve via the gearbox. The electronic system transfers additional
information (e.g. diagnostics and temperature) to the control unit via the CAN bus.

2 31000 Ground Ground point X1908/X1983/X3381
D20/26: Control unit EDC 17, pin A47
D20/26: Control unit EDC 17, pin A34
D08: NOx sensor I, B1055, pin 3
D20/D26: Control unit EDC 17, pin C29
5 60806 Activation in
D08: EGR servomotor, pin 6
D20/26: EGR servomotor, pin 5
6 60806 Activation out
D08: not used

3.28 B695 exhaust gas differential pressure/relative pressure sensor
3.28.1 Description
The combined exhaust gas differential/relative pressure sensor measures the relative pressure of the exhaust
gas – that is the currently applied pressure relative to the atmosphere upstream of the oxidising catalytic
converter – as a means of pressure compensation of the NOx sensor and lambda probe. It also measures the
pressure differential between the two connecting points of the measurement area comprising the oxidising
catalytic converter and particulate filter (CRT filter) to identify the filter load, filter removal, damaged filters and
regeneration triggering.
Hose connections:
 Large diameter: high-pressure side (upstream of oxidising catalytic converter)
 Small diameter: low-pressure side (downstream of particulate filter)
Note: Following replacement, the exhaust gas differential/relative pressure sensor must be reprogrammed
via MAN-cats®.

See test step list

2 90145 Output signal, relative pressure Control unit EDC17, pin C69
3 90128 Output signal, pressure Control unit EDC17, pin C10
differential

3.29 B322 lambda probe
3.29.1 Description
The lambda probe measures the difference in oxygen concentration between the ambient air and the exhaust
gas stream. This means that the measured signal emitted by the sensor is a direct indicator of the air ratio in the
exhaust gas. Heating of the sensor even allows analysis of the air ratio for exhaust gas temperatures of around
150°C. The LSU 4.9 lambda probe used here is a broadband probe, i.e. it is possible to continuously measure
lambda values between λ = 0.65 and air. This is possible because a practically linear "pump current" serves as
a variable for the control unit. The broadband sensor has two cells: one pump cell and one sensor cell (Nernst
concentration cell). The pump current is used to pump as many oxygen ions as required into the measuring
chamber until there is a voltage value of 450 mV between the electrodes in the reference air duct and in the
measuring cell. The pump current is the variable for the lambda value. Therefore, a corresponding evaluation
circuit is able to use the lambda probe for monitoring the EGR rate. The EGR rate has a direct effect on the
NOx values.
Note on assembly: When re-installing the lambda probe, it must only be fitted using the assembly paste
WEICON Anti-Seize High-Tech, MAN item number 09.16012-0133. The use of other assembly materials can
result in incorrect measurements.

Line number/
Pin Function Connection
line colour
1 60183/red Pump current Control unit EDC17, pin A52
2 60185/yellow Virtual ground Control unit EDC17, pin A40
3 60396/white Actuation, heater cycle, sensor heating (–) Control unit EDC17, pin A46
4 60397/grey Power supply, sensor heating (+UBat) Control unit EDC17, pin A33
5 60184/green Trimming resistor (trim current) Control unit EDC17, pin A53
6 60185/black Nernst voltage Control unit EDC17, pin A39

3.30 Y340 turbo charger 1 pulse valve
3.30.1 Description
The turbo charger pulse valve is used to actuate the turbo charger wastegate capsule. In the case of D08 series
engines with 2-stage turbocharging, only one pulse valve (Y340) is fitted as a means of charging pressure
control on the high-pressure compressor (small charger) via a wastegate.
The turbo charger 1 pulse valve (Y340) is governed via a PWM output (pulse width modulated signal) from the
EDC control unit.
The compressed air is supplied via the compressed air shut-off valve (Y460) and a pressure-limiting valve,
which reduces the supply pressure to 2.5 bar. Based on these signals, the pulse valve varies the pressure at the
turbo charger wastegate capsule and thus the position of the wastegate flap and the charging pressure.
The PWM signal limit values are between 0%, corresponding to the maximum opened wastegate (minimum
charging pressure), and 100%, i.e. wastegate closed (maximum charging pressure).

1200 ohm between pin + and pin –

1 60383 Actuation + Control unit EDC17, pin C51
2 60384 PWM triggering Control unit EDC17, pin C75

3.31.1 Description
The turbo charger pulse valve is used to actuate the turbo charger wastegate capsule. D20/D26 series engines
use 2-stage turbocharging with intercooling. In this case, a further pulse valve (Y493) is fitted as a means of
charging pressure control on the low-pressure compressor (large charger) via a wastegate. This wastegate is
required to operate the low-pressure stage in the optimum range at times of high exhaust-gas mass flows.
Unlike the turbo charger 1 pulse valve (Y340), the turbo charger 2 pulse valve (Y493) is not actuated via
a PWM output (pulse width modulated signal), but by the EDC control unit via "black/white" control.
The compressed air is supplied via the compressed air shut-off valve (Y460) and a pressure-limiting valve,
which reduces the supply pressure to 2.5 bar.
In the case of 2-stage turbocharging, the exhaust gas first flows through a small turbo charger (high-pressure
stage) and then through a larger turbo charger (low-pressure stage). The high-pressure stage allows a high
charging pressure to be built up even in the low engine speed range, which achieves the required air flow for
low-particle combustion. Intercooling is required to limit the charge-air temperatures during compression and
thus prevent carbonisation (carbon deposits) of the compressor wheel and the compressor housing.
The intercooling also increases the efficiency of the high-pressure compressor.

1200 ohm between pin + and pin –

2 60399 Actuation – Control unit EDC17, pin C02

3.32 A1273 Fluidtronic
3.32.1 Description
Fluidtronic (A1273) is an electronic proportional valve and is fitted to D2066 LUH series bus/coach engines
instead of the turbo charger 1 pulse valve (Y340) for actuation/control of the wastegate of the high-pressure
compressor (small charger). No actuation of the wastegate on the low-pressure compressor (large charger)
takes place.
The Fluidtronic proportional valve enables even more precise wastegate actuation. As a result, the wastegate
on the low-pressure compressor is no longer required.

1–6 – Not used –
7 60383 Supply voltage, UBat Control unit EDC17, pin C51
8 – Not used –
9 60384 PWM triggering Control unit EDC17, pin C75
10 – 11 – Not used –

3.33 Y460 E-EGR/EVBec shut-off valve
3.33.1 Description
The compressed air shut-off valve (Y460) supplies the E-EGR, EVBec and PriTarder systems with compressed
air when the engine is running. The turbo charger pulse valves are also supplied via an upstream pressure-
limiting valve, with restricts the pressure to 2.5 bar. When the engine is switched off, the valve is de-energised
and thus remains closed. This prevents pressure loss when the engine is stopped.
The valve is mounted on the engine and actuated by the EDC control unit.

See test step list

1 60395 Actuation Control unit EDC17, pin C54
3 – Not used –

3.34 Y496 shut-off/pressure-reducing valve, low temperature
3.34.1 Description
The combined shut-off and pressure-reducing valve prevents excessive cooling of the engine during cold
operation by means of the shut-off function and restricts the pressure (max. 2 bar) for the low-temperature
radiator (low-temperature cooler).
In conjunction with the fan, the low-temperature cooler is responsible for the recooling of the engine coolant and
low-temperature water, thus facilitating the indirect cooling of the charge air in accordance with the stipulations
of the Euro 6 emission standard.

See test step list

1 60400 Actuation Control unit EDC17, pin C05

3.35 Y398 solenoid valve, CRT exhaust throttle valve
3.35.1 Description
CRT (continuously regenerating trap) is a special oxidising catalytic converter, combined with a diesel
particulate filter. For the system to work reliably and to good effect, the working temperature must be in the
range between approx. 260 and 450°C. For this reason, an additional control loop was implemented for
buses/coaches. As a result of the interaction of the EGR valve and the exhaust pressure throttle valve, this
control loop is able to provide the CRTec® filter with the required exhaust gas temperature for improved
regenerative capacity.
The solenoid valve of the exhaust throttle valve is actuated by the EDC control unit during idling and partially in
coasting mode, while the exhaust throttle valve is closed. This ensures that the required exhaust gas
temperature is reached.

See test step list

1 (6.1) 90315 Actuation Control unit EDC17, pin A30
2 (6.2) 31000 Ground Control unit EDC17, pin A18
6.4 – Not used –

3.36 Y355 EVB module
3.36.1 Description
The pressure-controlled MAN engine brake system EVBec (Exhaust Valve Brake – electronically controlled)
with 3-stage adjustable brake torque was developed to limit the large brake output variation and to facilitate
possible integration in the brake management system. The goal was to achieve indirect regulation of the engine
brake output by regulating the exhaust gas back pressure. The ability to control the pressure in the exhaust line
can be used to influence the brake output. This will also prevent brake output deviations caused by tolerances.
The EDC17 control unit detects the exhaust gas back pressure and calculates the currently permissible or
necessary exhaust gas back pressure taking the influencing factors of time, driving speed and engine speed
into account.
A controlled pressure is applied to the adjusting cylinder via a proportional valve, which works against the spring
force of the closing spring in the adjusting cylinder and the force exerted on the eccentrically mounted exhaust
throttle valve via the exhaust gas pressure in order to regulate the position of the exhaust throttle valve.

See test step list

1 (5) 198 Ground, exhaust gas back pressure sensor Control unit EDC17, pin A08
2 (6) 43012 Power supply, exhaust gas back pressure Control unit EDC17, pin A50
sensor, 5 V
3 (3) 43329 Ground, proportional valve Control unit EDC17, pin A18
4 --- Not used ---
5 (1) 197 Signal input, exhaust gas back pressure sensor Control unit EDC17, pin A25
6 (2) 43339 Proportional valve actuation Control unit EDC17, pin A30

3.37 A808 AdBlue supply module
3.37.1 Description
The MAN AdBlue® system is an exhaust gas aftertreatment system for commercial vehicles fitted with an
SCR catalytic converter (reduction catalytic converter). This reduces nitrogen oxides by up to 85% and
particulates by up to 40%. A 32.5% urea/water mix (AdBlue) is fed into the exhaust gas stream upstream of
the SCR catalytic converter.
The MAN AdBlue® system with Emitec NoNOx supply module works with compressed air support.
The compressed air ensures optimum atomisation when feeding the AdBlue into the exhaust gas stream.
3.37.2 Pin assignment of plug connector X1

1-3 – Not used –
D20/26: EGR servomotor, M289, pin 7
D08: Thermocouples, A1191, pin 5
6 90004 Power supply, term. 30 Fuse F738
9 31000 Ground Ground point X1907/X1983
10-12 – Not used –
13 90514 Solenoid valve, air Jumper to connector X2, pin 1
14 90515 Solenoid valve, air Jumper to connector X2, pin 2
15 15038 Power supply, term. 15 Fuse F737
D20/26: NOx sensor II OBD, pin 2
D08: AdBlue combination sensor,
A1192, pin 2
D20/26: NOx sensor II OBD, pin 5
D08: AdBlue combination sensor,
A1192, pin 3
18 – Not used –

3.37.3 Pin assignment of plug connector X2

1 90514 Actuation, solenoid valve, air Jumper to connector X1, pin 13
2 90515 Ground Jumper to connector X1, pin 14

3.38 Y437 coolant solenoid valve
3.38.1 Description
AdBlue has a high water content and is therefore at great risk of freezing. It freezes at temperatures
below -11°C. As a result, the system must be heated. Initially, all internal and external lines, the supply module
(internally, via a filter) and the tank are heated. The internal heaters are electrical; engine coolant is used for
heating the tank and the external lines. A pipe coil is installed in the AdBlue tank and heated coolant from the
engine circuit circulates through it. The valve switches the heating circuit on or off as required, thus regulating
the heating circuit of the AdBlue tank.
Note: In bus/coach circuit diagrams, this component is also referred to as "Y511 AdBlue tank heating valve".

See test step list

1 (2) 90311 Actuation Control unit EDC17, pin A54
2 (1) 90321 Ground Control unit EDC17, pin A32

3.39 A1192 AdBlue combination sensor
3.39.1 Description
The sensor monitors the fill level, temperature and AdBlue quality in the AdBlue tank.
The fill level is determined using floats via reed contacts to which a defined resistance value is allocated.
An NTC thermistor is used to determine the temperature.
The AdBlue quality is determined on the basis of the ultrasonic transit time method (i.e. by means of acoustic
waves).
The values are prepared in evaluation electronics and communicated via the CAN bus.

D20/26: Thermocouples A1191, pin 6
4 31000 Ground Distributor X617, term. 31
7 192 Exhaust CAN Low, out Jumper to pin 8
8 192 Terminating resistor, exhaust CAN Jumper to pin 7

3.40 B1055 NOx sensor I, untreated emissions
3.40.1 Description
NOx sensor I for untreated emissions detects the NOx values directly upstream of the exhaust gas after-
treatment system, i.e. after the second turbo charger (in the case of 2-stage turbocharging) and before the
first catalytic converter.
The operating principle of the NOx sensor is based on the decomposition of nitrogen oxide by means of a
catalytically active electrode. The measurement of the oxygen produced here is familiar from the linear lambda
probe. The layout of the multi-layer zirconium dioxide sensor ceramic (ZrO2) contains two chambers: In the first
chamber, the oxygen contained in the exhaust gas is reduced or increased to a constant partial pressure of
several 10 ppm by applying a pump current. The necessary current is proportional to the air ratio reciprocal
value. In the second chamber, the NOx reduction takes place at the measuring electrode. The current required
for keeping the electrode area free of oxygen is proportional to the nitrogen oxide concentration and forms the
measured signal.
Note on assembly: The NOx sensor must only be fitted using the assembly paste WEICON Anti-Seize
High-Tech, MAN item number 09.16012-0133. The use of other assembly materials can result in incorrect
measurements.

D20/26: Throttle-valve actuator, M119, pin 8
D08: EGR servomotor, M289, pin 8
D08: Throttle-valve actuator, M119, pin 4
D20/26: Throttle-valve actuator, M119, pin 7

3.41 B994 NOx sensor II OBD
3.41.1 Description
The NOx sensor II OBD measures the nitrogen oxide concentration and the oxygen content in the exhaust gas
stream downstream of the SCR catalytic converter, i.e. at the end of the exhaust stream, after all catalytic converters.
The operating principle of the NOx sensor is based on the decomposition of nitrogen oxide by means of a
catalytically active electrode. The measurement of the oxygen produced here is familiar from the linear lambda
probe. The layout of the multi-layer zirconium dioxide sensor ceramic (ZrO2) contains two chambers: In the first
chamber, the oxygen contained in the exhaust gas is reduced or increased to a constant partial pressure of
several 10 ppm by applying a pump current. The necessary current is proportional to the air ratio reciprocal
value. In the second chamber, the NOx reduction takes place at the measuring electrode. The current required
for keeping the electrode area free of oxygen is proportional to the nitrogen oxide concentration and forms the
measured signal.
Note on assembly: The NOx sensor must only be fitted using the assembly paste WEICON Anti-Seize
High-Tech, MAN item number 09.16012-0133. The use of other assembly materials can result in incorrect
measurements.


3.42 A1154 electronic relay for flame-start system
3.42.1 Description
The control of the flame-start system was changed with the introduction of Euro 6. The EDC control unit now
actuates the system via the LIN data bus by means of an electronic relay.
3.42.2 Pin assignment of plug connector A

2 31000 Ground Ground point X1904
3 – Not used –
4 64517 LIN data bus Control unit EDC17, pin C32
5 17300 Solenoid valve, flame start + Solenoid valve, flame start, pin 1
6 17305 Solenoid valve, flame start – Solenoid valve, flame start, pin 2
7 – Not used –
8 – Not used –
3.42.3 Pin assignment of plug connector B

1 17301 Actuation, flame glow plug Flame glow plug, R100

3.43 A968 fan clutch with speed sensor
3.43.1 Description
The speed-controlled fan clutch combined with a Visco fan offers various advantages over the non-controlled
model:
 No audible fan noise after cold start
 No unnecessary fan output after engine start
 Faster engine heating
 Reduction of switch-off delay
Actuation is performed by the EDC17 control unit.

1 (5) 61306 Fan clutch coil, +UBat Control unit EDC17, pin C27
2 (6) 61307 Fan clutch coil, – Control unit EDC17, pin C52
3 (3) 61105 Power supply, speed sensor, 5 V Control unit EDC17, pin C80
4 (4) 61106 Signal output, speed sensor Control unit EDC17, pin C31
5 (1) 61107 Ground, speed sensor Control unit EDC17, pin C07

3.44 A1081 proportional valve HCI
3.44.1 Description
The Bosch proportional valve HCI (hydrocarbon injection) is part of a diesel fuel metering system for the active
regeneration of particulate filters. The system enables regeneration of the particulate filter through targeted
injection of diesel fuel into the exhaust gas. This removes the need for an expensive coating of the filter or an
additional additive tank.
The proportional valve HCI is integrated in the low-pressure fuel circuit. It sprays a precisely dosed amount of
diesel into the exhaust gas tract above the oxidising catalytic converter without the use of compressed air. This
raises the temperature of the exhaust gas flowing through the oxidising catalytic converter to approx. 600°C,
thus burning off the soot stored in the particulate filter. The flow rate is varied according to current requirements.
On the basis of multiple signals (e.g. load state of the engine, exhaust gas temperature), the software integrated
in the EDC17 control unit calculates the required dosing quantity and converts this into an actuation signal for
the metering valve.
A1081 proportional valve HCI is an assembly comprising the following components:

 Y513 metering valve HCI
 Y514 shut-off valve HCI
 B702 fuel pressure/temperature sensor HCI
 B703 fuel pressure sensor HCI

3.45 Y513 metering valve HCI
3.45.1 Description
Y513
The metering valve is part of the proportional valve HCI (A1081).


3.46 Y514 shut-off valve HCI
3.46.1 Description
Y514
The shut-off valve is part of the proportional valve HCI (A1081).


3.47 B702 fuel pressure/temperature sensor HCI
3.47.1 Description
B702
The fuel pressure/temperature sensor is part of the proportional valve HCI (A1081) and is located in the supply
line to the metering unit. The fuel pressure/temperature sensor is used for quantity control and diagnostic
purposes.

2 90151 Signal output, temperature sensor Control unit EDC17, pin C71
3 90153 5 V power supply Control unit EDC17, pin C91
4 90154 Signal output, pressure sensor 1 Control unit EDC17, pin C67

3.48 B703 fuel pressure sensor HCI
3.48.1 Description
B703
The fuel pressure sensor is part of the proportional valve HCI (A1081) and is located in the return line. The fuel
pressure sensor is used for quantity control and diagnostic purposes.

1 90157 5 V power supply Control unit EDC17, pin C90
3 90155 Signal output, pressure sensor 2 Control unit EDC17, pin C66

DESCRIPTION OF COMPONENTS
4 DESCRIPTION OF COMPONENTS
4.1 A435 control unit EDC17
4.1.1 Component
4.1.2 Installation location
On vertical engines, the control unit is mounted on the side of the engine block.
In the case of D2066 LUH series engines, the control unit is located on the right side above the oil sump.

4.2 CP3 high pressure pump
4.2.1 Component
The high pressure pump is driven by spur gears. The same spur gear drive also drives the alternator, the
coolant pump and, if fitted, the air-conditioning system compressor on the front side of the engine by means of a
belt pulley.

4.3 Y332 proportional fuel valve
4.3.1 Component
The proportional fuel valve is located on the low-pressure side of the high pressure pump and is bolted to the
CP3 high pressure pump housing.

4.4 High-pressure accumulator (rail)
4.4.1 Component
The rail is mounted on the engine block.

4.5 Pressure-limiting valve
4.5.1 Component
The pressure-limiting valve is mounted on the high-pressure accumulator (rail).

4.6 B487 rail pressure sensor
4.6.1 Component
The rail pressure sensor is mounted on the high-pressure accumulator (rail).

4.7 Y341 injector cylinder 1
4.7.1 Component
This installation situation applies accordingly to all other installed injectors:

This image shows an installation example on a D26 engine.

4.8 B488 speed increment sensor
4.8.1 Component
The speed increment sensor is mounted on the flywheel housing.

4.9 B489 speed segment sensor
4.9.1 Component

4.10 B104 oil pressure sensor
4.10.1 Component

4.11 B270 oil level sensor
4.11.1 Component

4.12 B377 fuel pressure sensor
4.12.1 Component
The fuel pressure sensor is mounted on the fuel filter system.

4.13 B323 air flow meter
4.13.1 Component
The air flow meter is installed in a calibrated measurement pipe after the air filter.

4.14 B623 charging pressure/temperature sensor
4.14.1 Component
The charging pressure/temperature sensor is mounted on the intake pipe. This image shows an installation
example on a D08 engine.

4.15 B694 charging pressure/temperature sensor, low temperature
4.15.1 Component

4.16 B123 charge air temperature sensor
4.16.1 Component

4.17 B124 coolant temperature sensor
4.17.1 Component

4.18 B1049 coolant temperature sensor, low temperature
4.18.1 Component

4.19 B696 EGR temperature sensor
4.19.1 Component
The EGR temperature sensor is installed after the EGR cooler and before the intake air mixing point.

4.20 B561 exhaust gas temperature sensor upstream of filter
4.20.1 Component
This image shows an installation example on a Lion's City bus/coach.

4.21 B562 exhaust gas temperature sensor downstream of filter
4.21.1 Component

4.22 B634 exhaust gas temperature sensor downstream of SCR catalytic converter
4.22.1 Component

4.23 A1191 exhaust gas thermocouples
4.23.1 Component
The evaluation electronics and thermocouples are mounted on the exhaust silencer.
Note: The thermocouples are used in all truck engines and the bus/coach engines D20/D26 LOH.

4.24 B673 E-EGR cylinder displacement sensor
4.24.1 Component
Note: The pneumatic system (adjusting cylinder with displacement sensor B673 and proportional valve Y458) is
only used for bus/coach engines D0836 LOH and D2066 LUH.

4.25 Y458 E-EGR proportional valve
4.25.1 Component
Note: The pneumatic system (adjusting cylinder with displacement sensor B673 and proportional valve Y458) is
only used for bus/coach engines D0836 LOH and D2066 LUH.

4.26 M289 EGR servomotor
4.26.1 Component
Note: The EGR servomotor M289 is used for all truck engines and the bus/coach engines D20/D26 LOH.

4.27 M119 throttle valve actuator
4.27.1 Component

4.28 B695 exhaust gas differential pressure/relative pressure sensor
4.28.1 Component
This image shows an installation example on a TGL truck.

4.29 B322 lambda probe
4.29.1 Component

4.30.1 Component

4.31.1 Component

4.32 A1273 Fluidtronic
4.32.1 Component
This image shows an installation example on an HOCL bus/coach chassis.

4.33 Y460 E-EGR/EVBec shut-off valve
4.33.1 Component

4.34 Y496 shut-off/pressure-reducing valve, low temperature
4.34.1 Component

4.35 Y355 EVB module
4.35.1 Component

4.36 A808 AdBlue supply module
4.36.1 Component

4.37 Y437 coolant solenoid valve
4.37.1 Component
The valve is mounted on the AdBlue tank.
Note: In bus/coach circuit diagrams, this component is also referred to as "Y511 AdBlue tank heating valve".

4.38 A1192 AdBlue combination sensor
4.38.1 Component
The AdBlue combination sensor is part of the AdBlue tank. This image shows an installation example.

4.39 B1055 NOx sensor I, untreated emissions
4.39.1 Component
These images show an installation example on a D26 engine.
These images show an installation example on a D08 engine.

4.40 B994 NOx sensor II OBD
4.40.1 Component
These images show an installation example on a Lion's City bus/coach.

4.41 A1154 electronic relay for flame-start system
4.41.1 Component

4.42 A968 fan clutch with speed sensor
4.42.1 Component
The fan clutch is part of the Visco fan.

4.43 A1081 proportional valve HCI
4.43.1 Component

DIAGNOSIS
5 DIAGNOSIS with MAN-cats® II
5.1 General
Most control units that can be tested using MAN-cats® are connected with diagnostic socket X200 pin 3/4 via a
communication line. The diagnostic system stimulates a specific control unit via the communication line. The
control unit responds and transmits the faults stored in its diagnostic memory via the communication line in
digital code.
"KWP-on-CAN" control units such as TBM and ECAS2 do not have a communication line. Control units with
KWP-on-CAN diagnosis are stimulated by the vehicle management computer/Power Train Manager
communication line.
5.1.1 Diagnostic socket HD-OBD (X200)

The SPN diagnostic codes can be downloaded from the diagnostic memory of various control units using
MAN-cats® (connection to diagnostic socket X200). The results are displayed on the MAN-cats® display.
The 16-pin diagnostic socket HD-OBD according to ISO 15031-3 replaces the former 12-pin MAN diagnostic
socket.
In future, this OBD standardisation will, for the first time, provide a uniform diagnostic system for the exhaust-
relevant components of almost all vehicles worldwide.

1 59101 Speed signal, alternator, term. W
2 – not used
3 16202 Communication line
4 31000 Earth terminal 31
5 – Not used
6 185 HD-OBD-CAN High
7 – Not used
8 16000 Power supply, term. 15
9 – 13 – Not used
14 186 HD-OBD-CAN Low
15 – Not used
16 30009 Power supply, term. 30

DIAGNOSIS
5.1.3 Fault storage

The system constantly inspects itself. A signal range check (area check) is run for this purpose. During this
check, the system polls all signals to determine that they are present and plausible. Polling is performed in a
specific time pattern (specified by the software). The control unit itself is also checked continuously during the
entire program run time. The first check always takes place when the ignition is switched on (checksum test).
If faults occur during operation, these faults are saved to the diagnostic memory and a message appears on
the driver's display.
The following occurs in the event of a fault entry:

 Diagnostic memory entry identification (SPN)
 Fault type identification (FMI)
 Fault priority assignment
 Fault frequency detection
 Detection of framework conditions (two environmental conditions) when the fault was categorised.
Sporadic faults are recorded by a self-healing counter after they have disappeared for the first time. This means
that a specific frequency number is set and this number is decremented by 1 each time the vehicle is started.
If the fault stops occurring and the counter reaches the value zero, the corresponding fault block is deleted and
any subsequent fault blocks processed.
The following actions are initiated automatically depending on the evaluation of a fault that has
occurred:
 Changeover to a suitable default function to permit continued driving, although with some restrictions.
This allows the vehicle to be driven to the nearest MAN service workshop.
 Immediate engine stop if required for safety reasons.
As soon as a fault occurs, a fault block is stored in the diagnostic memory or an already existing fault is
updated. In addition, this fault block is sent via CAN bus to the OBDU (on-board diagnostic unit), which is part
of the central on-board computer, via the vehicle management computer.
This message contains the following information:

 Fault detection = SPN (suspect parameter number)
 Environmental condition 1 = SPN1 with accompanying measured value
 Environmental condition 2 = SPN2 with accompanying measured value
 Fault type (cause) = FMI (failure mode identification)
Fault priority = PRIO (priority)
Each individual fault is therefore assigned a priority because the faults diagnosed and stored by the control unit
can involve different risks.
5.1.4 Diagnostic codes

Up-to-date information on DTC/SPN and P codes can be found on the MAN After Sales Portal by entering
a 7-digit vehicle production number or a 17-digit vehicle identifier (FIN) with subsequent selection of the
information type "DTC/SPN and P code descriptions".

DIAGNOSIS
5.2 Test step list, EDC17 truck
Service outlet: Test performed by:

Customer: First registration:
Vehicle type: Vehicle identifier:
Engine type: Engine no.:
CR high pressure pump: Control unit no.:
Mileage: Date:
Use MAN-cats® to download the diagnostic memory excerpt of the vehicle management computer/Power Train
Manager and the EDC control unit relating to the filled-in step list.
Checks with the engine stopped (ignition off, control unit disconnected)
 Engine temperature approx. 20°C
 Control unit not connected (!!!), cable harness adapter connected
 Measure the resistance between PIN+ and PIN- using a multimeter
 NEVER MEASURE AT THE PLUG CONTACTS THEMSELVES WITHOUT USING SUITABLE TEST
PROBES! (Danger of bending open the contacts)
Description PIN PIN Target value Actual

value
Crankshaft speed increment sensor (B488) C40 C16 0.75 – 1.10 kΩ kΩ
Grounding C16 A02 > 10 MΩ MΩ
Camshaft speed segment sensor (B489) C17 C41 0.75 – 1.10 kΩ kΩ
Ground, fan speed sensor (A968) C07 A02 > 10 MΩ MΩ
Ground, fuel pressure sensor (B377) C19 A02 > 10 MΩ MΩ
Ground, rail pressure sensor (B487) C83 A02 > 10 MΩ MΩ
Ground, charging pressure/temperature sensor, C23 A02 > 10 MΩ MΩ
low temp. (B694)
Ground, charging pressure/temperature sensor C68 A02 > 10 MΩ MΩ
(B623)
Ground, oil pressure sensor (B104) A09 A02 > 10 MΩ MΩ
Ground, pressure differential/relative pressure C63 A02 > 10 MΩ MΩ
sensor (B695)
Air flow meter (B323) A55 A26 1.10 – 2.60 kΩ kΩ
Grounding A55 A02 > 10 MΩ MΩ
Lambda probe (B322) A33 A46 2.00 – 4.00 Ω Ω
A52 A53 30 – 300 Ω Ω
A33 A02 > 10 MΩ MΩ
A40 A02 > 10 MΩ MΩ
A33 A40 > 1 MΩ MΩ
Ground, exhaust gas back pressure sensor EVBec A08 A02 > 10 MΩ MΩ
(Y355)
Turbo charger 1 pulse valve (Y340) C51 C75 80 – 100 Ω Ω
Shut-off/pressure-reducing valve, low- C05 C03 20 – 28 Ω Ω
temperature cooler (Y496)
Proportional valve (MProp) (Y332) C25 C73 2.50 – 4.50 Ω Ω
Ground, charge air temperature sensor (B123) C87 A02 > 10 MΩ MΩ

DIAGNOSIS
Description PIN PIN Target value Actual

value
Ground, coolant temperature sensor (B124) C55 A02 > 10 MΩ MΩ
Ground, EGR temperature sensor (B696) C94 A02 > 10 MΩ MΩ
CAN connection to vehicle management A48 A35 115 – 125 Ω Ω
computer/PTM
CAN connection to OBD socket A38 A51 115 – 125 Ω Ω
Exhaust CAN A34 A47 115 – 125 Ω Ω
Compressed air shut-off valve (Y460) C54 C47 25 – 260 Ω Ω
AdBlue tank heating valve (Y511/Y437) A54 A32 25 – 60 Ω Ω
IMR relay starter control (M100) C96 C72 15 – 30 Ω Ω
Description 4-cylinder 6-cylinder PIN PIN Target value Actual

value
Injector Cylinder 2 Cylinder 5 D01 D16 <2Ω Ω
Cylinder 3 Cylinder 6 D02 D15 <2Ω Ω
–– Cylinder 4 D03 D14 <2Ω Ω
Ground, injectors Cylinder 2 Cylinder 5 D16 A02 > 10 MΩ MΩ
Cylinder 3 Cylinder 6 D15 A02 > 10 MΩ MΩ
–– Cylinder 4 D14 A02 > 10 MΩ MΩ
Checking actuation of the OBD malfunction indicator lamp (MIL)
Note: This test is only performed if the MIL is actuated by the EGC17 control unit output stage.
Connect pin A45 to pin A02. The MIL must now light up. The MIL must go out again when the connection is
broken.
Checks with the engine stopped or running and with the vehicle at a standstill
 Engine temperature > 30°C
 Cable harness adapter connected to control unit
 Read out diagnostic memory, no entry present?
 Measure the voltage between PIN+ and PIN- using a multimeter
Description PIN+ PIN– Target value Ac- Comment Speed

tual
Control unit EDC17 (A435) A01 A02 UBat V Idling
Power supply A03 A04 UBat V Idling
A05 A06 UBat V Idling
Ignition A17 A02 UBat V Idling
Air flow meter (B323) A07 A55 12.0 – 15.0 V V Standstill
Lambda probe (B322) A40 A02 2.30 – 2.70 V V Standstill
Power supply, EGR C29 A02 UBat V Idling

DIAGNOSIS

tual
Fan speed sensor (A968)
Power supply C80 C07 4.75 – 5.25 V V Idling
Sensor signal C31 C07 0.50 – 4.50 V V Idling
Fuel pressure sensor (B377)
Pressure signal C35 C19 1.00 – 2.50 V V 1.9 – 7.5 bar Idling
Rail pressure sensor (B487)
Pressure signal C34 C83 0.83 – 3.17 V V 200 - 1200 bar Idling
Pressure signal C34 C83 0.20 – 0.80 V V approx. 0 bar Standstill
Charging pressure/temperature
sensor, low temperature (B694) Idling
Pressure signal C18 C23 1.05 – 1.11 V V PWG min Upper
Pressure signal C18 C23 1.05 – 2.20 V V PWG max idling
Temperature signal C13 C23 4.20 – 2.20 V V 0 – 60°C Idling
sensor (B623) Idling
Pressure differential/relative
pressure sensor (B695)
Power supply
Pressure signal, pressure C82 C63 4.75 – 5.25 V V Idling
differential C10 C63 0.40 – 0.70 V V 0 – 50 mbar Idling
Pressure signal, relative pressure C69 C63 0.40 – 0.90 V V 0 – 50 mbar Idling
Oil pressure sensor (B104)
Power supply A36 A09 4.75 – 5.25 V V Idling
Pressure signal A14 A09 1.20 – 4.35 V V 1.5 – 5.4 bar Idling
Coolant temperature sensor
(B124) C14 C55 3.74 – 1.22 V V 20 – 90°C Idling
EGR temperature sensor (B696) C95 C94 3.74 – 1.22 V V 20 – 90°C Idling
Charge air temperature sensor
(B123) C37 C87 4.20 – 2.20 V V 0 – 60°C Idling
Exhaust gas back pressure
sensor EVBec (Y355)
Pressure signal A25 A08 0.25 – 1.15 V V Idling
Checks with the engine stopped or running and with the vehicle at a standstill (at operating
temperature)
 CRT filter temperature < 300°C

DIAGNOSIS

tual
Exhaust gas differential
Power supply C82 C63 4.75 – 5.25 V V Upper
Pressure signal C10 C63 > 0.60 V * V > 30 mbar idling
approx.
2150 rpm
CRT exhaust throttle valve A30 A18 UBat V Closed Idling
(Y398) A30 A18 UBat V Closed Coast-
(if fitted in CRT filter) ing**
* Voltage between the signal pins must rise with increasing engine speed, otherwise the pneumatic
connections at the pressure differential sensor may have been swapped.
** Testing of coasting function during driving or on roller test bench: accelerate the vehicle and release the
accelerator => exhaust throttle valve closed and EGR flap open.
Checking the main relay
Description PIN+ PIN– Target value Actual Comment

value
Main relay A17 A02 UBat V Ignition on
A17 A02 0V V Ignition off
C81 A02 4.75 – 5.25 V V Ignition on
C81 A02 0V V Ignition off
Once the ignition has been switched off, pin C81 must switch to 0 V after a maximum delay of 20 seconds.
Deleting the diagnostic memory

Delete the diagnostic memory with MAN-cats® after completing the tests. There must not be any faults in the
memory when the ignition is switched back on. Otherwise, search for the fault and rectify the problem.

DIAGNOSIS
5.3 Test step list, EDC17 bus/coach
Service outlet: Test performed by:

Customer: First registration:
Vehicle type: Vehicle identifier:
Engine type: Engine no.:
CR high pressure pump: Control unit no.:
Mileage: Date:
Use MAN-cats® to download the diagnostic memory excerpt of the vehicle management computer/Power Train
Manager and the EDC control unit relating to the filled-in step list.
Checks with the engine stopped (ignition off, control unit disconnected)
 Engine temperature approx. 20°C
 Control unit not connected (!!!), cable harness adapter connected
 Measure the resistance between PIN+ and PIN- using a multimeter
 NEVER MEASURE AT THE PLUG CONTACTS THEMSELVES WITHOUT USING SUITABLE TEST
PROBES! (Danger of bending open the contacts)
Description PIN PIN Target value Actual value

Crankshaft speed increment sensor (B488) C40 C16 0.75 – 1.10 kΩ kΩ
Camshaft speed segment sensor (B489) C17 C41 0.75 – 1.10 kΩ kΩ
Ground, fan speed sensor (A968) C07 A02 > 10 MΩ MΩ
Ground, fuel pressure sensor (B377) C19 A02 > 10 MΩ MΩ
Ground, rail pressure sensor (B487) C83 A02 > 10 MΩ MΩ
Ground, charging pressure/temperature sensor, low C23 A02 > 10 MΩ MΩ
temp. (B694)
Ground, charging pressure/temperature sensor C68 A02 > 10 MΩ MΩ
(B623)
Ground, oil pressure sensor (B104) A09 A02 > 10 MΩ MΩ
Ground, pressure differential/relative pressure C63 A02 > 10 MΩ MΩ
sensor (B695)
Air flow meter (B323) A55 A26 1.10 – 2.60 kΩ kΩ
Grounding A55 A02 > 10 MΩ MΩ
Lambda probe (B322) A33 A46 2.00 – 4.00 Ω Ω
A52 A53 30 – 300 Ω Ω
A33 A02 > 10 MΩ MΩ
A40 A02 > 10 MΩ MΩ
A33 A40 > 1 MΩ MΩ
Exhaust gas temperature sensor 1, upstream of A28 A10 200 – 700 Ω Ω
filter (B561) A10 A02 > 10 MΩ MΩ
Grounding
Exhaust gas temperature sensor 3, upstream of A27 A11 200 – 700 Ω Ω
SCR (B562) A11 A02 > 10 MΩ MΩ
Grounding
Exhaust gas temperature sensor 4, downstream of A15 A24 200 – 700 Ω Ω
SCR (B634) A24 A02 > 10 MΩ MΩ
Grounding

DIAGNOSIS
Description PIN PIN Target value Actual value

Ground, exhaust gas back pressure sensor EVBec A08 A02 > 10 MΩ MΩ
(Y355)
Ground, E-EGR displacement sensor (B673) C45 A02 > 10 MΩ MΩ
E-EGR proportional valve (Y458) C29 C04 25 – 110 Ω Ω
Shut-off/pressure-reducing valve, low-temperature C05 C03 20 – 28 Ω Ω
cooler (Y496)
Proportional valve (MProp) (Y332) C25 C73 2.50 – 4.50 Ω Ω
Ground, charge air temperature sensor (B123) C87 A02 > 10 MΩ MΩ
Ground, coolant temperature sensor (B124) C55 A02 > 10 MΩ MΩ
Ground, EGR temperature sensor (B696) C94 A02 > 10 MΩ MΩ
CAN connection to vehicle management A48 A35 115 – 125 Ω Ω
computer/PTM
CAN connection to OBD socket A38 A51 115 – 125 Ω Ω
Exhaust CAN A34 A47 115 – 125 Ω Ω
Compressed air shut-off valve (Y460) C54 C47 25 – 260 Ω Ω
Solenoid valve, CRT exhaust throttle valve (Y398) A30 A18 40 – 240 Ω Ω
AdBlue tank heating valve (Y511/Y437) A54 A32 25 – 60 Ω Ω
IMR relay starter control (M100) C96 C72 15 – 30 Ω Ω
Description 4-cylinder 6-cylinder PIN PIN Target value Actual value

Injector Cylinder 2 Cylinder 5 D01 D16 <2Ω Ω
Ground, injectors Cylinder 2 Cylinder 5 D16 A02 > 10 MΩ MΩ
Checking actuation of the OBD malfunction indicator lamp (MIL)
Note: This test is only performed if the MIL is actuated by the EGC17 control unit output stage.
Connect pin A45 to pin A02. The MIL must now light up. The MIL must go out again when the connection is
broken.
Checks with the engine stopped or running and with the vehicle at a standstill

DIAGNOSIS
Description PIN+ PIN– Target value Act Comment Speed

ual
Control unit EDC17 (A435) A01 A02 UBat V Idling
Power supply A03 A04 UBat V Idling
A05 A06 UBat V Idling
Ignition A17 A02 UBat V Idling
Air flow meter (B323) A07 A55 12.0 – 15.0 V V Standstill
Lambda probe (B322) A40 A02 2.30 – 2.70 V V Standstill
Power supply, EGR C29 A02 UBat V Idling
Fan speed sensor (A968)
Sensor signal C31 C07 0.50 – 4.50 V V Idling
Fuel pressure sensor (B377)
Pressure signal C35 C19 1.00 – 2.50 V V 1.9 – 7.5 bar Idling
Rail pressure sensor (B487)
Pressure signal C34 C83 0.83 – 3.17 V V 200 - 1200 bar Idling
Pressure signal C34 C83 0.20 – 0.80 V V approx. 0 bar Standstill
sensor, low temperature (B694) Idling
sensor (B623) Idling
Pressure differential/relative
Pressure signal, pressure differential C10 C63 0.40 – 0.70 V V 0 – 50 mbar Idling
Pressure signal, relative pressure C69 C63 0.40 – 0.90 V V 0 – 50 mbar Idling
Oil pressure sensor (B104)
Pressure signal A14 A09 1.20 – 4.35 V V 1.5 – 5.4 bar Idling
Coolant temperature sensor
(B124) C14 C55 3.74 – 1.22 V V 20 – 90°C Idling
EGR temperature sensor (B696) C95 C94 3.74 – 1.22 V V 20 – 90°C Idling
Charge air temperature sensor
(B123) C37 C87 4.20 – 2.20 V V 0 – 60°C Idling
E-EGR displacement sensor
(B673)
Feedback signal C59 C45 0.50 – 0.90 V V Idling
Exhaust gas temperature sensor
1, upstream of filter (B561) A28 A10 1.08 – 2.30 V V 20 – 700°C Idling
3, upstream of SCR (B562) A27 A11 1.08 – 2.30 V V 20 – 700°C Idling
4, downstream of SCR (B634) A15 A24 1.08 – 2.30 V V 20 – 700°C Idling

DIAGNOSIS

ual
Exhaust gas back pressure
sensor EVBec (Y355)
Pressure signal A25 A08 0.25 – 1.15 V V Idling
Checks with the engine stopped or running and with the vehicle at a standstill (at operating
temperature)
 CRT filter temperature < 300°C

ual
Exhaust gas differential Upper
pressure sensor (B695) idling
Power supply C82 C63 4.75 – 5.25 V V approx.
Pressure signal C10 C63 > 0.60 V * V > 30 mbar 2150 rpm
CRT exhaust throttle valve Idling
(Y398) A30 A18 UBat V Closed Coast-
(if fitted in CRT filter) A30 A18 UBat V Closed ing**
* Voltage between the signal pins must rise with increasing engine speed, otherwise the pneumatic
connections at the pressure differential sensor may have been swapped.
** Testing of coasting function during driving or on roller test bench: accelerate the vehicle and release the
accelerator => exhaust throttle valve closed and EGR flap open.
Checking the main relay
Description PIN+ PIN– Target value Actual Comment

value
Main relay A17 A02 UBat V Ignition on
A17 A02 0V V Ignition off
C81 A02 4.75 – 5.25 V V Ignition on
C81 A02 0V V Ignition off
Once the ignition has been switched off, pin C81 must switch to 0 V after a maximum delay of 20 seconds.
Deleting the diagnostic memory

Delete the diagnostic memory with MAN-cats® after completing the tests. There must not be any faults in the
memory when the ignition is switched back on. Otherwise, search for the fault and rectify the problem.

DIAGNOSIS
5.4 MAN-cats® II diagnostic memory

All faults as well as the memory status, the fault status, the fault frequency, the priority and the two
environmental conditions (SPN1 and SPN2) are indicated when the diagnostic memory is read out using
MAN-cats®. The mileage, date and time are recorded in the time stamp when a fault first occurs. This data is
supplied by the tachograph in a CAN message. The recorded time is UTC (Coordinated Universal Time), i.e. not
local time! UTC is the current world time and has replaced mean Greenwich Mean Time (GMT) in the function.
The time zones are indicated as plus or minus UTC (e.g. UTC+2 is the same as CEST = Central European
Summer Time).
5.4.1 Status displays, FMI (Failure Mode Identification)

Symbol Meaning
FMI 0: Fault not specified
FMI 1: Too high
FMI 2: Too low
FMI 3: Implausible
FMI 4: No signal present
FMI 5: Short-circuit to ground
FMI 6: Short-circuit to +UBat
FMI 7: Short-circuit
FMI 8: Signal faulty
FMI 9: Device fault
FMI 10: Disconnection
FMI 11: Loose contact
FMI 12: Disconnection or short-circuit to +UBat
FMI 13: Disconnection or short-circuit to ground
Memory status
No fault
Fault stored
Intermittent fault
Fault active and has been stored

DIAGNOSIS
5.5 Troubleshooting in the CAN network for D08 engines

Note: Note the different order of components in the CAN network for the D08 and D20/D26 engines. See also the section "Overview of CAN network and power supply".
1 Disconnection, term. 15
2 Disconnection term. 30, term. 31 (GND)
3 CAN High or CAN Low (in disconnected)
4 CAN High or CAN Low (out disconnected) X: more likely
5 CAN High or CAN Low (in and out both disconnected) O: possible
6 CAN High swapped with CAN Low (in to in)
7 CAN High swapped with CAN Low (out to out)
8 CAN High or CAN Low, short-circuit to ground
9 CAN High or CAN Low, short-circuit to UBat
10 CAN High In swapped with CAN High out
SPN (FMI) Potential cause MAN-cats® diagnostic messages Note
EGR
X X 3055 (4), 3056 (4) EGR, disconnection, term. 15, term. 30 or term. 31 Timeout fault, EGR flap
3822 (4), 3830 (4),
3053 (4), 4059 (8),
EGR: Interruption of CAN connection between EGR Timeout: NOx sensor upstream of exhaust gas NoNOx supply module is
X 4060 (8), 4559 (8),
and NOx sensor I or fault at plugs aftertreatment (pin A34 - pin A47) "locked"
4562 (8), 3057 (4),
4444 (8)
4365 (8), 4366 (8),
4377 (8), 4374 (8),
Some SPNs are only set
3822 (4), 3830 (4),
EGR: Interruption of CAN connection between EGR after engine start;
X 4058 (4), 3053 (4), Timeout for CAN receipt message
and NOx sensor I or fault at plugs NoNOx supply module is
4059 (8), 4060 (8),
"locked"
4559 (8), 4562 (8),
3057 (4), 4444 (8)
EGR: Interruption of CAN connection between
X X X 3819 (8) EDC 17 and EGR; or fault at EGR or short-circuit of Exhaust CAN (pin A34 - pin A47) Entire CAN "dead"
CAN High to ground or UBat
EGR: Fault in wiring between EDC 17 and EGR or
X X 3819 (4) Exhaust CAN (pin A34 - pin A47) Entire CAN "dead"
directly at EGR
Some faults are not
3822 (4), 3830 (4), always active!
4559 (8), 4562 (8), EGR: Fault in CAN wiring between EGR and NOx Timeout: NOx sensor upstream of exhaust gas Sometimes present,
X
3057 (4), 4444 (8), sensor I aftertreatment (pin A34 - pin A47) sometimes not. ->
3819 (4/8) Always indication of
swapped CAN.

DIAGNOSIS
NOx sensor I
NOx sensor I: Interruption of power supply or
X X 3822 (4)
actuator faulty
3830 (4), 3053 (4),
4059 (8), 4060 (8), NOx sensor I: Fault in wiring between NOx sensor I NOx sensor timeout downstream of exhaust NoNOx supply module is
X
4559 (8), 4562 (8), and CATV or at plugs gas aftertreatment (exhaust tailpipe) "locked"
3057 (4), 4444 (8)
3830 (4), 4058 (4),
SPN 4058 is only set
3053 (4), 4059 (8),
NOx sensor I: Fault in wiring between NOx sensor I NOx sensor timeout downstream of exhaust after engine start;
X 4060 (8), 4559 (8),
and CATV or at plugs gas aftertreatment (exhaust tailpipe) NoNOx supply module is
4562 (8), 3057 (4),
"locked"
4444 (8)
4365 (8), 4366 (8),
4377 (8), 4374 (8),
3822 (4), 3830 (4),
EGR: Interruption of CAN connection between EGR
X 4058 (4), 3053 (4),
and NOx sensor I or fault at plugs.
4059 (8), 4060 (8),
4559 (8), 4562 (8),
3057 (4), 4444 (8)
NOx sensor I: Short-circuit of CAN-H to ground or
UBat
EGR: Fault in wiring between EGR and NOx I or
X 3819 (4) Exhaust CAN (pin A34 - pin A47) Entire CAN "dead"
directly on sensor

DIAGNOSIS
Charge-air throttle valve
(CATV)
With regard to power
3055 (4), 3056 (4),
X CATV: Fault in wiring at term. 15 or on CATV Timeout fault, EGR flap supply, CATV is
3057 (4), 4444 (8)
upstream of EGR
X 3057 (4), 4444 (8) CATV: Fault in wiring at term. 30/31 or on CATV
3830 (4), 4058 (4),
SPN 4058 is only set
3053 (4), 4059 (8), CATV: Fault in wiring between CATV and NOx NOx sensor timeout downstream of exhaust
X after engine start;
4060 (8), 4559 (8), sensor II or at plugs gas aftertreatment (exhaust tailpipe)
NoNOx is "locked"
4562 (8)
X X 3819 (8) CATV: Short-circuit of CAN-H to ground or UBat Exhaust CAN (pin A34 - pin A47) Entire CAN "dead"
X 3819 (4) CATV: Short-circuit to UBat Exhaust CAN (pin A34 - pin A47) Entire CAN "dead"
Some faults are not
always active!
3830 (4), 4559 (8),
CATV: Fault in wiring between NOx sensor I and NOx sensor timeout downstream of exhaust Sometimes present,
X 4562 (8), 3057 (4),
CATV gas aftertreatment (exhaust tailpipe) sometimes not. ->
4444 (8), 3819 (4/8)
Always indication of
swapped CAN.
Some faults are not
always active!
3830 (4), 4559 (8), CATV: Fault in wiring between CATV and NOx NOx sensor timeout downstream of exhaust Sometimes present,
X
4562 (8), 3819 (8) sensor II gas aftertreatment (exhaust tailpipe) sometimes not. ->
swapped CAN.

DIAGNOSIS
NOx sensor II
4058 (4), 3053 (4),
NOx sensor II: Fault in wiring between NOx II and Timeout for CAN receipt message, AdBlue NoNOx no longer
X 4059 (8), 4060 (8),
thermocouples combination sensor accessible
4559 (8), 4562 (8),
4377 (8) 3830 (4), 4377 is only displayed
Timeout for CAN receipt message 1
4058 (4), 3053 (4), NOx sensor II: Fault in wiring between CATV and after engine start;
X Timeout for CAN receipt message, AdBlue
4059 (8), 4060 (8), NOx sensor II or at corresponding connectors NoNOx no longer
combination sensor
4559 (8), 4562 (8) accessible
4377 and 4274 are only
Timeout for CAN receipt message 1
4377 (8), 4374 (8), NOx sensor II: Disconnection, term. 15, term. 30 or displayed after engine
X X Timeout for CAN receipt message, AdBlue
3830(4) term. 31 start; NoNOx no longer
combination sensor
accessible
NOx sensor II: Short-circuit of CAN High to ground or
UBat
X 3819 (4) NOx sensor II: CAN short-circuit to UBat Exhaust CAN (pin A34 - pin A47) Entire CAN "dead"
3830 (4), 4058 (4),
Some faults are not
3053 (4), 4059 (8),
always active!
4060 (8), 3055 (4),
NOx sensor II: Fault in wiring between CATV and NOx sensor timeout downstream of exhaust Sometimes present,
X 3056 (4), 4559 (8),
NOx sensor II gas aftertreatment (exhaust tailpipe) sometimes not. ->
4562 (8), 3057 (4),
4444 (8), 3919 (8),
swapped CAN.
4598
4058 (4), 3053 (4), Some faults are not
4059 (8), 4060 (8), always active!
3055 (4), 3056 (4), NOx sensor II: Fault in wiring between NOx II and Timeout for CAN receipt message, AdBlue Sometimes present,
X
4559 (8), 4562 (8), thermocouples combination sensor sometimes not. ->
3057 (4), 4444 (8), Always indication of
3919 (8), 4598 swapped CAN.

DIAGNOSIS
Thermocouples
Thermocouples: Disconnection, Timeout for CAN message from exhaust gas
X X 4559 (8), 4562 (8)
term. 15, term. 30 or term. 31 temperature sensor
NoNOx no longer
4058 (4), 3053 (4),
NOx sensor II: Fault in wiring between NOx sensor II Timeout for CAN receipt message, AdBlue accessible
X 4059 (8), 4060 (8),
and thermocouples combination sensor Red measuring bars
4559 (8), 4562 (8),
displayed in monitoring!
4058 (4), 3053 (4), Thermocouples: Fault in wiring between Timeout for CAN receipt message, AdBlue NoNOx no longer
X
4059 (8), 4060 (8) thermocouples and NoNOx supply module combination sensor accessible
Thermocouples: Short-circuit of CAN-H to ground or
UBat
X 3819 (4) Thermocouples: CAN short-circuit to UBat Exhaust CAN (pin A34 - pin A47) Entire CAN "dead"
Some faults are not
always active!
4559 (8), 4562 (8),
Thermocouples: Fault in wiring between NOx sensor Timeout for CAN message from exhaust gas Sometimes present,
X 4444 (8), 3055 (8),
II and thermocouples temperature sensor sometimes not. ->
3056 (8), 3819 (4/8)
swapped CAN.
Some faults are not
always active!
3053, 4559 (8), Thermocouples: Fault in wiring between Sometimes present,
X Timeout fault message, AdBlue quality sensor
4562 (8), 3819 (4) thermocouples and NoNOx supply module sometimes not. ->
swapped CAN.

DIAGNOSIS
NoNOx supply module
NoNOx: Disconnection, term. 15, term. 30 or Timeout for CAN receipt message DSI1
X X 4059 (8), 4060 (8)
term. 31 (AdBlue metering system)
NoNOx: Fault in wiring between NoNOx supply Timeout for CAN receipt message, AdBlue NoNOx no longer
X 4058 (4), 3053 (4)
module and AdBlue metering system combination sensor accessible
4058 (4), 3053 (4), NoNOx no longer
NoNOx: Fault in wiring between thermocouples and Timeout for CAN receipt message, AdBlue
X 4059 (8), 4060 (8) accessible; SPN 4598 may
NoNOx combination sensor
(4598) not be present!
X X 3819 (8) NoNOx: Short-circuit of CAN High to ground or UBat Exhaust CAN (pin A34 - pin A47) Entire CAN "dead"
X 3819 (4) NoNOx: CAN short-circuit to UBat Exhaust CAN (pin A34 - pin A47) Entire CAN "dead"
AdBlue combination
sensor
Substitute values are
AdBlue combination sensor: Disconnection, term. 15 Timeout for CAN receipt message, AdBlue displayed in monitoring:
X X 4058 (4), 3053 (4)
or term. 31 combination sensor Fill level: 80.2%;
temperature: 15°C
AdBlue combination sensor: Short-circuit of CAN
High to ground or UBat
AdBlue combination sensor: CAN short-circuit to
UBat
X 3819 (4) AdBlue combination sensor: Fault in wiring Exhaust CAN (pin A34 - pin A47) Entire CAN "dead"
Some faults are not always
active!
3830 (4), 4058 (8), AdBlue combination sensor: Fault in wiring between NOx sensor timeout downstream of exhaust
X Sometimes present,
4562 (8), 3919 (8) NoNOx supply module and AdBlue metering system gas aftertreatment (exhaust tailpipe)
sometimes not. -> Always
indication of swapped CAN.
AdBlue combination sensor: Fault in CAN wiring or at Timeout for CAN receipt message, AdBlue
X 4058 (4), 3053 (4)
connector combination sensor

DIAGNOSIS
5.6 Troubleshooting in the CAN network for D20/D26 engines

Note: Note the different order of components in the CAN network for the D20/D26 and D08 engines. See also the section "Overview of CAN network and power
supply".
Charge-air throttle valve
(CATV)
3055 (4), 3056 (4), Charge-air throttle valve: Fault in wiring of CATV or
X Timeout fault, EGR flap
3057 (4), 4444 (8) at corresponding connector
Charge-air throttle valve: Fault in wiring of CATV or
X 3057 (4), 4444 (8) Timeout fault, throttle valve
at corresponding connector
3822(4), 3830 (4),
4058 (4), 3053 (4),
Charge-air throttle valve: Fault in wiring between Timeout: NOx sensor upstream of exhaust gas NoNOx supply module is
X 4059 (8), 4060 (8),
CATV and NOx I or at corresponding connectors aftertreatment (pin A34 - pin A47) "locked"
3055 (4), 3056 (4),
4559 (8), 4562 (8)
CATV: Fault in wiring between EDC17 and EGR or
X X 3819 (8) directly at EGR; or short-circuit of CAN High to Exhaust CAN (pin A34 - pin A47) Entire CAN "dead"
UBat
CATV: Fault in wiring between EDC17 and EGR or
X X X 3819 (4) directly on CATV; or short-circuit of CAN Low to Exhaust CAN (pin A34 - pin A47) Entire CAN "dead"
UBat or CAN High to ground
Some faults are not
3822(4), 3830 (4),
always active!
4559(8), 4562 (8),
Charge-air throttle valve: Fault in wiring between Timeout: NOx sensor upstream of exhaust gas Sometimes present,
X 3057 (4), 4444 (8),
CATV and NOx I or at corresponding connectors aftertreatment (pin A34 - pin A47) sometimes not. -> Always
3055 (4), 3056 (4),
indication of swapped
3819 (4/8)
CAN.

DIAGNOSIS
NOx sensor I
NOx sensor I: Fault in wiring of NOx I power supply Timeout: NOx sensor upstream of exhaust gas
X X 3822 (4)
or at connector aftertreatment (pin A34 - pin A47)
3830 (4), 4058 (4),
3053 (4), 4059 (8),
NOx sensor I: Fault in wiring between NOx I and Timeout: NOx sensor downstream of exhaust NoNOx supply module is
X 4060 (8), 3055 (4),
EGR or at corresponding connectors gas aftertreatment (exhaust tailpipe) "locked"
3056 (4), 4559 (8),
4562 (8)
NOx sensor I: Short-circuit of CAN High to ground
or UBat
NOx sensor I: Fault in wiring between CATV and
X 3819 (4) Exhaust CAN (pin 134 - pin 147) Entire CAN "dead"
NOx I or directly on sensor

DIAGNOSIS
EGR
X X 3055 (4), 3056 (4) EGR, disconnection, term. 15, term. 30 or term. 31 Timeout fault, EGR flap
3830 (4), 4058 (4),
3053 (4), 4059 (8),
X
4060 (8), 4559 (8),
4562 (8)
X X 3819 (8) EGR: Short-circuit of CAN High to ground or UBat Exhaust CAN (pin A34 - pin A47) Entire CAN "dead"
EGR: Fault in wiring between EGR and NOx I or
directly on sensor
Some faults are not
3830 (4), 4559(8), always active!
4562 (8), 3057 (4), Timeout: NOx sensor downstream of exhaust Sometimes present,
X EGR: Fault in wiring between NOx I and EGR
4444 (8), 3819 gas aftertreatment (exhaust tailpipe) sometimes not. -> Always
(4/8) indication of swapped
CAN.
Some faults are not
always active!
3830 (4), 4559(8), Timeout: NOx sensor downstream of exhaust Sometimes present,
X EGR: Fault in wiring between EGR and NoNOx
4562 (8), 3819 (8) gas aftertreatment (exhaust tailpipe) sometimes not. -> Always
CAN.

DIAGNOSIS
NoNOx supply module
NoNOx: Fault in wiring of NoNOx power supply or Timeout for CAN receipt message DSI1 NoNOx supply module is
X X 4059 (8), 4060 (8)
at connector (AdBlue metering system) "locked"
3830 (4), 4058 (4),
NoNOx: Fault in wiring between EGR and NoNOx Timeout: NOx sensor downstream of exhaust
X 3053 (4), 4559 (8),
or at corresponding connectors gas aftertreatment (exhaust tailpipe)
4562 (8)
X X 3819 (8) NoNOx: Short-circuit of CAN-H to ground or UBat Exhaust CAN (pin A34 - pin A47) Entire CAN "dead"
NoNOx: Fault in wiring between NoNOx and EGR
or directly on sensor
Some faults are not
always active!
4058 (4), 3053 (4),
NoNOx: Fault in wiring between EGR and NoNOx Timeout for CAN receipt message, AdBlue Sometimes present,
X 4059 (8), 4060 (8),
supply module combination sensor sometimes not. -> Always
4444 (8), 3819 (4)
CAN.
Some faults are not
always active!
4058 (4), 3053 (4), NoNOx: Fault in wiring between NoNOx supply Timeout for CAN receipt message, AdBlue Sometimes present,
X
3819 (4) module and NOx sensor II combination sensor sometimes not. -> Always
CAN.

DIAGNOSIS
NOx sensor II
4377 (8), 4374 (8) only
3830 (4), 4377 (8), NOx sensor II: Fault in wiring of NOx II power Timeout: NOx sensor downstream of exhaust
X X become active after
4374 (8) supply or at connector gas aftertreatment (exhaust tailpipe)
engine start!
NOx sensor II: Fault in wiring between NOx sensor
4058 (4), 3053 (4), Timeout for CAN receipt message, AdBlue
X II and thermocouples or at corresponding
4559 (8), 4562 (8) tank sensor
connectors.
NOx sensor II: Short-circuit of CAN High to ground
or UBat
NOx sensor II: Fault in wiring between NOx II and
NoNOx or directly on sensor
3830 (4), 4058 (4),
Some faults are not
3053 (4), 4059 (8),
always active!
4060 (8), 3055 (4),
NOx sensor II: Fault in wiring between NoNOx Timeout: NOx sensor downstream of exhaust Sometimes present,
X 3056 (4), 4559 (8),
supply module and NOx sensor II gas aftertreatment (exhaust tailpipe) sometimes not. -> Always
4562 (8), 3057 (4),
4444 (8), 3819 (8),
CAN.
4598 (8)
4058 (4), 3053 (4), Some faults are not
4059 (8), 4060 (8), always active!
3055 (4), 3056 (4), NOx sensor II: Fault in wiring between NOx sensor Timeout for CAN receipt message, AdBlue Sometimes present,
X
4559 (8), 4562 (8), II and thermocouples combination sensor sometimes not. -> Always
3057 (4), 4444 (8), indication of swapped
3819 (8), 4598 (8) CAN.

DIAGNOSIS
Thermocouples
NOx sensor II: Fault in wiring of thermocouple power Timeout for CAN message from exhaust gas
X X 4559 (8), 4562 (8)
supply or at connector temperature sensor
Thermocouples: Fault in wiring between
Timeout for CAN receipt message, AdBlue
X 4058 (4), 3053 (4) thermocouples and AdBlue FL or at corresponding
tank sensor
connectors
Thermocouples: Short-circuit of CAN-H to ground or
X X 3819 (8) Exhaust CAN (pin A34 - pin C47) Entire CAN "dead"
UBat
Thermocouples: Fault in wiring between NOx II and
thermocouples or directly on sensor
Some faults are not
4559 (8), 4562 (8), always active!
4444 (8), 3055 (4), Thermocouples: Fault in wiring between NOx sensor Timeout for CAN message from exhaust gas Sometimes present,
X
3056 (4), 3819 II and thermocouples temperature sensor sometimes not. -> Always
(4/8) indication of swapped
CAN.
Some faults are not
always active!
3053, 4559 (8), Thermocouples: Fault in wiring between Timeout fault message, AdBlue quality Sometimes present,
X
4562 (8), 3819 (4) thermocouples and AdBlue combination sensor sensor sometimes not. -> Always
CAN.

DIAGNOSIS
AdBlue combination
sensor
AdBlue combination sensor: Fault in wiring of Timeout for CAN receipt message, AdBlue
X X 4058 (4), 3053 (4)
thermocouple power supply or at connector combination sensor
AdBlue combination sensor: Short-circuit of CAN
High to ground or UBat
AdBlue combination sensor: Fault in wiring
X X 3819 (4) between thermocouples and AdBlue FL or directly Exhaust CAN (pin A34 - pin A47) Entire CAN "dead"
on sensor
Some faults are not
always active!
AdBlue combination sensor: Fault in wiring
3830 (4), 4058 (4), Timeout: NOx sensor downstream of exhaust Sometimes present,
X between AdBlue tank sensor and terminating
4562 (8), 3819 (8) gas aftertreatment (exhaust tailpipe) sometimes not. -> Always
resistor
CAN.
AdBlue combination sensor: Fault in CAN wiring of Timeout for CAN receipt message, AdBlue
X 4058 (4), 3053 (4)
AdBlue combination sensor combination sensor

DIAGNOSIS
5.7 Troubleshooting with MAN-cats® II
5.7.1 Monitoring
The following provides a description of all relevant monitoring screens. Please note that EDC17 control unit
software version V4.8.5 is used for D0836 LOH and D2066 LUH series bus/coach engines, while software
version V5.5.1 is used for D08, D20 and D26 series truck engines as well D20/D26 LOH series bus/coach
engines. Differences exist in the monitoring screens for "Status information", "Particulate filter" and "Exhaust
gas temperatures/pressures". These differences are described in more detail in the relevant sections.
5.7.1.1 Temperatures
Coolant temperature
Target value of an engine at operating temperature: approx. 80 to 90°C
Substitute value: 100.4°C
Charge air temperature before cylinder inlet (downstream of EGR)

This charge-air temperature sensor (B123) is fitted in the intake pipe ahead of the cylinder intake.
The EGR rate can be checked for plausibility in conjunction with the "Charge air temperature ahead of engine"
sensor and the different temperatures of the two sensors.
Target value: 0°C to 60°C
The current charge air temperature ahead of the cylinder intake is displayed
Substitute value: 40°C
Charge air temperature after intercooler (upstream of EGR)

The charge-air temperature sensor (B623) is integrated in the charging pressure sensor and installed upstream
of the exhaust gas recirculation.
The EGR rate can be checked for plausibility in conjunction with the "Charge air temperature ahead of cylinder
intake" sensor and the different temperatures of the two sensors.
Target value: 0°C to 60°C; the current charge-air temperature is displayed: Substitute value: 40°C

DIAGNOSIS
EDC internal temperature

The EDC 17 control unit features a temperature measuring point, which detects the temperature load on the
control unit.
The current internal temperature in the control unit is displayed.
(Control unit temperatures in excess of approx. 90°C may lead to data loss)
Outside air temperature

The ambient air temperature (outside air temperature) is provided to the EDC 17 control unit by the Power Train
Manager (PTM) via the engine control CAN data bus.
The current ambient air temperature is displayed.
The displayed value should be identical to that in PTM monitoring.
Ambient air temperatures higher than 30°C will result in torque reduction.
Oil temperature
The oil temperature is provided by the EDC 17 control unit.
The current oil temperature is displayed.
Charge-air temperature downstream of EGR cooler

The temperature sensor (B696) records the exhaust gas temperature downstream of the EGR cooler as a
means of monitoring the cooler for efficiency loss.

DIAGNOSIS
5.7.1.2 Pressures
Boost pressure
The absolute charging pressure is displayed.
Atmospheric pressure
Displays the current ambient air pressure, as measured by the ambient air pressure sensor integrated in the
EDC17 control unit.
Oil pressure
The engine oil pressure is recorded by the EDC17 control unit, but has no influence on the calculations
conducted in the EDC17 control unit. The measured value is provided to the Power Train Manager (PTM) via
the engine control CAN data bus.
Target value: 1.0 bar to 6 bar (with engine idling).
Substitute value: 1 bar
Fuel supply pressure ahead of filter

Displays the fuel pressure on the low-pressure side, as measured by the fuel pressure sensor (B377)
in the fuel filter system (KSC).
Target value: 5.0 bar to 6.0 bar (with engine idling and new or clean filter).
Note: At starting speed, a fuel pressure of over 3.0 bar should be generated within 2 seconds in an intact
system.
Substitute value: 1.0 bar

DIAGNOSIS
5.7.1.3 Rail control
Rail pressure setpoint value

Displays the target rail pressure specified by the control unit, as calculated for the current operating state.
Rail pressure actual value

Displays the actual fuel pressure in the rail, as measured via the rail pressure sensor (B487).
Target value: 200 bar to 540 bar (with engine idling).
Substitute value: 750 bar to 860 bar, depending on engine speed and requested injection quantity
Rail pressure monitoring

The rail pressure monitoring status is displayed. In the event of a fault, information is provided regarding the
type of fault that occurred in the high-pressure system.
The following status messages are possible:
 Proportional valve mode
 Limp home (open pressure-limiting valve), proportional valve at maximum delivery
 Limp home (open pressure-limiting valve), proportional valve controlled
Output value rail pressure controller

Displays the activation value for the rail pressure controller, i.e. the proportional valve.
An internal control unit value (duty cycle) is shown, which cannot be measured at any output in that form.
Experience shows, however, that this value is very helpful in assessing the rail pressure control and leak
integrity of the fuel system. The value is never static, since it represents part of the control circuit for the rail
pressure.
Target value at idling speed: < 6%
Note: A value of more than 6% at idling speed indicates a possible leak in the fuel system. Opening the
proportional valve wider is an attempt to compensate for this.
If the output value for the rail pressure controller jumps up several percentage points, the cause could possibly
be that the proportional valve is jammed.
Another possible cause could be a sluggish high pressure pump.

DIAGNOSIS
Status of pressure relief valve

The status of the pressure-limiting valve monitoring is displayed here. In the event of a fault, more detailed
information is provided about the type of the fault.
 Pressure-limiting valve closed
 Open pressure-limiting valve (pressure increase)
 Open pressure-limiting valve (pressure shocks => force open)
 Pressure limiting valve (DBV) open

DIAGNOSIS
5.7.1.4 Engine speeds
Speed (crankshaft)
Displays the speed measured by the crankshaft speed sensor (B488) integrated in the flywheel housing.
Caution:
In the event of a faulty crankshaft speed sensor, the substitute value from the camshaft speed is displayed here.
See also "Operating mode of the engine speed sensors" in the same monitoring window.
System engine speed from camshaft

A speed from the speed sensor (B489) on the camshaft is displayed here. This is an engine speed calculated by
the control unit and not the actual speed of the camshaft.
Camshaft sensor status

Displays the status of the camshaft sensor
Synchronisation status
During the starting procedure, the signals from the camshaft and crankshaft speed sensors are synchronised or,
if only one sensor signal is available, the control unit switches to operation with just one sensor.
 No synchronisation
 Synchronisation from parking position
 Synchronisation from camshaft only
 Synchronised

DIAGNOSIS
Operating mode of the engine speed sensors

Various status messages about engine speed detection are displayed, which provide additional information in
the event of a fault.
 Waiting for synchronisation
 Too many synchronisation attempts
 Synchronisation from parking position only
 Synchronisation present but not yet verified
 Extended check in progress
 Camshaft backup (no camshaft signal)
 Synchronised
 Crankshaft backup (no crankshaft signal)

DIAGNOSIS
5.7.1.5 Engine values
Current injection quantity

The injection quantity currently used for the operating state is displayed in milligrams per cylinder stroke.
Begin main injection

The start of the main injection is displayed in crankshaft degrees.
Current engine torque

Displays the current engine torque
Maximum engine torque currently available

Displays the maximum engine torque currently available.
Reference engine torque

Displays the reference engine torque.
Engine torque limitation due to component protection

Displays the status of the engine torque limitation.
Engine torque limitation due to smoke volume

Engine torque limitation due to engine overheating protection

Engine torque limitation due to injection system

Engine torque limitation due to full engine load


DIAGNOSIS
Engine mode
Displays the operating state of the engine.
Relative torque in relation to maximum engine torque

Displays the relative torque in relation to the maximum engine torque in percent.
Speed from top-speed governor

The maximum governed speeds specified for this engine are displayed. The displayed value is dependent on
the type of maximum-speed governor currently activated in the control unit.
EGR flap actual position

Displays the actuation ratio of the EGR adjusting cylinder in percent.
EGR flap
Displays the status of the EGR flap.

DIAGNOSIS
5.7.1.6 Cylinder
The "Cylinder" monitoring window supplies information on the smooth running control function (adaptive cylinder
balancing control).
This function is designed to ensure smooth engine running, especially when idling. This is achieved through
individual adjustment of the fuel volume for each cylinder.
No smooth running control is used for D08 engines. In this case, 0 mg is displayed in the monitoring screen.
Speed (crankshaft)
Displays the speed measured by the crankshaft speed sensor (B488) integrated in the flywheel housing.
Current injection quantity

The injection quantity currently used for the operating state is displayed in milligrams per cylinder stroke.
Fuel volume correction cylinder 1 to 6

These items indicate the deviations (increase or reduction in injection quantity) from the actual injection quantity
calculated for the current operating state for each cylinder, as determined by the control unit.
Based on these values, and in conjunction with the compression test and rev-up test, conclusions can be drawn
about the current engine state.

DIAGNOSIS
5.7.1.7 Status information

This window is only displayed in software version V5.5.1. When using software version V4.8.5, these values
must be accessed via "Freely definable monitoring".
EDC operating hours

The total operating hours of the EDC control unit are displayed her (time from "Ignition on" and engine speed
greater than 0 rpm).
Engine operating hours from EDC

The total operating hours measured in the EDC control unit, in which the engine speed was greater than 0 rpm,
are displayed.
Current engine operating mode

Displays the current operating mode of the EDC engine control. The operating mode is determined by the
central monitoring logic of the control unit.
The following operating modes are possible:
 Normal operation
 Particulate filter regeneration
 Rapid warm-up
 Engine start
 HCI diagnostic operation
EDC status
The current status of the EDC is displayed.
Battery voltage
Displays the supply voltage determined by the EDC17 control unit.
Operating mode
Displays the current operating mode of the engine control.

DIAGNOSIS
Starter control
Displays the current status of the logic module for the starter control in the EDC17 control unit.
 No starting procedure active
 Normal start active
 Normal start successfully completed
 Normal start cancelled due to engine stop request
 Normal start cancelled as engine already running
 Maximum number of blind switches exceeded
 Normal start cancelled because maximum time exceeded
 No start because start temperature too high
 Start request withdrawn
 Normal start cancelled as term. 15 off
 Emergency start active
 Emergency start completed successfully
Status of starter relay activation

Displays the status of the internal control-unit module for controlling the output stage for the integrated
mechanical relay (IMR) on the starter.
Status of the MIL

Displays the status of the OBD malfunction indicator lamp (MIL).
Display for software version V4.8.5

DIAGNOSIS
5.7.1.8 PTM messages/requirements
All values/information shown in this monitoring window are provided to the EDC 17 control unit by the Power
Train Manager (PTM) via the engine control CAN data bus.
Idle speed set speed

Displays the target idling speed requested by the vehicle management computer.
Intermediate speed control, PTM setpoint

Displays the target engine speed requested by the Power Train Manager, e.g. that in the individual ZDR
parameter records programmed for PTOs (ZDR = intermediate speed control).
Max. limit control shut-off speed

In normal operation (without activation of the intermediate speed controller by the PTM), a target value of
approx. 8000 rpm is displayed.
Upon activation of an intermediate speed controller, e.g. to approach the working speed for a PTO, the currently
permissible maximum breakaway speed for this operating state is displayed.
Selector lever position

The driver's request volume requested by the vehicle management computer is displayed as a percentage,
resulting from the accelerator position.
Driver's request
Displays the current driver's request.
Reference engine torque

Displays the reference engine torque
Current engine torque

Displays the current engine torque

DIAGNOSIS
Zero quantity request due to engine brake

This monitoring item indicates whether the engine brake has been activated. Based on this information, the
EDC control unit reduces the injection volume to 0 mg/stroke (zero volume) when the engine brake is active.
 No request
 Engine brake active
Engine stop request

Indicates whether an engine stop request has been issued by the PTM
EDC stand-alone operation

This item indicates whether the EDC control unit is communicating with the PTM via the CAN data bus or the
EDC control unit is working autonomously (stand-alone operation), e.g. due to a missing CAN message.
 Normal operation
 Ignore PTM specifications (stand-alone); engine running at idling speed only
Intermediate speed control parameter set

This item displays which intermediate speed control (ZDR) is requested by the vehicle management computer
and, in connection with this, which parameter set is activated in the EDC17 control unit.
 ZDR 0 to ZDR 7
 Rated value: ZDR 0
EDR parameter set

This item displays which maximum-speed governor mode is requested by the PTM and, in connection with this,
which parameter set is activated in the EDC 17 control unit. The target speed stored in the respective parameter
set is displayed under "Max. limit control shut-off speed" in this monitoring window.
 EDR 0 to EDR 5
Idling speed governor parameter set

This item displays which idling speed governor is requested by the vehicle management computer and, in
connection with this, which parameter set is activated in the EDC 17 control unit. Each parameter set contains
control parameters for a cold, warm and hot engine. The target speed stored in the respective parameter set is
displayed under "Idle speed set speed" in this monitoring window.
 Parameter set 0
 Parameter set 1
 Parameter set 2

DIAGNOSIS
5.7.1.9 Charge air pressure governing system
Charging pressure actual value (absolute)

Displays the absolute value of the actual charging pressure.
Charging pressure setpoint (absolute)

Displays the nominal charging pressure calculated by the control unit for the current operating state, based on
various input variables such as speed, charge-air temperature, current charging pressure, engine brake request,
state of the wastegate capsule etc.
Atmospheric pressure
Displays the current ambient air pressure, as measured by the ambient air pressure sensor integrated in the
EDC17 control unit.
Activation pulse duty ratio for boost pressure control

The duty cycle is displayed, based on the nominal charging pressure for actuation of the pulse valve of the turbo
charger and the connected wastegate capsule.
Fixed values are displayed, for example, if an invalid value is provided from the charging pressure sensor, or in
the case of an engine brake request or permanent system deviation.
Rated value: 0% to 100%
0% = minimum charging pressure
100% = maximum charging pressure
Charge air pressure controller operating mode

Displays the current operating mode of the charging pressure governor.
The following operating modes are possible:
 Fixed value provision
 Control mode
 Governor mode
Charging pressure, low-pressure circuit

Displays the charging pressure in the low-pressure circuit

DIAGNOSIS
5.7.1.10 Particulate filter

Exhaust differential pressure particulate filter

Displays the measured exhaust gas pressure relative to the ambient air pressure (exhaust gas relative pressure
sensor) or the pressure drop between two measuring points (exhaust gas differential pressure sensor). If the
specified value is exceeded, a regeneration process is initiated.
Particulate filter load

Displays the current status of the particulate filter.
The resulting measures take the form of a 6-phase model.
The following messages are possible:

 Particulate filter unloaded
 Load in normal range

Phase 1 --- passive regeneration
In the case of passive regeneration (CRT effect), the process runs continuously. Depending on the
exhaust gas temperature and exhaust gas mass flow, the oxidising catalytic converter (diesel oxidation
catalyst – DOC) converts part of the nitrogen oxide (NO) contained in the exhaust gas into nitrogen
dioxide (NO2). In the diesel particulate filter (DPF), the NO2 is used as an oxidising agent to eliminate
soot particles. An equilibrium state is established in the DPF where soot combustion by NO2 and soot
supply are in balance.
 Load slightly raised

Phase 2 --- active regeneration (automatic)
To ensure reliable regeneration of the particulate filter, active thermal management measures are
required. The aim is to achieve automatic initiation of the regeneration process through active raising of
the exhaust gas temperature to around 600°C. One method employed is the injection of fuel
downstream of the engine (HCI), which is then converted into H2O and CO2 in the exhaust tract, i.e. in

DIAGNOSIS
the oxidising catalytic converter. In this process, the amount of energy (heat) that is released is
sufficient to increase the exhaust gas temperature to the required level.
 Load raised (request for regeneration)

Phase 3 --- warning level 1
The load has exceeded a critical level or the regeneration process was not successfully completed on
multiple occasions.
The message "Regenerate DPF" appears on the vehicle display. At the same time, the yellow fault lamp
lights up along with the engine exhaust filter check lamp. Stationary regeneration is also possible in this
phase. Stationary regeneration is initiated by pressing the "Request stationary regeneration" button (see
Operator's Manual).
 Load significantly raised (request for stationary regeneration)

The filter load has reached a critical level at which consequential damage can be expected. Stationary
regeneration is a mandatory requirement in this phase. The message "Regenerate DPF while
stationary" appears in the vehicle display. At the same time, the red fault lamp lights up along with the
engine exhaust filter check lamp. After pressing the "Request stationary regeneration" button, the
message "Stationary regeneration active" appears on the vehicle display. At the same time, the red fault
lamp lights up along with the engine exhaust filter check lamp. For detailed information about the
process and duration of stationary regeneration refer to the Operator's Manual.
 Load significantly raised (request for service regeneration)

The filter load has reached a critical level at which consequential damage can be expected. In this
phase, stationary regeneration has failed and regeneration in an MAN service workshop is required.
The message "DPF service required" appears in the vehicle display. At the same time, the red fault
lamp lights up along with the engine exhaust filter check lamp.
Note: If the particulate filter load exceeds 210 g, service regeneration is no longer possible. The particulate filter
must therefore be replaced if the load exceeds this value. The load status can be viewed in free monitoring
under "Simulated soot mass".
 Load critical (engine protection)

Phase 6 --- engine protection functions
The engine features a self-protection function, which reduces the engine torque if no regeneration was
performed in the MAN service workshop. However, damage can still occur to the engine and exhaust
gas cleaning system.
An active regeneration process can be interrupted if required. This is done by pressing the "Deactivate
stationary regeneration" button (see Operator's Manual).
Note: These buttons are provided in every vehicle. When the "Request stationary regeneration" button is
pressed in vehicles without HCI, the throttle valve (thermal management flap) is closed and the injection timing
and injection quantity are altered. This results in an increase in temperature and triggers the regeneration
process.
Ash load factor

A value of 100 represents a new filter. The lower the value, the higher the load. Cleaning is not possible.
Operating range of engine particulate filter

The following conditions can be displayed here:
 Filter cold, poor regeneration conditions
 Filter hot, poor regeneration conditions
 Filter hot, reasonable regeneration conditions
 Filter hot, good regeneration conditions
 Filter cold, reasonable regeneration conditions
 Filter cold, good regeneration conditions
 Filter warm, poor regeneration conditions
 Filter warm, good regeneration conditions

DIAGNOSIS

DIAGNOSIS
5.7.1.11 Exhaust gas temperatures/pressures

Exhaust gas temperature upstream of oxidising catalytic converter (sensor T 1)

Displays the exhaust gas temperature upstream of the oxidising catalytic converter.
Exhaust gas temperature downstream of oxidising catalytic converter (sensor T 2)

Displays the exhaust gas temperature downstream of the oxidising catalytic converter.
Exhaust gas temperature downstream of particulate filter (sensor T 3)

Displays the exhaust gas temperature downstream of the particulate filter (CRT).
Exhaust gas temperature downstream of SCR catalytic converter (sensor T 4)

Displays the exhaust gas temperature downstream of the SCR catalytic converter.
Exhaust gas temperature sensor downstream of oxidising catalytic converter

 installed
 not installed
Exhaust differential pressure particulate filter

Displays the pressure differential between the two connecting points of the measurement area comprising the
particulate filter (CRT filter) as a means of detecting the filter load, filter removal, damaged filters and
regeneration triggering.
Exhaust gas back pressure before exhaust gas aftertreatment

Displays the relative pressure of the exhaust gas – i.e. the currently applied pressure relative to the atmosphere
upstream of the oxidising catalytic converter – as a means of pressure compensation of the NOx sensor and
lambda probe.

DIAGNOSIS
Particulate filter differential pressure signal voltage

Displays the current particulate filter pressure differential signal voltage.
Pressure upstream of OxiCat signal voltage

Displays the current pressure upstream of OxiCat signal voltage.

DIAGNOSIS
5.7.1.12 SCR
AdBlue fill level

Displays the current fill level in the AdBlue tank.
AdBlue temperature
Displays the temperature in the AdBlue tank.
AdBlue dosing quantity request

Displays the requested dosing quantity.
AdBlue dosing status

Displays the current dosing status.
Exhaust gas temperature after particulate filter (T3)

Displays the exhaust gas temperature downstream of the particulate filter.
Exhaust gas temperature after SCR cat. (T4)

Displays the exhaust gas temperature downstream of the SCR cat.

DIAGNOSIS
5.7.1.13 Exhaust gas recirculation
EGR flap actual position

Displays the current actual position of the EGR shut-off flap in percent.
EGR flap setpoint position

Displays the target value in percent specified by the control unit as an activation signal for the EGR adjusting
cylinder.
Lambda target value

Displays the target value specified by the control unit.
Lambda actual value

Displays the currently measured lambda value.
EGR flap
 open
 closed
Exhaust gas recirculation (mode)

 No EGR
 Black/white EGR
 Position-controlled EGR
 Oxygen-sensor-controlled EGR
AGR residual control deviation

 Control deviation exists
 No control deviation exists

DIAGNOSIS
Exhaust gas recirculation system output stage

 No defect
 Defect present
Exhaust gas recirculation lock

 No block
 Block present
Block of oxygen-sensor-controlled exhaust gas recirculation

 No block
 Block present
Coolant temperature
Displays the current coolant temperature.
Charge air temperature before cylinder inlet (downstream of EGR)

The current charge air temperature ahead of the cylinder intake is displayed.

DIAGNOSIS
5.7.1.14 Lambda values
Coolant temperature
Displays the current coolant temperature.
Exhaust temperature before exhaust post-treatment

Displays the current exhaust gas temperature upstream of exhaust gas aftertreatment.
Lambda target value

Displays the lambda target value
Lambda actual value

Displays the lambda actual value
Lambda probe status

 Lambda probe free of faults
 Lambda probe faulty
Control deviation
Displays the control deviation between the target and actual values.
Acquired lambda voltage

Displays the current lambda voltage.
Lambda probe internal resistance

Displays the internal resistance of the lambda probe.
Lambda probe temperature

The current operating temperature of the lambda probe is displayed.
To enable optimum detection of the lambda value, the lambda probe must be held at a constant temperature.
The lambda probe temperature is detected via the temperature-dependent internal resistance of the probe.

DIAGNOSIS
Mark-to-space ratio for activation of heater output stage

The target value specified by the control unit as an activation signal for the heating of the lambda probe is
displayed as a percentage.
Lambda probe heating

 Lambda probe heating off
 Lambda probe heating on
Defect status of the adaptation

 No adaptation performed/adaptation unsuccessful
 Adaptation successful
Adaptation factor of lambda probe

Displays the adaptation factor of the lambda probe

DIAGNOSIS
5.7.1.15 Freely definable monitoring

Additional measurements are provided in freely definable monitoring. These can be freely selected in the event
of a fault (e.g. fan speed, HCI, air flow, air flow meter etc.).
Below are the values that cannot be accessed with software version V4.8.5:
Cancelled by control unit (code 39/31) When selected, MAN-cats returns directly to the
monitoring selection menu
Delayed exhaust-gas mass flow for metering Simulated soot mass
strategy
Activation of NH3 storage model Measured soot mass
Air mass, air mass model Current engine operating mode
Air mass, air flow meter Simulated NOx concentration after exhaust gas
aftertreatment
Target temperature after OxiCat Number of partial regenerations since last complete
regeneration
Injection quantity, HCI system Operating hours since last regeneration
Corrected NOx concentration for metering strategy Distance driven since last regeneration
Fuel pressure before HCI system
Fuel pressure after HCI system
Fuel temperature, HCI system
Target fan speed depending on vehicle status
Fan activation requested from speed controller
Fan speed
Engine speed
Fan torque
Speed-controller-requested and permissible clutch
actuation
Duty cycle for actuation of high side output for
fan clutch
Nominal fan speed
Exhaust gas temperature after OxiCat (T2 white)
Exhaust gas temperature sensor after OxiCat

DIAGNOSIS
5.7.2 Actuator test
The MAN-cats® actuator test currently supports the charge-air throttle valve, high-pressure wastegate, EGR
flap, low-pressure wastegate and exhaust throttle valve.
Procedure and requirements:

 For the actuator tests of the high-pressure and low-pressure wastegates, the engine must be running at
idle speed
 This takes the form of a purely visual inspection, whereby the travel of the actuators is checked
 In the case of the D08 engine, the actuator test can only be performed for the high-pressure wastegate
 Actuation of the exhaust throttle valve is only possible for D20 and D26 series engines

DIAGNOSIS
5.7.3 Compression test

The compression test is used to determine the compression deviation of the individual cylinders. For this
purpose, the engine is turned over by the starter motor. The control unit suppresses injection (engine does not
start) and, for each cylinder, measures how severely the starter motor was braked during the compression
cycle.
The starter motor must be actuated via the ignition lock until the control unit has measured the speeds at bottom
dead centre (BDC) and shortly before top dead centre (TDC) for all cylinders. The speed briefly reaches its
minimum at the TDC of each cylinder. This is the point of maximum compression. This means that severe
braking – i.e. a low speed before TDC – indicates relatively good compression.

 Battery 100% charged
 Compressed-air system must be completely filled
 Engine at operating temperature > 75°C
 Quickly follow the instructions given by MAN-cats® (otherwise no analysis)
 It is essential that the ignition is turned off following completion of the compression test
Note: In the case of obvious damage, the test can also be conducted from a coolant temperature of 0°C as an
exception. Below 0°C, the test is aborted by the control unit.
The following test sequence must be observed:
 Compression test
 High-pressure test
 Pressure-limiting valve open test
 Injector test
Results for an intact engine
The result takes the form of two speeds for each cylinder:
Lower speed: This is the lower of the two speeds measured during the compression cycle
(approx. 8° before to 8°after TDC).

DIAGNOSIS
Upper speed: This is the higher of the two speeds measured far before TDC (approx. 70° before TDC).
Difference: The maximum difference between the individual cylinders should be ±5 rpm.
Only the lower speed is used to determine the mechanical condition of the engine. Severe braking – i.e. a low
speed before TDC – indicates relatively good compression.
Assessment of lower engine speed:

Good: Difference between individual cylinders ±2
Unclear: Difference between individual cylinders ±5
Defective: Difference between individual cylinders >5
Remedies:
– In the case of differences up to ±5, adjust the valves.
– In the case of differences greater than 5, check the engine for mechanical damage (valve damage,
piston ring damage, piston seizure etc.).
Note: If mechanical damage is identified during the compression test, this must be rectified first. No further
diagnostic tests must be performed until the damage has been repaired.
If a cylinder is damaged, the values for the other cylinders can also vary significantly.

DIAGNOSIS
5.7.4 Rev-up test
The rev-up test is used to check the cylinders for even function. For this purpose, the cylinders are switched off
and the engine accelerated from idling speed. The engine speed acceleration is then calculated. A major
deviation for the deactivated cylinder indicates faulty injection or a defective cylinder.
To determine whether all cylinders offer the same performance, the rev-up test measures what speed the
engine can reach in a specific time with a defined injection quantity. During the rev-up test, seven consecutive
rev-ups are performed: During the first rev-up, all injectors are activated and the achieved speed determined. As
of the second rev-up, the engine is again accelerated, but the injectors are shut off one after the other in firing
order. If the engine now reaches almost the same speed as during the first rev-up, despite the injector being
switched off, this cylinder is not working well during engine operation and has a lower performance.
Damage to injectors may only effect engine operation at a specific rail pressure (e.g. only above 1000 bar). For
this reason, the rev-up test can be performed at different rail pressures. For a complete diagnosis, the rev-up
test should be performed for all variations.

 In the case of a significant fault, however, assessment is also possible with a cold engine
 To obtain a reliable result, no power must be drawn from the engine during the test – i.e. the vehicle's
air compressor or refrigerant compressor must not be switched on or off
 In the case of engines fitted with an exhaust throttle valve (bus/coach engines D08 LOH, D20 LUH), the
solenoid valve of exhaust throttle valve must be disconnected
 At the end of the rev-up test, always switch off the ignition; otherwise the smooth running control will not
be activated

DIAGNOSIS
Result for an intact engine at normal pressure
Result for an intact engine at 800 bar

DIAGNOSIS

DIAGNOSIS
Evaluation: Averaging of the difference between the individual cylinders. The highest and the lowest value are
excluded. Average of ±25: all injectors must be within this range.

DIAGNOSIS
5.7.5 Cylinder shut-off test
The cylinder shut-off test allows the injection of a specific cylinder to be deactivated during engine idle. This
enables acoustic diagnosis of the engine in the case of abnormal noises (mechanics/combustion).
This mainly serves to identify injectors with faulty pre-injection that is not apparent in the rev-up test.
If the affected cylinder is removed from the combustion process, the noise should either become imperceptible
or change significantly.
If the noise remains audible, the cause should be searched for at a different location (front end, gear train, air
compressor etc.).
The test works only when idling. Loud environmental noise will hinder the evaluation process. Typical knocking
noises (caused by injectors) frequently only occur when the engine is cold. Noises caused by excessive valve
clearance cannot be identified with the test.

 Parking brake applied
 Gearbox in neutral
 Start the engine and ensure it is running at idling speed (D0834: 700 rpm, D20 LUH: 550 rpm,
all others: 600 rpm)
Note: In the case of obvious damage, the test can also be conducted from a coolant temperature of 0°C.

DIAGNOSIS
5.7.6 High-pressure test

The high-pressure test serves as a means of rapid detection of the leakage faults SPN 3775, 3776, 3777, 3778,
3779, 3780 and 3781, and informs the operator whether to search for the fault on the pressure generator side
(high pressure pump or proportional valve) or on the consumer side (injector, pressure pipe socket, pressure-
limiting valve).
In test mode, the rail pressure is increased to 1600 bar and reduced back to 600 bar at each individual engine
speed (800/700/700/700 rpm) with the engine running.
During this process, the time it takes to build up or reduce pressure is measured and a result displayed. This
result (pressure decrease) can be used to assess the leak integrity of the system or the function of specific
components.
Note: if the leakage faults SPN 3775, 3776, 3777, 3778, 3779, 3780 and 3781 are displayed although the
pressure reduction times are OK, the fault should be searched for in the low-pressure system or high pressure
pump (process of elimination).

 Engine temperature at least 40°C
 Start the engine and ensure it is running at idling speed (D0834: 700 rpm, D20 LUH: 550 rpm, all
others: 600 rpm)

 Injector test
Evaluation of results

DIAGNOSIS
5.7.7 DLR injector test

DLR is the abbreviation for Detection of Injector Leakage by Measurement of Solenoid Valve Resistance –
i.e. the detection of injector leaks by measuring changes in resistance on the solenoid valve (coil).
The measuring principle is based on the fact that a leak in the high-pressure section of the Common Rail
injection system leads to increased fuel temperature. The hot fuel internally heats up the injector and thus the
magnetic coil of the injector. This temperature increase can then be measured via the change in the magnetic
coil resistance.
Troubleshooting without the DLR injector test is problematic, since leakage fault messages relating to
the Common Rail injection system can be caused by any component in the high-pressure system
(high pressure pump, rail pressure sensor, pressure-limiting valve, injector, pressure pipe socket). In addition,
troubleshooting requires
special tools, in-depth system knowledge and time.
Test sequence: The prerequisite for a faster test run is a constant
coolant temperature. This can be between 50°C and 80°C, depending on the
ambient temperature. If the temperature should change by ±2 kelvin during the measuring process,
the test will repeat the measurement until the temperature has settled.
This ensures that no incorrect measurements are displayed.
This test must only be performed if leakage fault message SPN 3778, 3779 and/or 3780 is present and the
cause is to be located on the consumer side.
It is therefore essential that the following test sequence is observed:
 Injector test
 No speed changes during the test (air-conditioning system switched off)
 Disconnect fan clutch power supply (D20 LUH only). The fan will thus run continuously, resulting in
a constant coolant temperature
 Observe instructions in MAN-cats®
 If these basic conditions are not met, the test will be aborted with a fault message
Note: In the case of D20 LUH and D08 LOH series engines, an idling speed of 750 to 800 rpm must be
maintained. This can be achieved by activating an intermediate speed at ZDR interface X1996.

DIAGNOSIS
5.7.8 Pressure-limiting valve open test

This test is used to check whether the pressure-limiting valve on the rail maintains its target pressure and does
not open prematurely or leak.
The test is performed in the case of fault message "Pressure limiting valve (DBV) open" (SPN 3781) and
leakage fault messages 3776, 3778, 3779 and 3780 in order to exclude the pressure-limiting valve as the cause
of the fault.
 Sensors for engine speed, coolant temperature and rail pressure are OK
 Start engine and ensure that the idling speed is at least 600 rpm
 Increase speed from idling speed to 800 rpm
 Rail pressure is increased to 1000 bar and then raised to 1980 bar
 This occurs over a period of 3 seconds per rail pressure jump
 Perform test first with leakage line connected to check whether the pressure-limiting valve opens
 Then perform test with leakage line opened to check whether the pressure-limiting valve is leaking. For
this purpose, the line on the T piece must be opened and a container (e.g. from the test case for
Common Rail engines) must be placed under the line
 If there is no fuel in the container after the test, there is no leak between the rail and the pressure-
limiting valve
 If there is fuel in the container after the test, this indicates a leak between the rail and the pressure-
limiting valve. In this case, empty the container first, retighten the pressure-limiting valve to 100 Nm and
then repeat the pressure-limiting valve opening test with the leakage line open
 If there is no fuel in the container after retightening and subsequent repeating of the test, there is no
leak between the rail and the pressure-limiting valve
 If there is fuel in the container after retightening and subsequent repeating of the test, the rail must be
replaced
 Injector test

DIAGNOSIS
5.7.9 Particulate filter reset routines
After replacing the particulate filter or the oxidising catalytic converter, the values can be reset here.
These routines must only be used after replacing the particulate filter.
After pressing the "return" button, the relevant routine is started and executed without a waiting screen.
The process takes approx. 4 seconds.
The reset values must be checked in "Particulate filter" monitoring as a means of verification.

DIAGNOSIS
5.7.10 Particulate filter service regeneration
With this test, the service regeneration of the particulate filter is triggered.

DIAGNOSIS

 Smoke may develop over the course of this test
 Please ensure that appropriate air extraction and fire protection measures have been taken
 Catalytic converter temperature > 150°C
 The lambda probe must be active (see "Lambda probe heating on" under "Oxygen sensor" monitoring)
Important! The routine must be manually aborted if the coolant temperature drops below 60°C.
Important! The routine must be manually aborted if the exhaust gas temperature drops below 150°C.
Important! If no speed increase occurs when the routine is started, it must be manually aborted since it was not
started by the control unit.
The routine can take up to one hour.

DIAGNOSIS
5.7.11 HCI system test
The aim of this test is to perform an automatic check of the leak integrity of the valves and lines of the
HCI system. The system test is used primarily for HCI troubleshooting. In addition, the system test can be
performed multiple times as a means of initial filling following a component replacement.
During the test, an automatic test routine is executed which checks the following parts:
– Integrity of lines/bolt connections
– Integrity of metering valve
– Integrity of shut-off valve
– Functionality of IU (injection unit)
– Test of initial fuel pressure
In the event of a fault, the results of the system test can be accessed via the diagnostic memory of the EDC.

 Start the engine and ensure it is running at idling speed (D0834: 700 rpm, D20 LUH: 550 rpm,
all others: 600 rpm)
Procedure for fault rectification

If a vehicle possesses HCI diagnostic memory entries, the troubleshooting process should begin with an
HCI system test. The measures for fault rectification are defined on the basis of the SPN entries. If no HCI fault
is recorded during the first test, despite the presence of faults in the EDC, a further test should be performed for
verification purposes. If this second test returns a positive result, operation of the system may continue.
Following a measure or replacement of a component, a new system test must be run to verify the effectiveness
of the implemented measure.
Note: After replacing the fuel line, MU (metering unit = proportional valve) or IU (injection unit), there will be air
in the system, as a result of which the first system tests (1 to 2) may be invalid.

DIAGNOSIS
If the HCI injection unit is replaced, at least 3 system tests must be completed to ensure that the system is fully
rinsed with fuel. Otherwise the new injection valve may become blocked at high exhaust gas temperatures.
Following a maximum of 6 system tests, it is strongly recommended that the vehicle's exhaust gas
aftertreatment is heated to more than 270°C to combust the accumulated fuel. Otherwise the exhaust system
may be damaged by the accumulated fuel.

DIAGNOSIS
5.7.12 Reset acquired values for particulate filter pressure differential sensor
Following replacement of the particulate filter pressure differential sensor, the acquired values of the sensor
must be reset.

DIAGNOSIS
5.7.13 Reset acquired values for pressure-limiting valve
Following replacement of the pressure-limiting valve, the acquired values of the sensor must be reset.
The control unit EDC17 monitors how long the pressure-limiting valve is open. Fault SPN 4386 appears after
a period of 360 minutes. The number of openings of the pressure-limiting valve is also monitored. Once the
pressure-limiting valve has opened 100 times, the fault SPN 4381 is set. These faults cannot be deleted in the
usual way, but only via the MAN-cats® function "Reset acquired values for pressure-limiting valve".

DIAGNOSIS
5.7.14 Reset AdBlue fluid plausibility check
The AdBlue fluid plausibility check involves the continuous comparison between the quantity requested by
the control unit and the actual AdBlue consumption.
In the case of a serious implausibility (more than 50% deviation between request and consumption),
anti-tampering measures such as torque reduction are implemented (anti-tampering in this case refers to the
protection of the SCR system against manipulation).
Following rectification of the fault, the system is reset by means of this function.

DIAGNOSIS
5.7.15 Injection quantity adjustment (IQA)

DIAGNOSIS
Injectors are inspected for the slightest deviations during production to be able to compensate for
manufacturers' tolerances.
These deviation values are recorded for each injector and indicated on the injector in an alphanumerical code.
Following replacement of the injectors, the new IQA codes must be programmed into the EDC17 control unit.
Only uppercase letters must be entered. The characters are entered via the keyboard.
Character set: 1 to 8, A to Z, without J and Q.
To cancel this input, enter "x" in the input field.

DIAGNOSIS
5.7.16 Injection quantity adjustment (IQA), read-only
This function can be used prior to a control unit replacement (to transfer the values to the new control unit,
though only if the old control unit is still addressable).

CIRCUIT DIAGRAMS
6 CIRCUIT DIAGRAMS
6.1 Brief overview plans

6.1.1 Brief overview plan, EDC17 electrics, engine D0836 LOH
Key
A302 Central computer 2 Y332 Proportional fuel valve
A403 Vehicle management computer Y340 Turbo charger 1 pulse valve
A407 Combined instrument Y341 Injector, 1st Cylinder
A410 Accelerator Y342 Injector, 2nd Cylinder
A429 Cruise control switch Y343 Injector, 3rd Cylinder
A435 Control unit EDC17 Y344 Injector, 4th Cylinder
A437 Continuous brake tip switch Y345 Injector, 5th Cylinder
B104 Oil pressure sensor Y346 Injector, 6th Cylinder
B123 Charge air temperature sensor Y398 Solenoid valve, CRT exhaust throttle valve
B124 Coolant temperature sensor Y437 Solenoid valve, coolant
B322 Lambda probe Y458 E-EGR proportional valve
B377 Fuel pressure sensor Y460 E-EGR/EVBec shut-off valve
B487 Rail pressure sensor ZDR Intermediate speed interface
B488 Speed increment sensor
B489 Speed segment sensor
B561 Exhaust gas temperature sensor upstream of filter
B562 Exhaust gas temperature sensor downstream of filter
B623 Charging pressure/temperature sensor
B634 Exhaust gas temperature sensor downstream of SCR catalytic converter
B673 E-EGR cylinder displacement sensor
B695 Exhaust gas differential pressure/relative pressure sensor
B696 EGR temperature sensor, EDC17
F163 Engine control fuse (term. 30)
F355 Main fuse 30-2
H296 EDC check lamp (fault)
H478 Exhaust system check lamp (MIL)
M100 Starter motor
Q101 Steering wheel lock
R134 EDC resistor group
R283 Terminating resistor, HD-OBD-CAN
X200 Diagnostic socket

CIRCUIT DIAGRAMS

CIRCUIT DIAGRAMS
6.1.2 Brief overview plan, EDC17 electrics, engine D20/D26, page 1
Key
A302 Central computer 2 F163 Engine control fuse (term. 30)
A407 Combined instrument F236 Engine control fuse (term. 15)
A410 Accelerator F355 Main fuse 30-2
A435 Control unit EDC17 H296 EDC check lamp (fault)
A968 Fan clutch with speed sensor H478 Exhaust system check lamp (MIL)
A1124 Power Train Manager (PTM) M100 Starter motor
B104 Oil pressure sensor Q101 Steering wheel lock
B123 Charge air temperature sensor R134 EDC resistor group
B124 Coolant temperature sensor R283 Terminating resistor, HD-OBD-CAN
B270 Oil level sensor S677 Button, engine exhaust filter
B322 Lambda probe S678 Button, engine exhaust filter regeneration off
B323 Air flow meter X200 Diagnostic socket
B377 Fuel pressure sensor X1559 Plug connector, engine/EDC/gearbox IV
B487 Rail pressure sensor X3381 Ground point, threaded bolt (MP box)
B488 Speed increment sensor ZDR Intermediate speed interface
B489 Speed segment sensor
B623 Charging pressure/temperature sensor
B694 Charging pressure/temperature sensor, low temperature
B695 Exhaust gas differential pressure/relative pressure sensor
B696 EGR temperature sensor
B1049 Coolant temperature sensor, low-temperature

CIRCUIT DIAGRAMS

CIRCUIT DIAGRAMS
6.1.3 Brief overview plan, EDC17 electrics, engine D20/D26, page 2
Key
A435 Control unit EDC17
F355 Main fuse 30-2
Y332 Proportional fuel valve
Y340 Turbo charger 1 pulse valve
Y341 Injector, 1st Cylinder
Y342 Injector, 2nd Cylinder
Y343 Injector, 3rd Cylinder
Y344 Injector, 4th Cylinder
Y437 Solenoid valve, coolant
Y460 E-EGR/EVBec shut-off valve
Y493 Turbo charger 2 pulse valve
Y496 Shut-off/pressure-reducing valve, low-temperature
X1559 Plug connector, engine/EDC/gearbox IV
X3381 Ground point, threaded bolt (MP box)

CIRCUIT DIAGRAMS

CIRCUIT DIAGRAMS
6.1.4 Brief overview plan, fuel, engine D20/D26
Key
1 Quantity-controlled high pressure pump CP 3.4+ (fuel-lubricated)

3 Pressure-limiting valve (PLV 4) integrated in rail
4 Rail pressure sensor (B487)
5 Injectors (Y341 – Y346)
6 Injector return line (leak-oil pipe)
7 Internal hot/cold circuit
8 Fuel filter system (KSC)
9 Filter heating
10 Fuel pressure sensor (B377)

CIRCUIT DIAGRAMS

CIRCUIT DIAGRAMS
6.1.5 Brief overview plan, fuel, engine D08 with HCI
Key
1 Quantity-controlled high pressure pump CP 3.3 NH

2 Proportional fuel valve (Y332)
3 Rail pressure sensor (B487)
4 Pressure-limiting valve (PLV 4) integrated in rail
5 Injectors (Y341 – Y346)
7 Flame glow plug (R100)
8 Solenoid valve, flame start (Y100)
9 Fuel pressure sensor (B377)
10 Hand primer pump with prefilter
11 Fuel filter system (KSC)
12 Proportional valve HCI (A1081)
13 Injection unit HCI

CIRCUIT DIAGRAMS

MAN EDC17

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Electrical system

Accumulator injection of Common Rail system

Editorial deadline 06/2013

MAN Truck & Bus AG

We reserve the right to make modifications in the course of further development.

© 2013 MAN Truck & Bus AG

Editorial Department: SADAS / TS

Printing: MAN-Werksdruckerei (on-site printing works)

T 175 2nd issue Page 4 of 222

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3.11 B270 oil level sensor .......................................................................................................... 58

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3.28 B695 exhaust gas differential pressure/relative pressure sensor ................................ 75

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3.46 Y514 shut-off valve HCI ..................................................................................................... 94

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4.18 B1049 coolant temperature sensor, low temperature .................................................. 114

T 175 2nd issue Page 9 of 222

4.39 B1055 NOx sensor I, untreated emissions .................................................................... 135

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6 CIRCUIT DIAGRAMS ................................................................................................................. 212

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CPU Central processing unit (central computer)

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EOBD European on-board diagnosis

T 175 2nd issue Page 14 of 222

HYDRIVE Hydrostatic front-axle drive

T 175 2nd issue Page 15 of 222

MIL Malfunction indicator lamp (OBD fault lamp)

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1.1 Safety instructions

1. Regulations for preventing accidents leading to injury to personnel

During checking, setting and repair work:

Working on the brake system

Working on vehicles with a compressed natural gas (CNG) system

Working on the compressed natural gas (CNG) system

T 175 2nd issue Page 19 of 222

Operating the engine

Bodies and special bodies

Working on high-pressure lines

Testing injection nozzles

Working on the vehicle electrical system

Warning: battery gases are explosive!

T 175 2nd issue Page 20 of 222

Caution! Battery acid is poisonous and corrosive!

Work on plastic tubes – risk of damage and fire

Working with a tilted cab

Working on the air conditioning system

Working on airbag or belt pretensioner units

T 175 2nd issue Page 21 of 222

Working on the independent heating

2. Guidelines for preventing damage and premature wear on units

3. Limited liability for spare parts and accessories

4. Regulations for avoiding injury and environmental contamination

Health protection precautions